Method and device for correcting angular deviation

Abstract

The application discloses a correction method of angle deviation, comprising the following steps: obtaining a first angle of a steering wheel relative to a center line when a vehicle is switched from a first mode to a second mode and a driver turns the steering wheel at a first time; if an absolute value of a first angle deviation between the steering wheel and a steering actuator is greater than a preset angle threshold, correcting the first angle deviation according to the first angle and a third angle to obtain a second angle deviation, wherein an absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is a difference between a second angle and the third angle, the second angle and the third angle are respectively an angle of the steering actuator relative to the center line at a second time and an angle of the steering wheel relative to the center line at the second time when the vehicle is in the first mode, and the second time is before the first time; the method can improve driving experience while ensuring driving safety, and a correction device of the angle deviation is also disclosed.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of steering, and in particular to a method and device for correcting angle deviation. BACKGROUND

[0002] With the rapid development of intelligent control technology and communication technology, automatic driving of vehicles is realized. Drive-by-wire chassis (i.e., line control of vehicle chassis) is a key factor to realize automatic driving. A steering by wire (SbW) system is one of the main systems in the line control chassis. Compared with a traditional electric power steering (EPS) system, the SbW system can make the steering wheel not follow the wheels in automatic driving (at this time, the steering wheel is in a "silent" state), so as to reduce the discomfort of the vehicle in the process of automatic driving due to the steering wheel following the wheels. However, due to the existence of the "silent" state of the steering wheel, when the vehicle is in a turning state, the steering wheel is not synchronized with the steering actuator, 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 automatic driving mode exits or the driver takes over the driving right of the vehicle at this time, it is difficult for the driver to predict the driving trajectory of the vehicle when driving, which affects the driving safety and the driving experience. SUMMARY

[0003] The present application provides a method and device for correcting angle deviation, which relates to the technical field of steering, and is used to improve the driving experience while ensuring driving safety.

[0004] To achieve the above object, the present application adopts the following technical solutions:

[0005] In a first aspect, a method for correcting an angle deviation is provided. The method is applied to a steering system, which includes a steering actuator and a direction control device. The direction control device includes a steering wheel. The steering actuator and the steering wheel are connected. The method includes: obtaining a first angle of the steering wheel relative to a center line after a driver turns the steering wheel at a first time when the vehicle switches from a first mode to a second mode, wherein the steering actuator and the direction control device are decoupled in the first mode, and the steering actuator and the direction control device are coupled in the second mode; if an absolute value of a first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, correcting the first angle deviation according to the first angle and a third angle to obtain a second angle deviation, wherein an absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is a difference between a second angle and the third angle, and the second angle and the third angle are angles of the steering actuator relative to the center line at a second time and the steering wheel relative to the center line at the second time when the vehicle is in the first mode, respectively, and the second time is before the first time.

[0006] 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 according to the first angle of the steering wheel at the first time and the third angle at the second time before the first time to obtain the second angle deviation, so that the corrected second angle deviation is less than or equal to the preset angle threshold, the angle deviation between the steering wheel and the steering actuator is reduced, the driver can predict the driving trajectory of the vehicle, and driving safety is ensured. Furthermore, driving experience is improved.

[0007] In a possible implementation manner of the first aspect, the method for correcting the first angle deviation according to the first angle and the third angle to obtain the second angle deviation includes: determining a correction step according to the first angle, the third angle and a correction coefficient; and correcting the first angle deviation according to the correction step to obtain the second angle deviation. In the above possible implementation manner, the first angle deviation is corrected according to the correction step to obtain the second angle deviation, the angle deviation between the steering wheel and the steering actuator is reduced, the driver can predict the driving trajectory of the vehicle, driving safety is ensured, and driving experience is improved.

[0008] In a possible implementation manner of the first aspect, the third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step L satisfies: L = |θ1-θ3| × K. In the possible implementation manner, the correction step is determined according to the angle difference between the steering wheel at the current moment and the previous moment adjacent to the current moment, and the first angle deviation is corrected according to the correction step, which reduces the angle deviation between the steering wheel and the steering actuator, so that the driver can predict the driving trajectory of the vehicle, and driving safety is ensured; further, driving experience is improved.

[0009] In a possible implementation manner of the first aspect, the 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, using the difference between the first angle deviation and the correction step to correct the first angle deviation to obtain the second angle deviation; or if the first angle deviation is less than zero, using the sum of the first angle deviation and the correction step to correct the first angle deviation to obtain the second angle deviation. In the possible implementation manner, the first angle deviation is corrected according to the correction step, which reduces the angle deviation between the steering wheel and the steering actuator, so that the driver can predict the driving trajectory of the vehicle, and driving safety is ensured; further, driving experience is improved.

[0010] In a possible implementation manner of the first aspect, the 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, acquiring a fourth angle of the steering wheel relative to the center line at a third moment, the third moment being a next moment of the first moment; and correcting the third angle deviation to the second angle deviation through at least one correction according to the fourth angle and the first angle. In the possible implementation manner, 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, so that the driver can predict the driving trajectory of the vehicle, and driving safety is ensured; further, driving experience is improved.

[0011] In a possible implementation manner of the first aspect, the method further includes: determining a return torque coefficient of the steering wheel according to the angle deviation between the steering wheel and the steering actuator; determining an enhanced return torque according to the return torque coefficient; and adjusting the angle of the steering wheel relative to the center line according to the enhanced return torque. In the possible implementation manner, the steering center feeling is enhanced, and the ability of the vehicle to keep straight driving is improved.

[0012] In a possible implementation manner of the first aspect, the return torque coefficient of the steering wheel is K ARThe return torque of the steering wheel is T AR The enhanced return torque of the steering wheel is T EAR T EAR = T AR × K AR In the possible implementation manner, the angle of the steering wheel relative to the center line is adjusted according to the enhanced return torque, the enhanced steering center feeling is improved, and the ability of the vehicle to keep straight is improved.

