Angle deviation correction method and device

Abstract

The angle deviation correction method comprises the steps that when a vehicle is switched from a first mode to a second mode, and after a driver rotates a steering wheel at a first moment, a first angle of the steering wheel relative to a median line is obtained; if the absolute value of a first angle deviation between the steering wheel and the steering actuator is larger than a preset angle threshold value, the first angle deviation is corrected according to the first angle and the third angle, a second angle deviation is obtained, and the absolute value of the second angle deviation is smaller than or equal to the preset angle threshold value; the first angle deviation is a difference value between a second angle and a third angle, the second angle and the third angle are respectively an angle of a steering actuator relative to a median line at a second moment and an angle of a steering wheel relative to the median line at the second moment when the vehicle is in a first mode, and the second moment is before the first moment; the driving experience can be improved while the driving safety is ensured; the invention further discloses an angular deviation correction device.

Description

Method and device for correcting angle deviation Technical Field

[0001] The present application relates to the field of steering technology, and in particular to a method and device for correcting angular deviation. Background Art

[0002] With the rapid development of intelligent control and communication technologies, autonomous vehicles have become a reality. Drive-by-wire chassis (i.e., vehicle chassis controlled by wire) are key to achieving autonomous driving. The steering-by-wire (SbW) system is one of the key systems within this system. Compared to traditional electric power steering (EPS) systems, SbW systems prevent the steering wheel from following the wheels during autonomous driving (the steering wheel is in a "silent" state), reducing the discomfort caused by steering wheel movement during autonomous driving. However, due to this "silent" state, when the vehicle is turning, the steering wheel and the steering actuator become out of sync. This means that the steering wheel angle differs from the steering actuator angle, creating a certain angular deviation between the two. If the autonomous driving mode is disengaged or the driver takes over control of the vehicle, the driver will have difficulty predicting the vehicle's trajectory, compromising driving safety and resulting in a poor driving experience.

[0003] Summary of the Invention

[0004] The present application provides a method and device for correcting angular deviation, which relate to the field of steering technology and are used to improve the driving experience while ensuring driving safety.

[0005] To achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect, a method for correcting an angle deviation is provided. The method is applied to a steering system, the steering system including a steering actuator and a direction control device, the direction control device including a steering wheel, the steering actuator being connected to the steering wheel. The method includes: when the vehicle switches from a first mode to a second mode and the driver turns the steering wheel at a first moment, obtaining a first angle of the steering wheel relative to the center line, wherein in the first mode, the steering actuator and the direction control device are decoupled, and in the second mode, the steering actuator and the direction control device are coupled; if the absolute value of the first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, correcting the first angle deviation based on the first angle and a third angle to obtain a second angle deviation, wherein the absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is the difference between the second angle and the third angle, the second angle and the third angle being, respectively, the angle of the steering actuator relative to the center line at the second moment and the angle of the steering wheel relative to the center line at the second moment when the vehicle is in the first mode, the second moment being before the first moment.

[0007] In the above technical solution, if the absolute value of the first angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, the first angle deviation is corrected to obtain the second angle deviation based on the first angle of the steering wheel at the first moment and the third angle at the second moment before the first moment, so that the corrected second angle deviation is less than or equal to the preset angle threshold, thereby reducing the angle deviation between the steering wheel and the steering actuator, allowing the driver to predict the vehicle's driving trajectory and ensure driving safety; further, the driving experience is improved.

[0008] In one possible implementation of the first aspect, correcting the first angle deviation based on the first angle and the third angle to obtain a second angle deviation includes: determining a correction step size based on the first angle, the third angle, and a correction coefficient; and correcting the first angle deviation based on the correction step size to obtain the second angle deviation. In this possible implementation, correcting the first angle deviation based on the correction step size to obtain the second angle deviation reduces the angle deviation between the steering wheel and the steering actuator, enabling the driver to predict the vehicle's trajectory and ensuring driving safety. Furthermore, this improves the driving experience.

[0009] In one possible implementation of the first aspect, the third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step size L satisfies: L = |θ1 - θ3| × K. In this possible implementation, the correction step size is determined based on the steering wheel angle difference between the current moment and the previous moment adjacent to the current moment. When the first angle deviation is corrected according to the correction step size, the angle deviation between the steering wheel and the steering actuator is reduced, allowing the driver to predict the vehicle's trajectory and ensuring driving safety. Furthermore, the driving experience is improved.

[0010] In one possible implementation of the first aspect, the first angle deviation is corrected according to the correction step size to obtain the second angle deviation, including: if the first angle deviation is greater than zero, using the difference between the first angle deviation and the correction step size to correct the first angle deviation to obtain the second angle deviation; if the first angle deviation is less than zero, using the sum of the first angle deviation and the correction step size to correct the first angle deviation to obtain the second angle deviation. In this possible implementation, correcting the first angle deviation according to the correction step size reduces the angle deviation between the steering wheel and the steering actuator, allowing the driver to predict the vehicle's trajectory and ensure driving safety; further, improving the driving experience.

[0011] In a possible implementation of the first aspect, the first angle deviation is corrected according to the correction step to obtain the second angle deviation, and further includes: correcting the first angle deviation according to the first angle and the third angle to obtain a third angle deviation; if the absolute value of the third angle deviation is greater than the preset angle threshold, obtaining a fourth angle of the steering wheel relative to the center line at a third moment, the third moment being the next moment after the first moment; and correcting the third angle deviation to the second angle deviation through at least one correction based on the fourth angle and the first angle. In the above possible implementation, the third angle deviation is corrected to the second angle deviation through multiple corrections, which reduces the angle deviation between the steering wheel and the steering actuator, allowing the driver to predict the vehicle's trajectory and ensure driving safety; further, the driving experience is improved.

[0012] In one possible implementation of the first aspect, the method further includes: determining a steering wheel return torque coefficient based on the angular deviation between the steering wheel and the steering actuator; determining an enhanced return torque based on the return torque coefficient; and adjusting the angle of the steering wheel relative to the center line based on the enhanced return torque. In this possible implementation, the steering center feel is enhanced, improving the vehicle's ability to maintain straight driving.

