Steering control method and device, medium, program product, control equipment and vehicle

Abstract

The invention relates to a steering control method and device, a medium, a program product, control equipment and a vehicle, and the method comprises the steps that the compensation angle of a current frame is determined according to the transverse error of multiple frames of the vehicle and the vehicle speed corresponding to each frame, and the multiple frames comprise the current frame; compensating the target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain a compensated steering wheel angle; and controlling the steering of the vehicle based on the compensated steering wheel angle. The required compensation amount is determined based on the transverse error of the current frame and the historical frame and the corresponding vehicle speed, so that the steady-state error of the angle of the steering wheel after compensation is reduced, the vehicle can track the target path more accurately, and the steering control precision and stability of the vehicle are improved.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving technology, and in particular to a steering control method, device, medium, program product, control equipment and vehicle. Background Art

[0002] At present, autonomous driving refers to the technology that enables the vehicle to perceive the environment, plan the path and autonomously control the vehicle. However, the vehicle's Electric Power Steering (EPS) system has problems with low execution accuracy and hysteresis at small angles. In addition, in some complex scenarios such as S-curves, straight turns, and turns from bends to straights, the vehicle's tracking accuracy will be greatly challenged. There is a problem that the vehicle has insufficient response accuracy when turning and cannot make precise turns. Summary of the invention

[0003] The embodiments of the present application provide a steering control method, apparatus, medium, program product, control device and vehicle, which can solve the problem of being unable to accurately and stably control the steering of the vehicle, so as to at least partially solve the above-mentioned technical problems.

[0004] In order to achieve the above object, according to a first aspect of the present application, a steering control method is provided, the method comprising:

[0005] Determining a compensation angle of a current frame according to lateral errors of multiple frames of the vehicle and vehicle speeds corresponding to each frame, wherein the multiple frames include the current frame; compensating a target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain a compensated steering wheel angle;

[0006] The steering of the vehicle is controlled based on the compensated steering wheel angle.

[0007] According to a second aspect of the present application, a steering control device is provided, the device comprising:

[0008] A determination module, configured to determine a compensation angle of a current frame according to lateral errors of multiple frames of the vehicle and vehicle speeds corresponding to each frame, wherein the multiple frames include the current frame;

[0009] A compensation module, used to compensate the target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain a compensated steering wheel angle;

[0010] A control module is used to control the steering of the vehicle based on the compensated steering wheel angle.

[0011] According to a third aspect of the present application, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the above-mentioned steering control method is implemented.

[0012] According to a fourth aspect of the present application, a computer program product is provided, comprising a computer program, wherein the computer program implements the above-mentioned steering control method when executed by a processor.

[0013] According to a fifth aspect of the present application, a control device is provided, comprising: a memory on which a computer program is stored; and a processor for executing the computer program in the memory to implement the above-mentioned steering control method.

[0014] According to a sixth aspect of the present application, a vehicle is provided, comprising the above-mentioned control device.

[0015] The steering control method, device, medium, program product, control device and vehicle of the embodiment of the present application determine the compensation angle of the current frame according to the lateral error of multiple frames of the vehicle and the vehicle speed corresponding to each frame, wherein the multiple frames include the current frame; compensate the target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain the compensated steering wheel angle; and control the steering of the vehicle based on the compensated steering wheel angle. Since the compensation amount required for the current frame is determined based on the lateral error and the corresponding vehicle speed of the current frame and the historical frame, according to the lateral movement trend of the vehicle and the comprehensive consideration of the lateral error of multiple frames, the cumulative effect of the lateral error can be effectively reduced when the vehicle is continuously turning or driving under complex road conditions, thereby reducing the steady-state error of the compensated steering wheel angle, enabling the vehicle to track the target path more accurately, and improving the steering control accuracy and stability of the vehicle.