[0013] In a possible implementation manner of the first aspect, the method further includes: if the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, issuing a prompt information, and the prompt information is used to indicate that the vehicle is correcting the angle deviation. In the possible implementation manner, the driving experience is improved.

[0014] In a possible implementation manner of the first aspect, the method further includes: when the vehicle is in the first mode and there is an included angle between the steering actuator and the steering wheel, obtaining the second angle and the third angle. In the possible implementation manner, the first angle deviation can be determined according to the difference between the second angle and the third angle, and convenience is provided for subsequent correction of the first angle deviation.

[0015] In a possible implementation manner of the first aspect, the method further includes: when the vehicle is in the first mode and there is an included angle between the steering actuator and the steering wheel, obtaining the second angle and the third angle. In the possible implementation manner, the first angle deviation can be determined according to the difference between the second angle and the third angle, and convenience is provided for subsequent correction of the first angle deviation.

[0016] In a possible implementation manner of the second aspect, the correction unit is further configured to: determine a correction step according to the first angle, the third angle and a correction coefficient; and correct the first angle deviation according to the correction step to obtain the second angle deviation.

[0017] In a possible implementation manner of the second aspect, the third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step L satisfies: L = |θ1- θ3| × K.

[0018] In a possible implementation manner of the second aspect, the correction unit is further configured to: if the first angle deviation is greater than zero, correct the first angle deviation by using a difference between the first angle deviation and the correction step to obtain the second angle deviation; and if the first angle deviation is less than zero, correct the first angle deviation by using a sum of the first angle deviation and the correction step to obtain the second angle deviation.

[0019] In a possible implementation manner of the second aspect, the correction unit is further configured to: correct the first angle deviation to obtain a third angle deviation according to the first angle and the third angle; if an absolute value of the third angle deviation is greater than the preset angle threshold, acquire a fourth angle of the steering wheel relative to the center line at a third time, the third time being a next time of the first time; and correct the third angle deviation to the second angle deviation by at least one correction according to the fourth angle and the first angle.

[0020] In a possible implementation manner of the second aspect, the apparatus further includes: a determination unit configured to determine a return torque coefficient of the steering wheel according to the angle deviation between the steering wheel and the steering actuator; the determination unit is further configured to determine an enhanced return torque according to the return torque coefficient; and an adjustment unit configured to adjust an angle of the steering wheel relative to the center line according to the enhanced return torque.

[0021] In a possible implementation manner of the second aspect, the return torque coefficient of the steering wheel is K AR , the return torque of the steering wheel is T AR , the enhanced return torque of the steering wheel is T EAR , and T EAR = T AR × K AR .

[0022] In a possible implementation manner of the second aspect, the apparatus further includes: a sending unit configured to send a prompt information if the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, the prompt information being used to indicate that the vehicle is correcting the angle deviation.

[0023] In a possible implementation manner of the second aspect, the acquisition unit is further configured to: acquire the second angle and the third angle when the vehicle is in the first mode and there is an included angle between the steering actuator and the steering wheel.

[0024] In a third aspect, a steering system is provided, which comprises a steering actuator, a direction control device, and a main controller, the steering actuator being connected to the direction control device, and the main controller being the angle deviation correction device according to the second aspect or any possible implementation of the second aspect.

[0025] In a fourth aspect, a vehicle is provided, which comprises a steering system, the steering system comprising a steering actuator, a direction control device, and a main controller, the steering actuator being connected to the direction control device, and the main controller being the angle deviation correction device according to the second aspect or any possible implementation of the second aspect.

[0026] In yet another aspect of the present application, a computer readable storage medium is provided, which comprises computer instructions, when the computer instructions are run on the angle deviation correction device, performing the related steps in the method embodiments described above.

[0027] In yet another aspect of the present application, a computer program product is provided, which comprises instructions, when the computer program product is run on the computer device, causing the angle deviation correction device to perform the related steps in the method embodiments described above.

[0028] It can be understood that the angle deviation correction device, the steering system, the vehicle, the computer readable storage medium, and the computer program product provided above can be used to perform the corresponding method provided above, and thus the beneficial effects achieved thereby can refer to the beneficial effects of the corresponding method provided above, which will not be described herein again. BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 A schematic view of a steering wheel in a silent state;

[0030] Figure 2 A schematic view of a steering wheel and a wheel;

[0031] Figure 3 A structural schematic view of a steering system provided by an embodiment of the present application;

[0032] Figure 4 A flowchart of an angle deviation correction method provided by an embodiment of the present application;

[0033] Figure 5 A flowchart of another angle deviation correction provided by an embodiment of the present application;

[0034] Figure 6 A flowchart of a neutral feeling auxiliary function provided by an embodiment of the present application;

[0035] Figure 7A flowchart of an angle deviation correction and median sense auxiliary function provided by an embodiment of the present application is shown in FIG. 1.

[0036] Figure 8 A structure diagram of an angle deviation correction device provided by an embodiment of the present application is shown in FIG. 2. DETAILED DESCRIPTION

[0037] In the present application, "at least one" means one or more, and "multiple" means two or more. The "and / or" describes the association relationship of the associated objects, which means that there can be three kinds of relationships, for example, A and / or B, which can represent the following three cases: A exists alone, A and B exist together, and B exists alone, where A and B can be singular or plural. The character " / " generally represents an "or" relationship between the associated objects before and after it. "At least one of the following" or similar expressions means any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent a, b, c, a-b, a-c, b-c, or a-b-c, where a, b, and c can be single or multiple. In addition, the present application uses "first", "second", and the like to distinguish the same items or similar items with basically the same function and effect. For example, the first threshold and the second threshold are only used to distinguish different thresholds, and do not limit the order. Those skilled in the art can understand that "first", "second", and the like do not limit the quantity and execution order.