[0013] In a possible implementation of the first aspect, the steering wheel's return torque coefficient is K AR, the steering wheel's return torque is T AR , the enhanced self-aligning torque T of the steering wheel EAR Satisfaction: T EAR =T AR ×K AR In the above possible implementation, the angle of the steering wheel relative to the center line is adjusted according to the enhanced return torque, thereby enhancing the steering center feel and improving the vehicle's ability to maintain straight driving.

[0014] In a possible implementation of the first aspect, the method further includes: if the absolute value of the angular deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, issuing a prompt message, the prompt message being used to indicate that the vehicle is correcting the angular deviation. In the above possible implementation, the driving experience is improved.

[0015] In one possible implementation of the first aspect, the method further includes: when the vehicle is in the first mode and an angle exists between the steering actuator and the steering wheel, obtaining the second angle and the third angle. In this possible implementation, the first angle deviation can be determined based on the difference between the second angle and the third angle, facilitating subsequent correction of the first angle deviation.

[0016] In a second aspect, a device for correcting an angle deviation is provided, which is applied to a steering system. The steering system includes a steering actuator and a direction control device, the direction control device includes a steering wheel, and the steering actuator is connected to the steering wheel. The device includes: an acquisition unit, configured to acquire a first angle of the steering wheel relative to the center line when the vehicle switches from a first mode to a second mode and the driver turns the steering wheel at a first moment, wherein in the first mode, the steering actuator and the direction control device are decoupled, and in the second mode, the steering actuator and the direction control device are coupled; and a correction unit, configured to correct the first angle deviation between the steering wheel and the steering actuator based on the first angle and a third angle to obtain a second angle deviation if the absolute value of the first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, wherein the absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is the difference between the second angle and the third angle, the second angle and the third angle being, respectively, the angle of the steering actuator relative to the center line at the second moment and the angle of the steering wheel relative to the center line at the second moment when the vehicle is in the first mode, and the second moment is located before the first moment.

[0017] In a possible implementation manner of the second aspect, the correction unit is further used to: determine a correction step size according to the first angle, the third angle, and a correction coefficient; and correct the first angle deviation according to the correction step size to obtain the second angle deviation.

[0018] In a possible implementation of the second aspect, the third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step length L satisfies: L=|θ1-θ3|×K.

[0019] In a possible implementation of the second aspect, the correction unit is further used to: if the first angle deviation is greater than zero, use the difference between the first angle deviation and the correction step to correct the first angle deviation to obtain the second angle deviation; if the first angle deviation is less than zero, use the sum of the first angle deviation and the correction step to correct the first angle deviation to obtain the second angle deviation.

[0020] In a possible implementation of the second aspect, the correction unit is further used to: correct the first angle deviation based on the first angle and the third angle to obtain a third angle deviation; if the absolute value of the third angle deviation is greater than the preset angle threshold, obtain a fourth angle of the steering wheel relative to the center line at a third moment, and the third moment is the next moment of the first moment; based on the fourth angle and the first angle, correct the third angle deviation to the second angle deviation through at least one correction.

[0021] In a possible implementation of the second aspect, the device also includes: a determination unit for determining the steering wheel's return torque coefficient based on the angular deviation between the steering wheel and the steering actuator; the determination unit is also used to determine an enhanced return torque based on the return torque coefficient; and an adjustment unit for adjusting the angle of the steering wheel relative to the center line based on the enhanced return torque.

[0022] In a possible implementation of the second aspect, the steering wheel's return torque coefficient is K AR , the steering wheel's return torque is T AR , the enhanced self-aligning torque T of the steering wheel EAR Satisfaction: T EAR =T AR ×K AR .

[0023] In a possible implementation of the second aspect, the device also includes: a sending unit, configured to send a prompt message if the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, wherein the prompt message is used to indicate that the vehicle is correcting the angle deviation.

[0024] In a possible implementation manner of the second aspect, the acquisition unit is further configured to: when the vehicle is in the first mode and an angle exists between the steering actuator and the steering wheel, acquire the second angle and the third angle.

[0025] In a third aspect, a steering system is provided, which includes a steering actuator, a direction control device and a main controller, wherein the steering actuator is connected to the direction control device, and the main controller is an angle deviation correction device such as provided in the second aspect or any possible implementation of the second aspect.

[0026] In a fourth aspect, a vehicle is provided, which includes a steering system, the steering system including a steering actuator, a direction control device and a main controller, the steering actuator is connected to the direction control device, and the main controller is an angle deviation correction device such as provided in the second aspect or any possible implementation of the second aspect.

[0027] In another aspect of the present application, a computer-readable storage medium is provided, which includes computer instructions. When the computer instructions are run on an angular deviation correction device, the relevant steps in the above method embodiment are executed.

[0028] In another aspect of the present application, a computer program product comprising instructions is provided. When the computer program product is run on a computer device, the device for correcting the angle deviation executes the relevant steps in the above method embodiment.

[0029] It can be understood that the above-mentioned angle deviation correction device, steering system, vehicle, computer-readable storage medium and computer program product can be used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] FIG1 is a schematic diagram of a steering wheel in a silent state;

[0031] FIG2 is a schematic diagram of a steering wheel and wheels;

[0032] FIG3 is a schematic structural diagram of a steering system provided in an embodiment of the present application;

[0033] FIG4 is a flow chart of a method for correcting an angle deviation provided in an embodiment of the present application;

[0034] FIG5 is a schematic diagram of another process of correcting angle deviation provided in an embodiment of the present application;

[0035] FIG6 is a schematic diagram of a flow chart of a neutral position sense auxiliary function provided in an embodiment of the present application;

[0036] FIG7 is a schematic diagram of a process of angle deviation correction and neutral position sense assistance functions provided in an embodiment of the present application;

[0037] FIG8 is a schematic structural diagram of an angle deviation correction device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0038] In this application, "at least one" refers to one or more, and "more" refers to two or more. "And / or" describes the relationship between associated objects, indicating that three relationships can exist. For example, "A and / or B" can mean: A exists alone, A and B exist simultaneously, or B exists alone, where A and B can be singular or plural. The character " / " generally indicates that the associated objects are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, "at least one of a, b, or c" can mean: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple. In addition, the embodiments of this application use words such as "first" and "second" to distinguish between identical or similar items with substantially the same function and effect. For example, the first threshold and the second threshold are merely to distinguish different thresholds and do not define their order of precedence. Those skilled in the art will understand that words such as "first" and "second" do not define the quantity or execution order.