[0016] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0018] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0019] Figure 1 is a flow chart of a steering control method provided in some embodiments of the present application;

[0020] Figure 2 is a schematic diagram of a flow chart of determining a compensation angle of a current frame provided in some embodiments of the present application;

[0021] Figure 3is a flowchart of a steering control method provided in some other embodiments of the present application;

[0022] Figure 4 is a schematic diagram of the structure of a steering control device provided in some embodiments of the present application;

[0023] Figure 5 is a schematic diagram of the structure of a control device provided in some embodiments of the present application;

[0024] Figure 6 is a schematic diagram of a vehicle provided in some embodiments of the present application. DETAILED DESCRIPTION

[0025] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0026] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0027] In the description of the present application, the word "for example" is used to mean "used as an example, illustration or explanation". Any embodiment described as "for example" in the present application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is given to enable any technician in the field to implement and use the present invention. In the following description, details are listed for the purpose of explanation. It should be understood that a person of ordinary skill in the art can recognize that the present invention can be implemented without using these specific details. In other examples, well-known structures and processes will not be elaborated in detail to avoid obscuring the description of the present invention with unnecessary details. Therefore, the present invention is not intended to be limited to the embodiments shown, but is consistent with the widest scope consistent with the principles and features disclosed in the present application.

[0028] At present, there are three core contents in autonomous driving technology, one of which is lateral motion control. The lateral motion control receives the target path information given by the upper-level decision-making and planning system, and then outputs the corresponding steering control instructions to control the vehicle so that it can move along the target path. The lateral motion control method occupies a core position in the entire autonomous driving motion control system. The quality of its performance will affect the tracking accuracy of the smart car on the target path on the one hand, and on the other hand, it will also affect the stability and comfort of the whole vehicle.

[0029] In the related art, lateral motion control usually adopts preset proportional differential (PID) control or model predictive control (MPC). The PID control strategy adjusts the lateral deviation of the vehicle through three links: proportional, integral and differential. However, PID control has limitations when dealing with complex road conditions and nonlinear systems. For example, it is difficult to deal with curves with large curvature changes, S-bends or bumpy roads. In addition, PID control is difficult to directly deal with the constraints of the system, has weak anti-interference ability, and is prone to large tracking deviations when encountering external interference. MPC control takes a long time to solve the sequential quadratic programming problem online, and the calculation speed is difficult to meet the real-time control requirements, which may cause control command delays, thereby affecting the safety and stability of the vehicle.

[0030] Furthermore, the related technology also involves designing feedforward according to curvature. However, on actual roads, when the curvature fluctuates greatly under conditions such as entering and exiting curves, S-curves, and bumpy roads, the feedforward calculation is easily affected by the curvature fluctuations, which can lead to unstable vehicle control.

[0031] In order to solve the above problems, the embodiment of the present application provides a steering control method, which determines the compensation angle of the current frame according to the lateral errors of multiple frames of the vehicle and the vehicle speed corresponding to each frame, wherein the multiple frames include the current frame; compensates the target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain the compensated steering wheel angle; and controls the steering of the vehicle based on the compensated steering wheel angle. Since the compensation amount required for the current frame is determined based on the lateral errors and corresponding vehicle speeds of the current frame and historical frames, according to the lateral movement trend of the vehicle and the comprehensive consideration of the lateral errors of multiple frames, the cumulative effect of the lateral error can be effectively reduced when the vehicle is continuously turning or driving under complex road conditions, thereby reducing the steady-state error of the compensated steering wheel angle, enabling the vehicle to track the target path more accurately, and improving the steering control accuracy and stability of the vehicle.

[0032] See also Figure 1 , provides a steering control method, which is applied to a control device. The control device may be a terminal device or a server. The method comprises:

[0033] Step S101, determining a compensation angle of a current frame according to lateral errors of multiple frames of the vehicle and the vehicle speed corresponding to each frame, wherein the multiple frames include the current frame.

[0034] Among them, lateral error refers to the deviation from the set route in the lateral control of the vehicle, which is used to describe the distance difference between the current position of the vehicle and the expected trajectory.

[0035] The lateral error can be determined in real time through the vehicle's state information (the vehicle's position at the current moment) and the target path information. In one example, the vehicle's current position is determined by sensors on the vehicle, such as identifying lane lines and obstacles through environmental perception technology to achieve accurate positioning of the vehicle; the vehicle's target path information (expected trajectory) is generated based on the navigation target, and then statistics are performed based on the lane lines and the perception-fused trajectory to obtain the error between the vehicle and the expected trajectory.