[0038] It should be noted that in the present application, the words "exemplary" or "for example" are used to mean serving as an example, instance, or illustration. Any embodiment or design solution described as "exemplary" or "for example" in the present application should not be interpreted as being more preferred or advantageous than other embodiments or design solutions. Rather, the use of "exemplary" or "for example" is intended to present relevant concepts in a concrete manner.

[0039] Before introducing the embodiments of the present application, first, the related knowledge of the steer-by-wire system is introduced and explained.

[0040] With the rapid development of intelligent control technology and communication technology, automatic driving of vehicles is realized. Drive-by-wire chassis (i.e., vehicle chassis wire control) is a key factor to realize automatic driving. A steering by wire (SbW) system is one of the main systems in the drive-by-wire chassis, and the SbW system includes a direction control device (which can also be referred to as a steering wheel assembly), a steering execution assembly, a controller, and the like. The direction control device can include a steering wheel, and the steering execution assembly can include a steering actuator (i.e., a vehicle wheel). Compared with a traditional electric power steering (EPS) system, the SbW system can make the steering wheel not follow the vehicle wheel in a follow-up manner (at this time, the steering wheel is in a "silent" state) when the vehicle is in automatic driving, so as to reduce the discomfort of the vehicle in the process of automatic driving due to the follow-up of the steering wheel. However, due to the existence of the "silent" state of the steering wheel, when the vehicle is in a turning state, the steering wheel is not synchronized with the steering actuator, 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 automatic driving mode exits or the driver takes over the driving right of the vehicle at this time, it is difficult for the driver to predict the driving trajectory of the vehicle when driving, which affects the driving safety and the driving experience. Figure 1 A schematic view of a steering wheel in a silent state, Figure 1 The steering wheel and the vehicle wheel are included in the middle, Figure 1 It can be known that when the vehicle wheel is in a turning state, the steering wheel is in a middle position. At this time, the angle between the vehicle wheel and the center line of the vehicle is θ1, the steering wheel coincides with the center line, that is, the angle of the steering wheel relative to the center line is 0°, and the included angle between the steering wheel and the vehicle wheel is θ1, that is, the angle deviation between the steering wheel and the vehicle wheel is θ1. At present, the angle deviation is reduced by the following two schemes.

[0041] Scheme one: after the automatic driving mode exits or the driver takes over the driving right of the vehicle, the vehicle wheel is kept stationary, the steering wheel is rotated until the angle of the steering wheel and the angle of the steering actuator coincide, and then the vehicle wheel starts to move, so as to reduce the angle deviation between the steering wheel and the steering actuator. However, in this scheme, the driver will have an unintended steering, and the driving experience is poor.

[0042] Scheme two: after the automatic driving mode exits or the driver takes over the driving right of the vehicle, the angle deviation is kept until the next ignition cycle, and the angle deviation is eliminated at the next ignition cycle. However, in the current ignition cycle, due to the existence of the angle deviation, when the vehicle is in a straight driving state, the steering wheel can not be in the middle position, which makes it difficult for the driver to judge the driving trajectory of the vehicle, affects the driving safety, and the driving experience is poor.

[0043] Figure 2Fig. 1 is a schematic diagram of a steering wheel and wheels in manual driving, and Fig. 2 is a schematic diagram of a steering wheel and wheels in automatic driving. Figure 2 It can be seen that the vehicle is in a straight driving state, the steering wheel is not in a middle position, at this time, the angle of the wheels relative to the middle line of the vehicle is 0°, the angle of the steering wheel relative to the middle line is θ1, the included angle between the steering wheel and the wheels is θ1, that is, the angle deviation between the steering wheel and the wheels is θ1.

[0044] Based on this, the embodiment of the present application provides a correction method for angle deviation, which is applied to a steering system, the steering system comprising a steering actuator and a direction control device, the direction control device comprising a steering wheel, the method comprising: when the vehicle is switched from a first mode to a second mode, and after the driver turns the steering wheel at a first time, obtaining a first angle of the steering wheel relative to the middle line, wherein the steering actuator and the direction control device are decoupled in the first mode, and the steering actuator and the direction control device are coupled in the second mode; if the absolute value of a first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, then correcting the first angle deviation according to 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 a second angle and the third angle, the second angle and the third angle are respectively the angle of the steering actuator relative to the middle line at a second time when the vehicle is in the first mode, and the angle of the steering wheel relative to the middle line at the second time, the second time being before the first time. In the method, when 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 between the steering wheel and the steering actuator is corrected according to the first angle of the steering wheel at the first time and the third angle at the second time before the first time to obtain the second angle deviation, so that the corrected second angle deviation is less than or equal to the preset angle threshold, the angle deviation between the steering wheel and the steering actuator is reduced, the driver can predict the driving trajectory of the vehicle, and the driving safety is ensured; further, the driving experience is improved.

[0045] The structure of the steer-by-wire system will be described below. Figure 3 Fig. 1 is a schematic diagram of a steering wheel and wheels in manual driving, and Fig. 2 is a schematic diagram of a steering wheel and wheels in automatic driving.

[0046] The direction control device 01 can also be referred to as a steering wheel assembly. The direction control device 01 can be configured to collect the angle and the 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 configured to collect the angle of the steering wheel at different time points, which can include the rotation angle of the steering wheel, and the rotation angle can be the rotation angle of the steering wheel relative to the center line of the vehicle. The torque sensor can be configured to collect the return torque of the steering wheel at different time points. The direction control device 01 can be further configured to convert the collected angle and return torque into digital signals and send the digital signals to the main controller 03. For example, the direction control device 01 can include a signal processing module configured to convert the collected angle and return torque into digital signals and send the digital signals to the main controller 03. The direction control device 01 can be further configured to send signals to the steering execution assembly 02, which can be angle signals. The direction control device 01 can be further configured to receive control signals from the main controller 03 and rotate according to the control signals. For example, the direction control device 01 can further include a return torque motor. The control signals can include return torque signals. The return torque motor can be configured to receive the return torque signals sent by the main controller 03 and generate the return torque of the steering wheel according to the return torque signals to drive the steering wheel to rotate.