[0039] It should be noted that, in this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described in this application as "exemplary" or "for example" should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0040] Before introducing the embodiments of the present application, relevant knowledge about the steer-by-wire system is first introduced.

[0041] With the rapid development of intelligent control technology and communication technology, autonomous driving of vehicles has become possible. Drive-by-wire chassis (i.e., vehicle chassis wire control) is a key factor in achieving autonomous driving. The steering by wire (SbW) system is one of the main systems in the drive-by-wire chassis. The SbW system includes a direction control device (also known as a steering wheel assembly), a steering execution assembly, and a controller, among others. The direction control device may include a steering wheel, and the steering execution assembly may include a steering actuator (i.e., a wheel). Compared with the traditional electric power steering (EPS) system, the SbW system can prevent the steering wheel from following the wheels during autonomous driving (the steering wheel is in a "silent" state at this time), thereby reducing the discomfort caused by the steering wheel following the vehicle during autonomous driving. However, due to the "silent" state of the steering wheel, when the vehicle is turning, the steering wheel and the steering actuator are out of sync, that is, the angle of the steering wheel is different from the angle of the steering actuator, and there is a certain angle deviation between the steering wheel and the steering actuator. If the autonomous driving mode is exited or the driver takes over the driving authority of the vehicle at this time, it will be difficult for the driver to predict the vehicle's trajectory while driving, affecting driving safety and providing a poor driving experience. Figure 1 is a schematic diagram of a steering wheel in a silent state. Figure 1 includes a steering wheel and a wheel. As shown in Figure 1, when the wheel is turning, the steering wheel is in the middle position. At this time, the angle between the wheel and the vehicle's center line is θ1, and the steering wheel coincides with the center line, that is, the angle of the steering wheel relative to the center line is 0°. The angle between the steering wheel and the wheel is θ1, that is, the angle deviation between the steering wheel and the wheel is θ1. Currently, the following two solutions are used to reduce the angle deviation.

[0042] Solution 1: After exiting autonomous driving mode or the driver takes over driving authority, the wheels remain stationary and the steering wheel is turned until the steering wheel angle and the steering actuator angle coincide. The wheels then begin to move to reduce the angular deviation between the steering wheel and the steering actuator. However, this solution can result in unexpected steering movements by the driver, resulting in a poor driving experience.

[0043] Solution 2: After exiting autonomous driving mode or the driver takes over driving authority, the angle deviation is maintained until the next ignition cycle, at which point the angle deviation is eliminated. However, in the current ignition cycle, due to the angle deviation, the steering wheel may not be in the center position when the vehicle is moving straight ahead, making it difficult for the driver to determine the vehicle's trajectory, affecting driving safety and resulting in a poor driving experience.

[0044] Figure 2 is a schematic diagram of the steering wheel and wheels during manual driving. As can be seen from Figure 2, the vehicle is in a straight-ahead state and the steering wheel is not in the middle position. At this time, the angle of the wheel relative to the vehicle's midline is 0°, the angle of the steering wheel relative to the midline is θ1, and the angle between the steering wheel and the wheel is θ1, that is, the angular deviation between the steering wheel and the wheel is θ1.

[0045] Based on this, an embodiment of the present application provides a method for correcting an angle deviation, which is applied to a steering system, the steering system including a steering actuator and a direction control device, the direction control device including a steering wheel. The method includes: when the vehicle switches from a first mode to a second mode and the driver turns the steering wheel at a first moment, obtaining a first angle of the steering wheel relative to the center line, wherein in the first mode, the steering actuator and the direction control device are decoupled, and in the second mode, the steering actuator and the direction control device are coupled; if the absolute value of the first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, correcting the first angle deviation based on the first angle and a third angle to obtain a second angle deviation, wherein the absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is the difference between the second angle and the third angle, the second angle and the third angle being the angle of the steering actuator relative to the center line at the second moment and the angle of the steering wheel relative to the center line at the second moment, respectively, when the vehicle is in the first mode, and the second moment is located before the first moment. In this method, when the absolute value of the first angular deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, the first angular deviation between the steering wheel and the steering actuator is corrected to obtain a second angular deviation based on the first angle of the steering wheel at the first moment and the third angle at the second moment before the first moment, so that the corrected second angular deviation is less than or equal to the preset angle threshold, thereby reducing the angular deviation between the steering wheel and the steering actuator, allowing the driver to predict the vehicle's trajectory and ensure driving safety; further, the driving experience is improved.

[0046] The structure of the steer-by-wire system is described below. FIG3 is a schematic diagram of the structure of a steering system provided by an embodiment of the present application. The steering system may include a direction control device 01 , a steering actuator assembly 02 , a main controller 03 and a power supply 04 .

[0047] Among them, the direction control device 01 can also be called a steering wheel assembly. The direction control device 01 can be used to collect the angle and return torque of the steering wheel. For example, the direction control device 01 can include a steering wheel, an angle sensor and a torque sensor. The angle sensor can be used to collect the angle of the steering wheel at different times. The angle can include the steering wheel's rotation angle, which can be the steering wheel's rotation angle relative to the vehicle's center line; the torque sensor can be used to collect the steering wheel's return torque at different times. The direction control device 01 is also used to convert the collected angle and return torque into digital signals and send them to the main controller 03. For example, the direction control device 01 can include a signal processing module, which can be used to convert the collected angle and return torque into digital signals and send them to the main controller 03. The direction control device 01 is also used to send a signal to the steering execution assembly 02. For example, the signal can be an angle signal. The direction control device 01 is also used to receive the control signal of the main controller 03 and rotate according to the control signal. For example, the direction control device 01 may also include a return torque motor. The control signal may include a return torque signal. The return torque motor can be used to receive the return torque signal sent by the main controller 03 and generate a return torque of the steering wheel according to the return torque signal to drive the steering wheel to rotate.