[0036] Among them, the lateral error has multiple frames, and one frame corresponds to a timestamp. The current frame refers to the current moment. The multi-frame includes at least two frames, that is, at least the current frame and the historical frame of the current frame (that is, the previous frame of the current frame). Preferably, the multi-frame can be 4 consecutive frames, that is, the current frame and the previous 3 frames of the current frame, to avoid the problem of too many frames causing too much calculation and too few frames causing low accuracy.

[0037] The compensation angle of the current frame is an angle used to compensate for the steering wheel angle under the lateral error of the current frame.

[0038] Specifically, the control device can determine the compensation angle of the current frame based on the lateral errors and vehicle speeds of multiple frames, and can determine the error gain coefficient of the lateral errors of each frame based on the vehicle speed of each frame, and then determine the compensation angle of the current frame based on the corresponding lateral errors and their respective corresponding error gain coefficients.

[0039] It can be understood that in the present embodiment, by considering the lateral errors and vehicle speeds of multiple frames to determine the compensation angle of the current frame, it is possible to more accurately reflect the dynamic changes of the vehicle, thereby achieving more precise compensation of the target steering wheel angle, and by comprehensively considering the lateral errors of multiple frames, it is possible to effectively reduce the cumulative effect of the lateral errors when the vehicle is continuously turning or driving under complex road conditions, thereby improving the accuracy of the compensation angle of the current frame.

[0040] Step S102, compensating the target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain a compensated steering wheel angle.

[0041] The target steering wheel angle refers to the target angle of the vehicle steering wheel, which can be determined by PID control, MPC control or linear quadratic regulator (LQR) in lateral control technology. As a preferred embodiment of this embodiment, the LQR control strategy is used to determine the target steering wheel angle, so as to utilize the characteristics of the LQR control strategy of fast calculation speed, good real-time performance, and the ability to quickly respond to environmental changes, thereby improving the efficiency and real-time performance of determining the target steering wheel angle.

[0042] Specifically, due to the certain delay of the EPS actuator, and for complex scenes such as S-bends, straight turns, and turns from bends to straights, the vehicle needs to adjust its direction quickly and accurately to adapt to different road conditions. Steering control based on the target steering wheel angle will result in poor tracking accuracy, affecting driving safety and comfort. Therefore, in this embodiment, the target steering wheel angle of the vehicle is compensated according to the compensation angle of the current frame to obtain the compensated steering wheel angle. For example, the compensation angle of the current frame is added to the target steering wheel angle to obtain the compensated steering wheel angle. In this embodiment, since the compensation angle of the current frame has a higher accuracy, compensation is performed based on the current compensation angle with higher accuracy, thereby reducing the steady-state error of the compensated steering wheel angle and improving the accuracy of the compensated steering wheel angle.

[0043] In some embodiments, the method further includes: determining the target steering wheel angle based on the current position state information and target path information of the vehicle.

[0044] Among them, the vehicle's current position status information includes vehicle speed, vehicle posture, and vehicle current position information, wherein the vehicle posture includes vehicle wheelbase, heading angle, steering wheel angle or heading angle change rate, etc.; the target path information includes the position information of the intersection of the vehicle's current position and the center of the lane line.

[0045] Specifically, the control device can use a control algorithm, such as PID, MPC or LQR, to perform lateral control adjustment and determine the target steering wheel angle according to the current position state information and target path information of the vehicle. It can be understood that in this embodiment, when determining the target steering wheel angle, the target path information is taken into account, so that the vehicle can stably travel along the target path and ensure the accuracy of the target steering wheel angle.

[0046] In some embodiments, determining the target steering wheel angle based on the current position state information and the target path information of the vehicle includes: constructing a dynamic model based on the current position state information and the target path information; and using a linear quadratic regulation controller to determine the target steering wheel angle based on the dynamic model.

[0047] Specifically, the control device may first construct a dynamic model according to the current position state information and the target path information of the vehicle, wherein the dynamic model may be a vehicle kinematic model or a vehicle dynamic model. Then, a linear quadratic adjustment controller is used to optimize the lateral control of the vehicle based on the dynamic model to determine the target steering wheel angle.