[0047] The steering execution assembly 02 can be configured to receive the signals sent by the direction control device 01 and respond to the signals. For example, the steering execution assembly 02 can include a steering actuator, which can include a pinion, a rack and a steering motor. The pinion can respond to the signals and control the rotation of the steering actuator, i.e., control the deflection angle of the steering actuator, through the pinion, the rack and the steering motor (which can also be referred to as a power motor). The steering execution assembly 02 can be further configured to collect the angle. For example, the steering execution assembly 02 can further include an angle sensor configured to collect the angle of the steering actuator at different time points, which can be the angle of the steering actuator relative to the center line, such as the angle of the pinion of the steering actuator relative to the center line (which can also be referred to as the absolute angle). The steering execution assembly 02 can be further configured to receive control signals from the main controller 03 and rotate according to the control signals. For example, the steering execution assembly 02 can further include a steering motor controller configured to receive the control signals from the main controller 03 and control the rotation of the steering motor according to the control signals to control the rotation of the steering actuator. The steering actuator can also be a front wheel steering actuator, and the steering actuator can be a vehicle wheel.

[0048] The main controller 03 is the control center of the steer-by-wire system, and is connected with various parts of the whole device through various interfaces and lines. For example, the main controller 03 can be connected with the power supply 04 through an interface, and can be connected with the direction control device 01 and the steering execution assembly 02 through interfaces respectively. The main controller 03 can be used to receive indication information, which can include vehicle driving state indication information and angle indication information. The driving state indication information can be used to indicate the driving state of the vehicle, such as automatic driving and manual driving. The angle indication information can be used to indicate the angle, such as the steering wheel angle and the steering actuator angle. The main controller 03 is also used to process and analyze the received indication information to determine the driving state or operating state of the vehicle. The main controller 03 is also used to control the direction control device 01 and the steering execution assembly 02 according to the angle indication information. For example, the main controller 03 is also used to generate a control signal according to the angle indication information, and to control the return force motor in the direction control device 01 and the steering motor in the steering execution assembly 02 to rotate according to the control signal.

[0049] The power supply 04 can be used to provide power for various components of the steer-by-wire system. The power supply 04 can include a power management system, one or more power supplies, or other components associated with the generation, management, and distribution of power for the steer-by-wire system.

[0050] Optionally, the steer-by-wire system can also include an automatic fault handling system 05. The automatic fault handling system 05 can be used to handle different fault forms and fault levels to maximize the normal driving of the vehicle.

[0051] Those skilled in the art can understand that the structure of the steering system shown in the above embodiments is not a limitation on the steer-by-wire system, and can include more or fewer components than shown, or combine certain components, or different component arrangements. Figure 3

[0052] The angle deviation correction method provided by the embodiments of the present application will be described in detail below based on the steer-by-wire system shown in the above embodiments. Figure 3

[0053] Figure 4 A flowchart of an angle deviation correction method provided by the embodiments of the present application is shown in the above embodiments. The method includes:

[0054] S401: When the vehicle is switched from a first mode to a second mode, and after the driver turns the steering wheel at a first time, a first angle of the steering wheel relative to the center line is obtained, wherein the steering actuator and the direction control device are decoupled in the first mode, and the steering actuator and the direction control device are coupled in the second mode.​​

[0055] The first mode is an automatic driving mode, which can include an assisted driving mode, a semi-automatic driving mode and a full-automatic driving mode. In the first mode, the steering actuator and the direction control device are decoupled, i.e., in the first mode, the steering wheel in the direction control device does not follow the rotation of the steering actuator.

[0056] Secondly, the second mode is a manual driving mode, which can be a mode in which the vehicle exits the automatic driving mode or the driver takes over the steering wheel. In the second mode, the steering actuator and the direction control device are coupled, i.e., in the second mode, the steering actuator is synchronized with the direction control device, i.e., the steering actuator follows the rotation of the steering wheel in the direction control device.

[0057] Further, the center line is a line connecting the midpoint of the front end and the rear end of the vehicle. The center line can also be referred to as a center line.

[0058] Specifically, the first angle of the steering wheel can be obtained by an angle sensor in the direction control device. The first time can be the time when the driver first changes the angle of the steering wheel when the vehicle switches from the first mode to the second mode, at which time the first time is the current time of the vehicle. For example, the time when the vehicle switches from the automatic driving mode to the manual driving mode is T0, at which time the driver does not change the angle of the steering wheel, at T1, the driver turns the steering wheel, and T1 is the first time.

[0059] 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 the second time and the angle of the steering wheel relative to the center line at the second time when the vehicle is in the first mode, and the second time is before the first time.

[0060] The second time can be a time in the first mode, for example, in one possible implementation, the second time can be the time when the vehicle switches from the first mode to the second mode.

[0061] Before step S401, the method can further include: when the vehicle is in the first mode and there is an included angle between the steering actuator and the steering wheel, obtaining a second angle of the steering actuator relative to the center line and a third angle of the steering wheel relative to the center line.

[0062] Specifically, the second angle of the actuator relative to the center line can be acquired by an angle sensor in the steering execution assembly, and the third angle of the steering wheel relative to the center line can be acquired by an angle sensor in the direction control device.

[0063] When the vehicle is in the turning state, the steering wheel is not synchronized with the steering actuator, i.e., the angle of the steering actuator is different from the angle of the steering wheel, so that there is an included angle between the steering actuator and the steering wheel, i.e., there is an angle deviation between the steering actuator and the steering wheel. At this time, the angle of the steering actuator relative to the center line can be the second angle θ2, the angle of the steering wheel relative to the center line can be the third angle θ3, the second angle θ2 is different from the third angle θ3, and the difference between the second angle θ2 and the third angle θ3 is the first angle deviation between the steering actuator and the steering wheel.