[0048] The steering actuator assembly 02 is configured to receive signals sent by the direction control device 01 and respond to the signals. For example, the steering actuator assembly 02 may include a steering actuator, which may include a pinion, a rack, and a steering motor. The pinion may respond to the signal and control the rotation of the steering actuator via the pinion, rack, and steering motor (also known as a power assist motor), thereby controlling the steering actuator's deflection angle. The steering actuator assembly 02 is also configured to acquire angles. For example, the steering actuator assembly 02 may include an angle sensor that can be used to acquire the angle of the steering actuator at different times. This angle may be the angle of the steering actuator relative to the centerline, such as the angle of the steering actuator's pinion relative to the centerline (also known as the absolute angle). The steering actuator assembly 02 is also configured to receive control signals from the main controller 03 and rotate according to the control signals. For example, the steering actuator assembly 02 may also include a steering motor controller that can receive control signals from the main controller 03 and control the rotation of the steering motor according to the control signals, thereby controlling the rotation of the steering actuator. The steering actuator may also be a front wheel steering actuator, and the steering actuator is a wheel.

[0049] The main controller 03 is the control center of the steer-by-wire system, connecting various components of the system via various interfaces and lines. For example, the main controller 03 can be connected to the power supply 04 via an interface. It can also be connected to the steering control device 01 and the steering actuator assembly 02 via interfaces. The main controller 03 is configured to receive indication information, which may include vehicle driving state information and angle indication information. The driving state indication information can indicate the vehicle's driving state, such as autonomous driving or manual driving. The angle indication information can indicate an angle, such as the steering wheel angle or the steering actuator angle. The main controller 03 is also configured to process and analyze the received indication information to determine the vehicle's driving state or operating status. The main controller 03 is also configured to control the steering control device 01 and the steering actuator assembly 02 based on the angle indication information. For example, the main controller 03 is configured to generate a control signal based on the angle indication information, which controls the rotation of the return force motor in the steering control device 01 and the steering motor in the steering actuator assembly 02.

[0050] The power supply 04 may be used to provide power to various components of the steer-by-wire system. The power supply 04 may include a power management system, one or more power supplies, or other components associated with generating, managing, and distributing power to the steer-by-wire system.

[0051] Optionally, the steer-by-wire system may further include an automatic fault handling system 05. The automatic fault handling system 05 may be used to handle different fault forms and fault levels accordingly, thereby ensuring the normal operation of the vehicle to the greatest extent possible.

[0052] Those skilled in the art will understand that the structure of the steering system shown in FIG3 does not constitute a limitation on the steer-by-wire system, and may include more or fewer components than shown, or a combination of certain components, or a different arrangement of components.

[0053] The following describes in detail the method for correcting the angle deviation provided in the embodiment of the present application based on the steer-by-wire system shown in FIG3 .

[0054] FIG4 is a flow chart of a method for correcting an angle deviation provided in an embodiment of the present application, the method comprising:

[0055] S401: When the vehicle switches from the first mode to the second mode and the driver turns the steering wheel at a first moment, a first angle of the steering wheel relative to the center line is obtained, wherein in the first mode the steering actuator and the direction control device are decoupled, and in the second mode the steering actuator and the direction control device are coupled.

[0056] The first mode is an autonomous driving mode, which may include an assisted driving mode, a semi-autonomous driving mode, and a fully autonomous driving mode. In the first mode, the steering actuator and the direction control device are decoupled, that is, in the first mode, the steering wheel in the direction control device does not rotate with the steering actuator.

[0057] Secondly, the second mode is the manual driving mode, which can be the mode in which the vehicle exits the automatic driving mode or the driver takes over the steering wheel. In this second mode, the steering actuator and the direction control device are coupled, that is, in this second mode, the steering actuator and the direction control device are synchronized, that is, the steering actuator follows the steering wheel rotation of the direction control device.

[0058] Furthermore, the median line is a line connecting the midpoints of the front and rear ends of the vehicle. The median line can also be called the center line.

[0059] Specifically, the first steering wheel angle can be obtained by an angle sensor in the steering control device. The first moment can be the moment when the driver first changes the steering wheel angle when the vehicle switches from the first mode to the second mode. In this case, the first moment is the current moment of the vehicle. For example, the moment when the vehicle switches from the automatic driving mode to the manual driving mode is T0. At T0, the driver does not change the steering wheel angle. At T1, the driver turns the steering wheel. This T1 is the first moment.

[0060] S402: If the absolute value of the first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, the first angle deviation is corrected according to the first angle and the third angle to obtain a second angle deviation, wherein the absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is the difference between the second angle and the third angle, the second angle and the third angle are respectively the angle of the steering actuator relative to the center line at a second moment when the vehicle is in the first mode, and the angle of the steering wheel relative to the center line at the second moment, and the second moment is before the first moment.

[0061] The second moment may be a moment in the first mode. For example, in a possible implementation, the second moment may be a moment when the vehicle switches from the first mode to the second mode.

[0062] Before step S401, the method may further include: when the vehicle is in the first mode and there is an angle between the steering actuator and the steering wheel, obtaining a second angle of the steering actuator relative to the midline and a third angle of the steering wheel relative to the midline.

[0063] Specifically, the second angle of the actuator relative to the center line can be obtained through the angle sensor in the steering actuator assembly, and the third angle of the steering wheel relative to the center line can be obtained through the angle sensor in the direction control device.

[0064] Because the steer-by-wire system allows the steering wheel to be "silent" when the vehicle is in autonomous driving mode, meaning it does not follow the wheels' movements, when the vehicle is turning, the steering wheel and the steering actuator become asynchronous. This means the angle of the steering actuator differs from the angle of the steering wheel, resulting in an angle between the steering actuator and the steering wheel, and thus an angular deviation between the two. In this case, the angle of the steering actuator relative to the midline can be the second angle θ2, and the angle of the steering wheel relative to the midline can be the third angle θ3. The second angle θ2 differs from the third angle θ3, and the difference between the second angle θ2 and the third angle θ3 is the first angular deviation between the steering actuator and the steering wheel.

[0065] The preset angle threshold may be the maximum angle deviation that the vehicle can withstand. For example, the preset angle threshold may be 10°. Different vehicles correspond to different preset angle thresholds. The preset angle threshold may be set based on actual needs and the experience of relevant personnel, and is not specifically limited in this embodiment of the present application.