[0048] It can be understood that in this embodiment, by constructing a dynamic model, the relationship between the vehicle's motion state and the target path can be accurately described, and LQR is used based on the dynamic model. Since LQR can achieve closed-loop control through state feedback, it ensures that the vehicle remains stable under various driving conditions. Even in complex road conditions or when the vehicle state changes, LQR can maintain the lateral stability of the vehicle by adjusting the control input. Therefore, the optimal target steering wheel angle can be calculated, thereby achieving high-precision path tracking.

[0049] In a specific implementation, the control device may construct a vehicle kinematics model according to the target path information and the posture in the current position state information, wherein the vehicle kinematics model is expressed as follows:

[0050]

[0051] In expression (1), v represents the vehicle speed, L represents the vehicle wheelbase, represents the heading angle, δ represents the steering wheel angle, x and y represent the vehicle position coordinates, represents the rate of change of heading angle, represents the velocity component in the x direction, Represents the velocity component in the y direction.

[0052] In some embodiments, the linear quadratic regulation controller is used to determine the target steering wheel angle based on the dynamic model, including: creating a vehicle state space equation based on the dynamic model, and creating a cost function and a state feedback controller of the linear quadratic regulation controller; based on the vehicle state space equation, the cost function and the state feedback controller, determining the target steering wheel angle.

[0053] Specifically, the vehicle state space equation is created according to the dynamic model. Taking the dynamic model as the above vehicle kinematic model as an example, the vehicle state space equation is expressed as follows:

[0054]

[0055] In expression (2), A represents the state transfer matrix, B represents the state matrix, and the A and B matrices are specifically expressed as follows:

[0056] Then, the cost function and state feedback controller of LQR are created. The state feedback controller is expressed as: U = -KX; the cost function of LQR is

[0057] in, lat_error is the lateral error of the vehicle, heading_error is the heading angle error, U is the target steering wheel angle output by LQR, K is the feedback gain matrix; k represents the time domain, Q and R both represent parameter matrices, represents the control quantity transposed matrix at time k, U k represents the control quantity matrix at time k, Represents the transposed matrix of the state quantity at time k.

[0058] Next, the parameter matrices Q and R are initialized and assigned values, and the Riccati equation is solved to obtain the auxiliary matrix P, where the Riccati equation is expressed as follows:

[0059] A T P+PA-PBR -1 B T P+Q=0 (3)

[0060] Finally, according to the feedback gain matrix K = R -1 B T P and U=-KX are solved to obtain the target steering wheel angle U.

[0061] It can be understood that the state space equation created based on the dynamic model in this embodiment can accurately describe the dynamic behavior of the vehicle. LQR uses the cost function and the state feedback controller to calculate the optimal target steering wheel angle U. The design of LQR is based on linear system theory, which is simple to calculate and easy to implement. By selecting appropriate parameter matrices Q and R, the control performance can be flexibly adjusted, thereby achieving optimal control in different application scenarios and achieving high-precision path tracking.

[0062] In some embodiments, determining the compensation angle of the current frame based on the lateral errors of multiple frames of the vehicle and the vehicle speeds corresponding to each frame includes: determining a basic compensation angle based on the lateral errors of each frame and the vehicle speeds corresponding to each frame; determining the compensation angle of the current frame based on the basic compensation angle and the lateral errors of each frame.

[0063] The method of compensating the target steering wheel angle may include basic compensation, that is, gain compensation, or may include continuing attenuation compensation on the basis of basic compensation. The basic compensation angle is an angle used for basic compensation of the target steering wheel angle, that is, an angle for gain compensation.

[0064] Specifically, the basic compensation angle is first determined based on the lateral error of each frame and the corresponding vehicle speed, and then it is determined whether the basic compensation angle needs to be further compensated based on the lateral error of each frame. If no further compensation is required, the compensation angle of the current frame can be determined based on the basic compensation angle; if further compensation is required, the basic compensation angle continues to be compensated to obtain the compensation angle of the current frame. It can be understood that this embodiment determines the compensation angle of the current frame based on the basic compensation angle and the lateral error of each frame, thereby achieving refined processing of the basic compensation angle and improving the accuracy of the compensation angle of the current frame. Therefore, this embodiment can dynamically adjust the compensation angle according to the real-time lateral error and vehicle speed, determine the compensation angle of the current frame, and thus optimize the lateral control strategy of the vehicle, so that it can maintain good control performance under different working conditions.