[0064] The preset angle threshold can be the maximum angle deviation that the vehicle can withstand, for example, the preset angle threshold can be 10°, and different vehicles correspond to different preset angle thresholds. The preset angle threshold can be set according to actual needs and the experience of relevant personnel, and the present application does not make specific limitations.

[0065] In actual application, when the vehicle switches from the automatic driving mode to the manual driving mode, the wheels of the vehicle rotate following the steering wheel, i.e., the steering actuator is synchronized with the steering wheel, for example, when the driver gives the steering wheel a rotation angle, the steering actuator also rotates at the same angle, i.e., no additional angle deviation is generated between the steering actuator and the steering wheel in the manual driving mode, but the first angle deviation between the steering actuator and the steering wheel in the automatic driving mode still exists.

[0066] 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):

[0067] θd1 = θ2 - θ3 (1)

[0068] When the second angle θ2 is greater than the third angle θ3, the first angle deviation θd1 is greater than 0, i.e., the first deviation is positive; when the second angle θ2 is less than the third angle θ3, the first angle deviation θd1 is less than 0, i.e., the first deviation is negative.

[0069] Due to the driver turning the steering wheel at the first time, the first angle of the steering wheel at the first time is different from the third angle of the steering wheel at the second time, i.e., there is a first angle difference between the first angle of the steering wheel at the first time and the third angle of the steering wheel at the second time, for example, the first angle difference can be 5°.

[0070] 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, i.e., the steer-by-wire system opens the angle deviation correction. The correction process of the first angle deviation will be described below.

[0071] Further, according to the first angle and the third angle, the first angle deviation is corrected to obtain a second angle deviation, i.e., according to the first angle of the steering wheel at the first time and the third angle of the steering wheel at the second time, the first angle deviation is corrected to obtain a second angle deviation. Specifically, according to the first angle, the third angle and a correction coefficient, a correction step is determined; according to the correction step, the first angle deviation is corrected to obtain the second angle deviation.

[0072] Wherein, according to 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 is determined. The correction step L satisfies formula (2):

[0073] L = |θ1-θ3| × K (2)

[0074] In addition, the correction coefficient K is related to the preset angle threshold. The correction coefficient K can be set according to the expected correction speed. In the case of satisfying the correction condition, the greater 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 according to actual needs and the experience of relevant staff, and the present application embodiment does not make specific limitation.

[0075] As can be seen from formula (2), when there is an angle difference between the angle of the steering wheel at the first time and the angle of the steering wheel at the second time, the steer-by-wire system can correct the angle deviation. For example, in a possible embodiment, the time when the vehicle switches from the automatic driving mode to the manual driving mode is the second time T2, at this time the angle of the steering wheel is the third angle θ3, at the T1 time after the vehicle is in the manual driving mode, the driver does not change the angle of the steering wheel, at this time the angle of the steering wheel is still the third angle θ3, i.e., the angle of the steering wheel at the second time T2 and the angle of the steering wheel at the T1 time are the same, there is no angle difference, at this time, the steer-by-wire system does not correct the first angle deviation.

[0076] Further, the first angle deviation is corrected to obtain the second angle deviation according to the correction step, including: if the first angle deviation θd1 is greater than zero, using the difference between the first angle deviation θd1 and the correction step L to correct the first angle deviation θd1 to obtain the second angle deviation θd2, the second angle deviation θd2 satisfies formula (3):

[0077] θd2 = θd1 - L (3)

[0078] if the first angle deviation θd1 is less than zero, using the sum of the first angle deviation θd1 and the correction step L to correct the first angle deviation θd1 to obtain the second angle deviation θd2, the second angle deviation θd2 satisfies formula (4):

[0079] θd2 = θd1 + L (4)

[0080] Further, the first angle deviation is corrected to obtain the second angle deviation according to the correction step, including: according to the first angle and the third angle, the first angle deviation is corrected to obtain a third angle deviation.

[0081] In a possible embodiment, if the absolute value of the third angle deviation is less than or equal to the preset angle threshold, at this time, the third angle deviation is equal to the second angle deviation, then stop correcting. In this embodiment, through one correction, the angle deviation between the steering actuator and the steering wheel is less than or equal to the preset angle threshold, which reduces the angle deviation between the steering wheel and the steering actuator, so that the driver can predict the driving trajectory of the vehicle, ensures the driving safety, and improves the driving experience; on the other hand, through one correction, the angle deviation between the steering wheel and the steering actuator meets the driving requirements of the vehicle, which improves the speed and efficiency of correction.

[0082] In another possible embodiment, if the absolute value of the third angle deviation is greater than the preset angle threshold, then the driver turns the steering wheel after the third time, obtains a fourth angle of the steering wheel relative to the center line, the third time is the next time of the first time; according to 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, according to the fourth angle at the current time and the first angle at the last time adjacent to the current time, the third angle deviation is corrected to the second angle deviation through at least one correction.

[0083] 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. At this time, the third moment T3 is the current moment of the vehicle. Specifically, the driver turns the steering wheel at the third moment T3, so that the fourth angle θ4 at the third moment T3 and the first angle θ1 at the first moment T1 have a second angle difference.

[0084] In actual application, the first angle difference and the second angle difference can be the same or different. In a first possible implementation, the second angle difference can 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, the correction coefficient K is a constant value, and the correction step is equal at two times of correction. At this time, the correction is linear correction. In a second possible implementation, the second angle difference can be different from the first angle difference, for example, the first angle difference can be equal to 5°, and the second angle difference can be equal to 10°. The embodiments of the present application do not make specific limitation on this.

[0085] Specifically, the third angle deviation is corrected to the second angle deviation through at least one correction according to the fourth angle θ4 at the third moment T3 (current moment) of the vehicle and the first angle θ1 at the first moment T1 (the previous moment adjacent to the current moment). The correction process of the third angle deviation is similar to that of the first angle deviation, which will not be described here.