[0066] In actual application, when the vehicle switches from the automatic driving mode to the manual driving mode, the vehicle's wheels rotate following the steering wheel, that is, the steering actuator is synchronized with the steering wheel. For example, when the driver gives the steering wheel a turning angle, the steering actuator also rotates at the same angle. That is, in the manual driving mode, no additional angular deviation is generated between the steering actuator and the steering wheel. However, in the automatic driving mode, the first angular deviation between the steering actuator and the steering wheel still exists.

[0067] In addition, the first angle deviation is the difference between the second angle θ2 and the third angle θ3. The first angle deviation θd1 satisfies formula (1):

[0068] θd1=θ2-θ3 (1)

[0069] When the second angle θ2 is greater than the third angle θ3, the first angle deviation θd1 is greater than 0, that is, the first deviation is a positive number; when the second angle θ2 is less than the third angle θ3, the first angle deviation θd1 is less than 0, that is, the first deviation is a negative number.

[0070] Because the driver turns the steering wheel at the first moment, the first angle of the steering wheel at the first moment is different from the third angle of the steering wheel at the second moment, that is, there is a first angle difference between the first angle of the steering wheel at the first moment and the third angle of the steering wheel at the second moment. For example, the first angle difference can be 5°.

[0071] In addition, when the absolute value of the first angle deviation θd1 is greater than the preset angle threshold, it indicates that the angle deviation correction function is enabled, that is, the steer-by-wire system starts angle deviation correction. The correction process of the first angle deviation is described below.

[0072] Furthermore, the first angle deviation is corrected based on the first angle and the third angle to obtain a second angle deviation. Specifically, based on the first angle of the steering wheel at the first moment and the third angle at the second moment, the first angle deviation is corrected to obtain the second angle deviation. Specifically, a correction step size is determined based on the first angle, the third angle, and a correction coefficient; and the first angle deviation is corrected based on the correction step size to obtain the second angle deviation.

[0073] The correction step length L is determined based on the absolute value of the difference between the first angle θ1 and the third angle θ3 of the steering wheel and the correction coefficient K. The correction step length L satisfies formula (2):

[0074] L=|θ1-θ3|×K (2)

[0075] In addition, the correction coefficient K is related to the preset angle threshold. The correction coefficient K can be set based on the expected correction speed. When the correction conditions are met, the larger the correction coefficient K, the faster the correction speed of the first angle deviation; the smaller the correction coefficient K, the slower the correction speed of the first angle deviation. The correction coefficient K can be set based on actual needs and the experience of relevant personnel, and this embodiment of the application does not impose specific limitations on this.

[0076] As can be seen from formula (2), when there is an angle difference between the steering wheel angle at the first moment and the angle at the second moment, the steer-by-wire system can correct the angle deviation. For example, in one possible embodiment, the moment when the vehicle switches from the automatic driving mode to the manual driving mode is the second moment T2, at which time the steering wheel angle is the third angle θ3. At the moment T1 after the vehicle is in the manual driving mode, the driver does not change the steering wheel angle. At this time, the steering wheel angle remains at the third angle θ3, that is, the steering wheel angle at the second moment T2 is the same as the steering wheel angle at the moment T1, and there is no angle difference. At this time, the steer-by-wire system does not correct the first angle deviation.

[0077] Furthermore, the first angle deviation is corrected according to the correction step length to obtain the second angle deviation, including: if the first angle deviation θd1 is greater than zero, using the difference between the first angle deviation θd1 and the correction step length L to correct the first angle deviation θd1 to obtain the second angle deviation θd2, and the second angle deviation θd2 satisfies formula (3):

[0078] θd2=θd1-L (3)

[0079] If the first angle deviation θd1 is less than zero, the sum of the first angle deviation θd1 and the correction step length L is used to correct the first angle deviation θd1 to obtain the second angle deviation θd2. The second angle deviation θd2 satisfies formula (4):

[0080] θd2=θd1+L (4)

[0081] Furthermore, the first angle deviation is corrected according to the correction step to obtain the second angle deviation, and further includes: correcting the first angle deviation according to the first angle and the third angle to obtain a third angle deviation.

[0082] In one possible embodiment, if the absolute value of the third angular deviation is less than or equal to the preset angular threshold, the third angular deviation is equal to the second angular deviation, and the correction is stopped. In this embodiment, a single correction reduces the angular deviation between the steering actuator and the steering wheel to less than or equal to the preset angular threshold, thereby reducing the angular deviation between the steering wheel and the steering actuator. This allows the driver to predict the vehicle's trajectory, ensuring driving safety and improving the driving experience. Furthermore, a single correction ensures that the angular deviation between the steering wheel and the steering actuator meets the vehicle's driving requirements, thereby improving the speed and efficiency of the correction.

[0083] In another possible embodiment, if the absolute value of the third angle deviation is greater than the preset angle threshold, the driver obtains a fourth angle of the steering wheel relative to the center line after turning the steering wheel at a third moment, and the third moment is the next moment after the first moment; based on the fourth angle and the first angle, the third angle deviation is corrected to the second angle deviation through at least one correction, that is, based on the fourth angle at the current moment and the first angle at the previous moment adjacent to the current moment, the third angle deviation is corrected to the second angle deviation through at least one correction.

[0084] The third moment T3 is the next moment adjacent to the first moment T1, and the first moment T1 is the previous moment adjacent to the third moment T3. In this case, the third moment T3 is the current moment of the vehicle. Specifically, at the third moment T3, the driver turns the steering wheel such that a fourth angle θ4 at the third moment T3 and the first angle θ1 at the first moment T1 have a second angle difference.

[0085] In practical applications, the first angle difference and the second angle difference may be the same or different. In a first possible implementation, the second angle difference may be equal to the first angle difference, for example, the first angle difference is equal to the second angle difference and both are 5°. Since the first angle difference is equal to the second angle difference and the correction coefficient K is a constant, the correction step lengths during the two corrections are equal, and the correction is a linear correction. In a second possible implementation, the second angle difference may not be equal to the first angle difference, for example, the first angle difference may be equal to 5° and the second angle difference may be equal to 10°. This embodiment of the present application does not specifically limit this.

[0086] Specifically, the third angle deviation is corrected to the second angle deviation through at least one correction based on the fourth angle θ4 at the third moment T3 (the current moment) of the vehicle and the first angle θ1 at the first moment T1 (the moment immediately preceding the current moment). The correction process for the third angle deviation is similar to that for the first angle deviation and is not further described here.