[0065] In some embodiments, the basic compensation angle is determined based on the lateral error of each frame and the vehicle speed corresponding to each frame, including: determining the error gain coefficient of the lateral error of each frame based on the vehicle speed corresponding to each frame; and determining the basic compensation angle based on the lateral error of each frame and the corresponding error gain coefficient.

[0066] The error gain coefficient is a coefficient used to perform gain adjustment on the lateral error, and the error gain coefficient is greater than 1.

[0067] Specifically, according to the vehicle speed corresponding to each frame, the error gain coefficient of the lateral error of each frame is determined, and the basic compensation angle is determined based on the lateral error of each frame and the corresponding error gain coefficient. It can be understood that in this embodiment, by introducing the error gain coefficient, the basic compensation angle can be adjusted more finely, thereby more accurately reflecting the control requirements of the vehicle at different speeds, improving the accuracy of path tracking, and the error gain coefficient can be dynamically adjusted according to the vehicle speed to ensure that stable lateral control can be achieved at different speeds. Especially when driving at high speeds, a larger error gain coefficient can quickly respond to lateral errors and prevent the vehicle from deviating from the target path.

[0068] In some embodiments, the error gain coefficient is positively correlated with the vehicle speed.

[0069] The inventors found that in actual driving, the higher the vehicle speed, the more urgent the need for adjustment of the lateral deviation of the vehicle, and a greater adjustment force is required to keep the vehicle stable in the lane. For example, when the vehicle is traveling at a lower speed, only a smaller lateral gain may be required to calculate the motion compensation angle, because the inertia of the vehicle is small at this time, and the adjustment is relatively easy. When the vehicle speed is high, in order to quickly respond to the lateral deviation and ensure the stability of the vehicle, it is necessary to increase the lateral gain so that the motion compensation angle can correct the position deviation of the vehicle in a timely and effective manner.

[0070] Specifically, the error gain coefficient is positively correlated with vehicle speed. When driving at high speed, a larger gain coefficient can enable the vehicle to respond to lateral errors more quickly and maintain stable driving within the lane; while when driving at low speed, a smaller gain coefficient can avoid over-adjustment. The error gain coefficient determines the degree of influence of lateral error on the compensation angle. The larger the error gain coefficient, the more sensitive the vehicle's response to lateral errors, and the more significant the change in compensation angle, which helps to quickly adjust the direction when the vehicle deviates from the target path. Therefore, the error gain coefficient is positively correlated with vehicle speed, which can ensure the rationality and accuracy of the error gain coefficient.

[0071] In some embodiments, determining the basic compensation angle based on the lateral error of each frame and the corresponding error gain coefficient includes: summing the product of the lateral error of each frame and the corresponding error gain coefficient to obtain the basic compensation angle.

[0072] Specifically, the product of the lateral error of each frame and the corresponding error gain coefficient can be summed up to obtain the basic compensation angle. It can be understood that this embodiment can more comprehensively reflect the dynamic changes of the vehicle by considering the lateral errors and error gain coefficients of multiple frames, thereby improving the accuracy of the basic compensation angle.

[0073] In a specific implementation, the lateral errors of four consecutive frames (including the current frame as the zth frame) are d z d z-1 d z-2 d z-3 , the basic compensation angle is calculated as follows:

[0074]

[0075] In formula (4), β z represents the basic compensation angle, i represents the i-th frame, k vi It represents the error gain coefficient corresponding to the speed vi, and the value of the error gain coefficient is a calibrable value.

[0076] In some embodiments, determining the compensation angle of the current frame based on the lateral errors of multiple frames of the vehicle and the vehicle speeds corresponding to each frame includes: determining a basic compensation angle based on a preset compensation threshold, the lateral errors of each frame and the corresponding vehicle speed; determining the compensation angle of the current frame based on the basic compensation angle and the lateral errors of each frame.