[0086] In the embodiment, the angle deviation between the steering actuator and the steering wheel is less than or equal to the preset angle threshold through multiple corrections, which reduces the angle deviation between the steering wheel and the steering actuator, so that the driver can predict the driving trajectory of the vehicle, ensures the driving safety, and improves the driving experience.

[0087] In a possible embodiment, the method further comprises: determining a return torque coefficient of the steering wheel according to the angle deviation between the steering wheel and the steering actuator; determining an enhanced return torque according to the return torque coefficient; and adjusting the angle of the steering wheel relative to the center line according to the enhanced return torque. The return torque coefficient can also be referred to as an active return torque enhancement coefficient, and the enhanced return torque can be referred to as an enhanced active return torque.

[0088] The steering wheel corresponds to different return torque coefficients at different times. When the steer-by-wire system needs to enhance the steering center feeling, the steer-by-wire system can obtain the return torque coefficient in the following ways: first, the return torque coefficient can be obtained by table lookup, for example, the steer-by-wire system looks up the return torque coefficient of the steering wheel at different times according to the angle deviation of the vehicle at different times; second, the return torque coefficient can be obtained by calculation. In actual application, the position information of the at least two sensors and the like can also be obtained by any one of the above two ways, and the embodiments of the application do not make specific limitations thereto.

[0089] The calculation process of the return torque coefficient and the determination process of the enhanced return torque are described below taking the first time as an example.

[0090] Since the return torque coefficient K AR satisfies formula (5):

[0091]

[0092] wherein θ max is the maximum angle deviation between the steering actuator and the steering wheel, and θ d is the angle deviation between the steering actuator and the steering wheel.

[0093] The return torque coefficient of the steering wheel at the first time is K AR1 satisfies formula (6):

[0094]

[0095] wherein θ d1 is the angle deviation between the steering actuator and the steering wheel at the first time. Since the steering wheel enhances the return torque T EAR satisfies formula (7):

[0096] T EAR = T AR × K AR (7)

[0097] wherein T AR is the return torque of the steering wheel. The enhanced return torque T EAR1 of the steering wheel at the first time satisfies formula (8):

[0098] T EAR1 = T AR1 × K AR1 (8)

[0099] wherein T AR1is the return torque coefficient of the steering wheel at the first time. The calculation process of the return torque coefficient at other times than the first time and the determination process of the enhanced return torque are similar to the calculation process of the return torque coefficient at the first time and the determination process of the enhanced return torque, and are not described here.

[0100] In this embodiment, the angle of the steering wheel relative to the center line can be adjusted by enhancing the active return torque to enhance the steering center feeling and improve the ability of the vehicle to keep straight.

[0101] Further, the method further includes: if the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, issuing a prompt information, and the prompt information is used to indicate that the vehicle is correcting the angle deviation. For example, the prompt information can be a word or a certain sign. Specifically, the driver is prompted by the instrument in the form of a word or a sign that "the steer-by-wire system is correcting the angle deviation, please drive carefully".

[0102] For ease of understanding, the technical solutions will be described below with reference to the flowcharts shown in Figure 5 , Figure 6 , Figure 7 .

[0103] Figure 5A flowchart of an angle deviation correction provided by an embodiment of the present application is shown. S1: When the vehicle is in an automatic driving mode and there is an included angle between the steering actuator and the steering wheel, 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 are obtained (i.e., the first angle θ1 of the actuator and the second angle θ2 of the steering wheel are obtained); S2: After the driver turns the steering wheel at a first time when the vehicle switches from the automatic driving mode to the manual driving mode, the third angle θ3 of the steering wheel relative to the center line is obtained (i.e., the third angle θ3 of the steering wheel is obtained); S3: The first angle deviation θd1 between the steering wheel and the steering actuator is determined according to the difference between the first angle θ1 and the second angle θ2 (i.e., the first angle deviation θd1 is determined according to the difference between the first angle θ1 and the second angle θ2); S4: Whether θd1 is less than or equal to a preset angle threshold is compared, if θd1 is less than or equal to the preset angle threshold (i.e., yes), the process is ended, if θd1 is greater than the preset angle threshold (i.e., no), S5 is executed; S5: The difference Δθ between the third angle θ3 of the steering wheel at the first time and the second angle θ2 at the last time adjacent to the first time is calculated; S6: The correction step L at the first time is determined according to the product of the difference Δθ and a correction coefficient; S7: Whether θd1 is greater than zero is compared, if θd1 is greater than zero (i.e., yes), S8 is executed, if θd1 is less than zero (i.e., no), S9 is executed; S8: The second angle deviation θd2 is obtained according to the difference between the first angle deviation θd1 and the correction step L; S9: The second angle deviation θd2 is obtained according to the sum of the first angle deviation θd1 and the correction step L; the size relationship between the second angle deviation θd2 and the preset angle threshold is determined, and similar operations are performed until the angle deviation between the angle of the actuator and the steering wheel is less than or equal to the preset angle threshold, and then the correction is stopped.

[0104] Figure 6 A flowchart of a centering assistance function provided by an embodiment of the present application is shown. S1: When the vehicle is in an automatic driving mode and there is an included angle between the steering actuator and the steering wheel, 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 are obtained (i.e., the first angle θ1 of the actuator and the second angle θ2 of the steering wheel are obtained); S2: The first angle deviation θd1 is determined according to the difference between the first angle θ1 and the second angle θ2; S3: Whether the angle deviation correction is enabled is determined (i.e., whether θd1 is less than or equal to a preset angle threshold is compared), if θd1 is less than or equal to the preset angle threshold (i.e., yes), the process is ended, if θd1 is greater than the preset angle threshold (i.e., no), S4 is executed; S4: The return torque coefficient K AR , S5: The enhanced return torque T EAR , T EAR = TAR xK AR ; S6: according to the enhanced return torque T EAR adjust the angle of the steering wheel relative to the center line; determine the size relationship between the angle deviation at the next moment and the preset angle threshold, and perform similar operations until the angle deviation between the angle of the actuator and the steering wheel is less than or equal to the preset angle threshold, and then end.