[0087] In this embodiment, multiple corrections are made to make the angle deviation between the steering actuator and the steering wheel less than or equal to the preset angle threshold, thereby reducing the angle deviation between the steering wheel and the steering actuator, allowing the driver to predict the vehicle's trajectory, ensuring driving safety, and improving the driving experience.

[0088] In one possible embodiment, the method further includes: determining a steering wheel self-aligning torque coefficient based on the angular deviation between the steering wheel and the steering actuator; determining an enhanced self-aligning torque based on the self-aligning torque coefficient; and adjusting the angle of the steering wheel relative to the centerline based on the enhanced self-aligning torque. The self-aligning torque coefficient may also be referred to as an active self-aligning torque enhancement coefficient, and the enhanced self-aligning torque may also be referred to as an enhanced active self-aligning torque.

[0089] Among them, the steering wheel has different corresponding return torque coefficients at different times. When the wire-controlled steering system needs to enhance the steering neutral feel, the wire-controlled steering system can obtain the return torque coefficient in the following ways: First, the return torque coefficient can be obtained by looking up a table. For example, the wire-controlled steering system looks up a table based on the angular deviation of the vehicle at different times to obtain the return torque coefficients of the steering wheel at different times; Second, the return torque coefficient can be obtained by calculation. In actual applications, the position information of the at least two sensors can also be obtained by any of the above two methods, and the embodiments of the present application do not impose specific restrictions on this.

[0090] The calculation process of the self-aligning torque coefficient and the determination process of the enhanced self-aligning torque are described below by taking the first moment as an example.

[0091] Since the steering wheel's return torque coefficient K AR Satisfying formula (5):

[0092]

[0093] Among them, θ max is the maximum angular deviation between the steering actuator and the steering wheel, θ d is the angular deviation between the steering actuator and the steering wheel.

[0094] Then the steering wheel's return torque coefficient at the first moment is K AR1 Satisfying formula (6):

[0095]

[0096] Among them, θ d1 = is the angular deviation between the steering actuator and the steering wheel at the first moment. EAR Satisfying formula (7):

[0097] T EAR =T AR ×K AR (7)

[0098] Among them, T AR is the steering wheel's self-aligning torque. Then the enhanced self-aligning torque T of the steering wheel at the first moment is EAR1 Satisfy formula (8):

[0099] T EAR1 =T AR1 ×K AR1 (8)

[0100] Among them, T AR1is the steering wheel's self-aligning torque at the first moment. The calculation process of the self-aligning torque coefficient at other moments other than the first moment, and the determination process of the enhanced self-aligning torque, are similar to the calculation process of the self-aligning torque coefficient at the first moment, and are not further described here.

[0101] In this embodiment, the angle of the steering wheel relative to the center line can be adjusted by increasing the active return torque to enhance the steering center feel and improve the vehicle's ability to keep moving straight.

[0102] Furthermore, the method further includes: if the absolute value of the angular deviation between the steering wheel and the steering actuator exceeds a preset angle threshold, issuing a prompt message indicating that the vehicle is correcting the angular deviation. For example, the prompt message may be text or a symbol. Specifically, the driver may be prompted via an instrument panel with text or a symbol stating, "The steer-by-wire system is correcting the angular deviation. Please drive with caution."

[0103] For ease of understanding, the present technical solution is described below using the flowcharts shown in FIG5 , FIG6 , and FIG7 as examples.

[0104] FIG5 is a flow chart of an angle deviation correction process provided by an embodiment of the present application. S1: When the vehicle is in the automatic driving mode and there is an angle between the steering actuator and the steering wheel, obtain the first angle θ1 of the steering actuator relative to the center line and the second angle θ2 of the steering wheel relative to the center line (that is, obtain the first angle θ1 of the actuator and the second angle θ2 of the steering wheel); S2: When the vehicle switches from the automatic driving mode to the manual driving mode, and after the driver turns the steering wheel at the first moment, obtain the third angle θ3 of the steering wheel relative to the center line (that is, obtain the third angle θ3 of the steering wheel); S3: According to the difference between the first angle θ1 and the second angle θ2, determine the first angle deviation θd1 between the steering wheel and the steering actuator (that is, according to the difference between the first angle θ1 and the second angle θ2, determine the first angle deviation θd1); S4: Compare whether θd1 is less than or equal to the preset angle threshold. If θd1 is less than or equal to the preset angle threshold (that is, it is ), then end the process, if θd1 is greater than the preset angle threshold (ie no), execute S5; S5: calculate the difference Δθ between the third angle θ3 of the steering wheel at the first moment and the second angle θ2 at the previous moment adjacent to the first moment; S6: determine the correction step L of the first moment according to the product of the difference Δθ and the correction coefficient; S7: compare whether θd1 is greater than zero, if θd1 is greater than zero (ie yes), execute S8, if θd1 is less than zero (ie no), execute S9: S8: obtain the second angle deviation θd2 according to the difference between the first angle deviation θd1 and the correction step L; S9: obtain the second angle deviation θd2 according to the sum of the first angle deviation θd1 and the correction step L; judge the size relationship between the second angle deviation θd2 and the preset angle threshold, perform similar operations as above until the angle deviation between the actuator angle and the steering wheel is less than or equal to the preset angle threshold, then stop correction.

[0105] Figure 6 is a flow chart of a neutral position assist function provided by an embodiment of the present application. S1: When the vehicle is in automatic driving mode and there is an angle between the steering actuator and the steering wheel, obtain the first angle θ1 of the steering actuator relative to the neutral line and the second angle θ2 of the steering wheel relative to the neutral line (i.e., obtain the first angle θ1 of the actuator and the second angle θ2 of the steering wheel); S2: Determine the first angle deviation θd1 based on the difference between the first angle θ1 and the second angle θ2; S3: Determine whether the angle deviation correction is enabled (i.e., compare whether θd1 is less than or equal to the preset angle threshold). If θd1 is less than or equal to the preset angle threshold, (i.e., yes), then end. If θd1 is greater than the preset angle threshold, (i.e., no), then execute S4; S4: Calculate the return torque coefficient as K AR , S5: Calculate the enhanced aligning torque T EAR , T EAR =T AR×K AR ; S6: According to the enhanced return torque T EAR Adjust the angle of the steering wheel relative to the midline; determine the relationship between the angle deviation at the next moment and the preset angle threshold, and perform similar operations as above until the angle deviation between the actuator angle and the steering wheel is less than or equal to the preset angle threshold, then end.

[0106] Figure 7 is a flow chart of an angle deviation correction and neutral sense assistance function provided by an embodiment of the present application. S1: When the vehicle is in automatic driving mode and there is an angle between the steering actuator and the steering wheel, obtain the first angle θ1 of the steering actuator relative to the neutral line and the second angle θ2 of the steering wheel relative to the neutral line (i.e., obtain the signal); S2: According to the difference between the first angle θ1 and the second angle θ2, determine the first angle deviation θd1, compare whether θd1 is less than or equal to the preset angle threshold (i.e., conditional judgment), if θd1 is greater than the preset angle threshold (i.e., yes), execute S3 to S7, if θd1 is less than or equal to the preset angle threshold (i.e., no), end; S3: Calculate the steering wheel in The difference Δθ between the third angle θ3 at the first moment and the second angle θ2 at the previous moment adjacent to the first moment is multiplied by the correction coefficient to determine the correction step length L at the first moment (i.e., correction step length calculation). S4: If θd1 is greater than zero, the second angle deviation θd2 is calculated based on the difference between the first angle deviation θd1 and the correction step length L. If θd1 is less than zero, the second angle deviation θd2 is calculated based on the sum of the first angle deviation θd1 and the correction step length L (i.e., correction angle deviation). S5: Calculation of the return torque coefficient. S6: Calculation of the enhanced return torque. S7: Correction result determination. S3 and S4 are for angle deviation correction, while S5 and S6 are for the neutral position assist function.

[0107] In an embodiment of the present application, the first angle deviation is corrected to obtain the second angle deviation based on the third angle of the steering wheel at the first moment and the second angle at the previous moment adjacent to the first moment, so that the corrected second angle deviation is less than or equal to the preset angle threshold, thereby reducing the angle deviation between the steering wheel and the steering actuator, allowing the driver to predict the vehicle's driving trajectory and ensure driving safety; further, the driving experience is improved.

[0108] It is understandable that, in order to achieve the above functions, the angle deviation correction device includes hardware structures and / or software modules corresponding to the execution of each function. It should be easily appreciated by those skilled in the art that, in combination with the steps of the voltage regulation methods of the various examples described in the embodiments herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0109] In the embodiment of the present application, the functional modules of the angle deviation correction device can be divided according to the above method example. For example, each functional module can be divided according to each function, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. In actual implementation, there may be other division methods.

[0110] In the case of dividing the functional modules according to their functions, FIG8 shows a possible structural diagram of a device for correcting angular deviation involved in the above embodiment. The device for correcting angular deviation includes: an acquisition unit 101 and a correction unit 102. The acquisition unit 101 is used to support the correction device in executing one or more steps of S401 and S402 in the above method embodiment; the correction unit 102 is used to support the correction device in executing S403 in the above method embodiment.

[0111] Optionally, the correction device may further include: a determination unit 103, an adjustment unit 104, and a sending unit 105. The determination unit 103 is configured to determine a steering wheel return torque coefficient based on the angular deviation between the steering wheel and the steering actuator; and to determine an enhanced return torque based on the return torque coefficient; the adjustment unit 104 is configured to adjust the angle of the steering wheel relative to the center line based on the enhanced return torque; and the sending unit 105 is configured to issue a prompt message when the absolute value of the angular deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, the prompt message being configured to indicate that the vehicle is correcting the angular deviation.

[0112] In hardware implementation, the acquisition unit 101 may be the angle sensor in the steer-by-wire system shown in FIG3 , and the correction unit 102, determination unit 103, adjustment unit 104, and transmission unit 105 may be the main controller in the steer-by-wire system shown in FIG3 . A detailed description of the steer-by-wire system can be found in the detailed description in FIG3 , and will not be further elaborated in this embodiment of the present application.

[0113] It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here. The device provided in the embodiment of the present application is used to perform the corresponding functions in the above embodiment, so it can achieve the same effect as the above control method.

[0114] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0115] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0116] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing the device to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard disk, a ROM, a RAM, a magnetic disk, or an optical disk.

[0117] On the other hand, the present application provides a steering system, which includes a steering actuator, a direction control device and a main controller. The steering actuator is connected to the direction control device. The main controller is used to execute the relevant steps in the above method embodiment. The main controller can be the main controller provided in Figure 3 above.

[0118] On the other hand, the present application provides a vehicle, which includes a steering system, the steering system including a steering actuator, a direction control device and a main controller, the steering actuator is connected to the direction control device, and the main controller is used to execute the relevant steps in the above method embodiment. The main controller can be the main controller provided in Figure 3 above.

[0119] In another aspect of the present application, a computer-readable storage medium is provided, which includes computer instructions. When the computer instructions are run on an angular deviation correction device, the relevant steps in the above method embodiment are executed.

[0120] In another aspect of the present application, a computer program product comprising instructions is provided. When the computer program product is run on a computer device, the device for correcting the angle deviation executes the relevant steps in the above method embodiment.

[0121] Finally, it should be noted that the above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A method for correcting an angle deviation, characterized in that: Applied to a steering system, the steering system includes a steering actuator and a direction control device, the direction control device includes a steering wheel, and the method includes: When the vehicle switches from a first mode to a second mode and the driver turns the steering wheel at a first moment, obtaining a first angle of the steering wheel relative to the midline, wherein the steering actuator and the direction control device are decoupled in the first mode and coupled in the second mode; If the absolute value of a first angular deviation between the steering wheel and the steering actuator is greater than a preset angular threshold, the first angular deviation is corrected according to the first angle and the third angle to obtain a second angular deviation, wherein the absolute value of the second angular deviation is less than or equal to the preset angular threshold, the first angular deviation is the difference between the second angle and the third angle, the second angle and the third angle are, respectively, the angle of the steering actuator relative to the center line at a second moment when the vehicle is in the first mode, and the angle of the steering wheel relative to the center line at the second moment, and the second moment is before the first moment.