[0105] Figure 7 A flowchart of an angle deviation correction and centering auxiliary function provided by an embodiment of the present application is shown. S1: When the vehicle is in an automatic driving mode and there is an included angle between the steering actuator and the steering wheel, 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 are obtained (i.e., the signals are obtained); S2: according to the difference between the first angle θ1 and the second angle θ2, the first angle deviation θd1 is determined, and it is determined whether θd1 is less than or equal to a preset angle threshold (i.e., the enabling condition is determined); if θd1 is greater than the preset angle threshold (i.e., yes), S3 to S7 are executed; if θd1 is less than or equal to the preset angle threshold (i.e., no), the process ends; S3: 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 is calculated, and according to the product of the difference Δθ and a correction coefficient, the correction step L at the first moment is determined (i.e., the correction step is calculated); S4: if θd1 is greater than zero, the second angle deviation θd2 is obtained according to the difference between the first angle deviation θd1 and the correction step L; if θd1 is less than zero, the second angle deviation θd2 is obtained according to the sum of the first angle deviation θd1 and the correction step L (i.e., the angle deviation is corrected); S5: the return torque coefficient is calculated; S6: the enhanced return torque is calculated; S7: the correction result is determined. Wherein, S3 and S4 are angle deviation correction, and S5 and S6 are centering auxiliary function.

[0106] In the embodiment of the present application, the first angle deviation is corrected to obtain the second angle deviation according to 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, the angle deviation between the steering wheel and the steering actuator is reduced, the driver can predict the driving trajectory of the vehicle, and the driving safety is ensured; further, the driving experience is improved.

[0107] It can be understood that the angle deviation correction device includes hardware structures and / or software modules corresponding to the functions in order to realize the above functions. Those skilled in the art should easily realize that, in combination with the voltage adjustment method steps of each example described in the embodiments herein, the present application can be realized in the form of hardware or a combination of hardware and computer software. Whether a certain function is realized in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0108] The embodiments of the present application can divide the functional modules of the angle deviation correction device according to the above method examples. For example, each functional module can be divided according to each function, or two or more functions can be integrated in one processing module. The integrated module can be realized in the form of hardware or software functional module. It should be noted that the division of the modules in the embodiments of the present application is illustrative, and is only a logical functional division. Actual implementation can have another division manner.

[0109] In the case of dividing each functional module according to each function, Figure 8 A possible structure diagram of the angle deviation correction device involved in the above embodiments is shown, which includes an acquisition unit 101 and a correction unit 102. The acquisition unit 101 is configured to support the correction device to perform one or more steps in S401 and S402 in the above method embodiments; and the correction unit 102 is configured to support the correction device to perform S403 in the above method embodiments.

[0110] Optionally, the correction device can further include a determination unit 103, an adjustment unit 104 and a sending unit 105. The determination unit 103 is configured to determine a return torque coefficient of the steering wheel according to the angle deviation between the steering wheel and the steering actuator; and determine an enhanced return torque according to the return torque coefficient; the adjustment unit 104 is configured to adjust the angle of the steering wheel relative to the center line according to the enhanced return torque; and the sending unit 105 is configured to send a prompt information when the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, the prompt information being used to indicate that the vehicle is correcting the angle deviation.

[0111] In hardware implementation, the acquisition unit 101 can be an angle sensor in the steer-by-wire system as shown in the figure, and the correction unit 102, the determination unit 103, the adjustment unit 104 and the sending unit 105 can be Figure 3 In hardware implementation, the acquisition unit 101 can be an angle sensor in the steer-by-wire system as shown in the figure, and the correction unit 102, the determination unit 103, the adjustment unit 104 and the sending unit 105 can be Figure 3The main controller in the steer-by-wire system is shown. For specific description of the steer-by-wire system, please refer to the specific description in Figure 3 The embodiments of the present application will not be repeated here.

[0112] It should be noted that all related contents of each step involved in the above method embodiments can be referred to the function description of the corresponding function module, which will not be repeated here. The device provided by the embodiments of the present application is used to execute the corresponding functions in the above embodiments, and therefore can achieve the same effect as the above control method.

[0113] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of the modules or units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another device, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed each other can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0114] In addition, each function unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above integrated unit can be realized in the form of hardware or in the form of software function unit.

[0115] When the integrated unit is realized in the form of software function unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on such understanding, the technical solutions of the embodiments of the present application essentially or the parts that make contributions to the prior art or the whole or part of the technical solutions can be embodied in the form of software product, which is stored in a storage medium, including a plurality of instructions to make the device execute all or part of the steps of the method described in each embodiment of the present application. The storage medium mentioned above includes: U disk, mobile hard disk, ROM, RAM, magnetic disk or optical disk and various program code storage media.

[0116] In another aspect of the present application, a steering system is provided, which includes a steering actuator, a direction control device and a main controller, the steering actuator is connected with the direction control device, the main controller is used to execute the related steps in the above method embodiments, and the main controller can be the main controller provided in the above Figure 3

[0117] ​In another aspect of the present application, a vehicle is provided, which comprises a steering system including a steering actuator, a direction control device and a main controller, the steering actuator is connected with the direction control device, the main controller is configured to perform the relevant steps in the above method embodiments, and the main controller can be the main controller provided in the above Figure 3

[0118] In yet another aspect of the present application, a computer readable storage medium is provided, which comprises computer instructions configured to perform the relevant steps in the above method embodiments when the computer instructions are run on an angle deviation correction device.

[0119] In yet another aspect of the present application, a computer program product is provided, which comprises instructions configured to cause an angle deviation correction device to perform the relevant steps in the above method embodiments when the computer program product is run on a computer device.