2. The method according to claim 1, characterized in that The correcting the first angle deviation according to the first angle and the third angle to obtain a second angle deviation includes: determining a correction step length according to the first angle, the third angle, and a correction coefficient; The first angle deviation is corrected according to the correction step size to obtain the second angle deviation.

3. The method according to claim 2, characterized in that The third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step length L satisfies: L=|θ1-θ3|×K.

4. The method according to claim 2 or 3, characterized in that The step of correcting the first angle deviation according to the correction step to obtain the second angle deviation includes: If the first angle deviation is greater than zero, correcting the first angle deviation using the difference between the first angle deviation and the correction step size to obtain the second angle deviation; If the first angle deviation is less than zero, the first angle deviation is corrected using the sum of the first angle deviation and the correction step size to obtain the second angle deviation.

5. The method according to any one of claims 1 to 4, characterized in that The step of correcting the first angle deviation according to the correction step to obtain the second angle deviation further includes: Correcting the first angle deviation according to the first angle and the third angle to obtain a third angle deviation; If the absolute value of the third angle deviation is greater than the preset angle threshold, obtaining a fourth angle of the steering wheel relative to the midline at a third moment, where the third moment is a moment subsequent to the first moment; The third angular deviation is corrected to the second angular deviation through at least one correction based on the fourth angle and the first angle.

6. The method according to any one of claims 1 to 5, characterized in that The method further comprises: determining a return torque coefficient of the steering wheel according to the angular deviation between the steering wheel and the steering actuator; Determining an enhanced aligning torque according to the aligning torque coefficient; The angle of the steering wheel relative to the midline is adjusted according to the enhanced self-aligning torque.

7. The method according to claim 6, characterized in that The steering wheel's return torque coefficient is K AR , the steering wheel's return torque is T AR , the enhanced self-aligning torque T of the steering wheel EAR satisfy: T EAR =T AR ×K AR 。 8. The method according to any one of claims 1 to 7, characterized in that The method further comprises: If the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, a prompt message is issued, where the prompt message is used to indicate that the vehicle is correcting the angle deviation.

9. The method according to any one of claims 1 to 9, characterized in that The method further comprises: When the vehicle is in the first mode and an angle exists between the steering actuator and the steering wheel, the second angle and the third angle are acquired.

10. A device for correcting angle deviation, characterized in that: Applied to a steering system, the steering system includes a steering actuator and a direction control device, the direction control device includes a steering wheel, and the device includes: an acquisition unit, configured to acquire a first angle of the steering wheel relative to the midline when the vehicle switches from the first mode to the second mode and the driver turns the steering wheel at a first moment, wherein the steering actuator and the direction control device are decoupled in the first mode and are coupled in the second mode; a correction unit, configured to correct a first angular deviation between the steering wheel and the steering actuator based on the first angle and the third angle to obtain a second angular deviation if the absolute value of the first angular deviation between the steering wheel and the steering actuator is greater than a preset angular threshold, wherein the absolute value of the second angular deviation is less than or equal to the preset angular threshold, the first angular deviation is the difference between the second angle and the third angle, the second angle and the third angle are respectively the angle of the steering actuator relative to the center line at a second moment when the vehicle is in the first mode, and the angle of the steering wheel relative to the center line at the second moment, and the second moment is before the first moment.

11. The device according to claim 10, characterized in that The correction unit is further configured to: determining a correction step length according to the first angle, the third angle, and a correction coefficient; The first angle deviation is corrected according to the correction step size to obtain the second angle deviation.

12. The device according to claim 11, characterized in that The third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step length L satisfies: L=|θ1-θ3|×K.

13. The device according to claim 11 or 12, characterized in that The correction unit is further configured to: If the first angle deviation is greater than zero, correcting the first angle deviation using the difference between the first angle deviation and the correction step size to obtain the second angle deviation; If the first angle deviation is less than zero, the first angle deviation is corrected using the sum of the first angle deviation and the correction step size to obtain the second angle deviation.

14. The device according to any one of claims 10 to 13, characterized in that The correction unit is further configured to: Correcting the first angle deviation according to the first angle and the third angle to obtain a third angle deviation; If the absolute value of the third angle deviation is greater than the preset angle threshold, obtaining a fourth angle of the steering wheel relative to the midline at a third moment, where the third moment is a moment subsequent to the first moment; The third angular deviation is corrected to the second angular deviation through at least one correction based on the fourth angle and the first angle.

15. The device according to any one of claims 10 to 14, characterized in that The device further comprises: a determining unit, configured to determine a return torque coefficient of the steering wheel according to the angular deviation between the steering wheel and the steering actuator; The determining unit is further configured to determine an enhanced aligning torque according to the aligning torque coefficient; An adjustment unit is used to adjust the angle of the steering wheel relative to the midline according to the enhanced self-aligning torque.

16. The device according to claim 15, characterized in that The steering wheel's return torque coefficient is K AR , the steering wheel's return torque is T AR , the enhanced self-aligning torque T of the steering wheel EAR satisfy: T EAR =T AR ×K AR 。 17. The device according to any one of claims 10 to 16, characterized in that The device further comprises: A sending unit is configured to send a prompt message if the absolute value of the angular deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, wherein the prompt message is used to indicate that the vehicle is correcting the angular deviation.

18. The device according to any one of claims 10 to 17, characterized in that The acquisition unit is further configured to: When the vehicle is in the first mode and an angle exists between the steering actuator and the steering wheel, the second angle and the third angle are acquired.

19. A steer-by-wire system, characterized in that: The steering system includes a steering actuator, a direction control device and a main controller. The steering actuator is connected to the direction control device. The main controller is the angle deviation correction device according to any one of claims 10-18.

20. A vehicle, characterized in that: The vehicle includes a steering system, which includes a steering actuator, a direction control device and a main controller. The steering actuator is connected to the direction control device, and the main controller is the angle deviation correction device described in any one of claims 10-18.

21. A computer-readable storage medium, characterized in that The computer-readable storage medium includes computer instructions. When the computer instructions are executed on the angular deviation correction device, the angular deviation correction device executes the angular deviation correction method according to any one of claims 1 to 9.

22. A computer program product comprising instructions, characterized in that When the computer program product is run on a computer device, the device for correcting the angular deviation executes the method for correcting the angular deviation according to any one of claims 1 to 9.

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