[0120] Finally, it should be noted that the above description is merely a specific implementation of the present application, but the protection scope of the present application is not limited thereto, and any changes or replacements within the technical scope disclosed in the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.​

Claims

1. A method of correcting for angular deviation, characterized by, The method is applied to a steering system, the steering system comprising a steering actuator and a direction control device, the direction control device comprising a steering wheel, and the method comprising: obtaining a first angle of the steering wheel relative to a neutral line after a driver turns the steering wheel at a first time when the vehicle switches from a first mode to a second mode, wherein the steering actuator and the direction control device are decoupled in the first mode and coupled in the second mode; if an absolute value of a first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, correcting the first angle deviation to obtain a second angle deviation according to the first angle and a third angle, wherein an absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is a difference between the second angle and the third angle, the second angle and the third angle are respectively an angle of the steering actuator relative to the neutral line at a second time and an angle of the steering wheel relative to the neutral line at the second time when the vehicle is in the first mode, and the second time is before the first time.

2. The method of claim 1, wherein, The method further comprises: determining a correction step according to the first angle, the third angle and a correction coefficient; correcting the first angle deviation according to the correction step to obtain the second angle deviation.

3. The method of claim 2, wherein, The third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step L satisfies: 。 4. The method according to claim 2 or 3, characterized in that, The method further comprises: if the first angle deviation is greater than zero, correcting the first angle deviation by using a difference between the first angle deviation and the correction step to obtain the second angle deviation; if the first angle deviation is less than zero, correcting the first angle deviation by using a sum of the first angle deviation and the correction step to obtain the second angle deviation.

5. The method according to claim 2 or 3, characterized in that, The method further comprises: correcting the first angle deviation to obtain a third angle deviation according to the first angle and the third angle; if an 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 neutral line at a third time, the third time being a next time of the first time; correcting the third angle deviation to the second angle deviation by at least one correction according to the fourth angle and the first angle.

6. The method according to any one of claims 1 to 3, characterized in that, The method further comprises: determining a return torque coefficient of the steering wheel according to the angle deviation between the steering wheel and the steering actuator; determining an enhanced return torque according to the return torque coefficient; adjusting an angle of the steering wheel relative to the neutral line according to the enhanced return torque.

7. The method of claim 6, wherein, The return torque coefficient of the steering wheel is K AR The return torque of the steering wheel is T AR The enhanced return torque T EAR of the steering wheel satisfies: 。 8. The method according to any one of claims 1 to 3, 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 information is sent, and the prompt information is used to indicate that the vehicle is correcting the angle deviation.

9. The method according to any one of claims 1 to 3, characterized in that, The method further comprises: When the vehicle is in the first mode and there is an included angle between the steering actuator and the steering wheel, the second angle and the third angle are obtained.

10. An angle deviation correction device characterized by comprising: The device is applied to a steering system, the steering system comprising a steering actuator and a direction control device, the direction control device comprising a steering wheel, and the device comprises: An obtaining unit is configured to, when the vehicle is switched from a first mode to a second mode and after a driver turns the steering wheel at a first time, obtain a first angle of the steering wheel relative to a neutral line, wherein the steering actuator and the direction control device are decoupled in the first mode and coupled in the second mode; A correction unit is configured to, if an absolute value of a first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, correct the first angle deviation according to the first angle and a third angle to obtain a second angle deviation, wherein an absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is a difference between the second angle and the third angle, the second angle and the third angle are respectively an angle of the steering actuator relative to the neutral line at a second time when the vehicle is in the first mode and an angle of the steering wheel relative to the neutral line at the second time, and the second time is before the first time.

11. The apparatus of claim 10, wherein, The correction unit is further configured to: determine a correction step length according to the first angle, the third angle and a correction coefficient; and correct the first angle deviation according to the correction step length to obtain the second angle deviation.

12. The apparatus of claim 11, wherein, The third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step length L satisfies: 。 13. The apparatus of claim 11 or 12, wherein, The correction unit is further configured to: if the first angle deviation is greater than zero, correct the first angle deviation by using a difference between the first angle deviation and the correction step length to obtain the second angle deviation; and if the first angle deviation is less than zero, correct the first angle deviation by using a sum of the first angle deviation and the correction step length to obtain the second angle deviation.

14. The apparatus of any of claims 10-12, wherein, The correction unit is further configured to: correct the first angle deviation according to the first angle and the third angle to obtain a third angle deviation; if an 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 neutral line at a third time, the third time being a next time of the first time; and correct the third angle deviation to the second angle deviation by at least one correction according to the fourth angle and the first angle.

15. The apparatus of any of claims 10-12, wherein, The device further comprises: A determination unit is configured to determine a return torque coefficient of the steering wheel according to the angle deviation between the steering wheel and the steering actuator. The determination unit is further configured to determine an enhanced return torque according to the return torque coefficient. An adjusting unit is configured to adjust an angle of the steering wheel relative to the neutral line according to the enhanced positive torque.

16. The apparatus of claim 15, wherein, The return torque coefficient of the steering wheel is K AR The return torque of the steering wheel is T AR The enhanced return torque of the steering wheel T EAR satisfies: 。 17. The apparatus of any of claims 10-12, wherein, The device further comprises: A sending unit is configured to send a prompt information if the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, the prompt information being used to indicate that the vehicle is correcting the angle deviation.

18. The apparatus of any one of claims 10-12, wherein, The obtaining unit is further configured to: obtain the second angle and the third angle when the vehicle is in the first mode and there is an included angle between the steering actuator and the steering wheel.

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

20. A vehicle characterized by comprising: The vehicle comprises a steering system, the steering system comprises a steering actuator, a direction control device and a main controller, the steering actuator is connected with the direction control device, and the main controller is the angle deviation correction device of any one of claims 10-18.

21. A computer-readable storage medium, characterized in that, The computer readable storage medium comprises computer instructions, when the computer instructions run on the angle deviation correction device, the angle deviation correction device executes the angle deviation correction method of any one of claims 1-9.

22. A computer program product comprising instructions, wherein: When the computer program product runs on the computer equipment, the angle deviation correction device executes the angle deviation correction method of any one of claims 1-9.

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