[0077] The preset compensation threshold is a preset critical value of the compensation angle.

[0078] Specifically, the basic compensation angle is determined based on the preset compensation threshold, the lateral error of each frame and the corresponding vehicle speed. A compensation angle can be determined based on the lateral error of each frame and the corresponding vehicle speed, and then the determined compensation angle is compared with the compensation threshold to determine the basic compensation angle. Then, it is determined whether the basic compensation angle needs to be further compensated based on the lateral error of each frame. If no further compensation is required, the compensation angle of the current frame can be determined based on the basic compensation angle; if further compensation is required, the basic compensation angle continues to be compensated to obtain the compensation angle of the current frame. It can be understood that in this embodiment, by combining the compensation threshold to determine the basic compensation angle, the problem of poor vehicle steering control stability caused by unreasonable setting of the basic compensation angle can be avoided, and the rationality and accuracy of the basic compensation angle are further improved.

[0079] In some embodiments, the method of determining the basic compensation angle based on a preset compensation threshold, the lateral error of each frame and the corresponding vehicle speed includes: determining a candidate basic compensation angle based on the lateral error of each frame and the corresponding vehicle speed; and determining the basic compensation angle according to the preset compensation threshold and the candidate basic compensation angle.

[0080] Specifically, the determination method of the candidate basic compensation angle is similar to the basic compensation angle β in the above embodiment. z The basic compensation angle is determined according to the preset compensation threshold and the candidate basic compensation angle. It can be understood that in this embodiment, the preset compensation threshold and the candidate basic compensation angle determine the basic compensation angle. By setting the compensation threshold, the system instability caused by an excessive compensation angle can be effectively avoided, especially in the case of a large lateral error.

[0081] In some embodiments, determining the basic compensation angle according to a preset compensation threshold and the candidate basic compensation angle includes: selecting a minimum value between the candidate basic compensation angle and the preset compensation threshold to obtain the basic compensation angle.

[0082] The inventors found that in order to ensure the control stability of the vehicle, the basic compensation angle cannot be infinite, so a compensation threshold is set to ensure that the basic compensation angle does not exceed this range. This is mainly due to the following considerations:

[0083] Prevent oversteering: If the basic compensation angle is not limited, when the vehicle has a large lateral error, it may cause the vehicle to turn suddenly and sharply. This will not only make the driver panic and difficult to control the vehicle, but also may cause damage to the vehicle's steering system. For example, when driving at high speed, excessive steering angles may cause the steering mechanism to bear huge pressure and even cause steering failure;

[0084] Avoid vehicle skidding: When the vehicle is driving, the friction between the tires and the ground is the key to maintaining vehicle stability. When the basic compensation angle is too large, the vehicle's steering will become very abrupt, which will cause the lateral friction of the tires to increase sharply. If the lateral friction exceeds the maximum static friction between the tires and the ground, it will cause the vehicle to skid, increasing the risk of an accident. This risk is particularly significant when driving on slippery roads or at high speeds.

[0085] Maintaining driving comfort: Too large a basic compensation angle will make the vehicle unstable and give passengers an uncomfortable riding experience. For example, if the vehicle frequently makes large-scale steering compensation, passengers will feel bumpy and shaking, which may easily cause motion sickness and other discomfort symptoms. At the same time, from the perspective of the service life of the vehicle's mechanical parts, frequent large-scale steering will accelerate the wear of the suspension system, steering system and other parts, and increase the vehicle's maintenance costs;

[0086] Specifically, the minimum value between the candidate basic compensation angle and the preset compensation threshold is selected as the basic compensation angle, thereby controlling the basic compensation angle to be within the range corresponding to the compensation threshold, thereby ensuring the stability of the vehicle steering control.

[0087] In some embodiments, determining the compensation angle of the current frame based on the basic compensation angle and the lateral errors of each frame includes: judging whether the basic compensation angle satisfies a preset compensation angle attenuation condition based on the basic compensation angle and the lateral errors of each frame; when the basic compensation angle satisfies the preset compensation angle attenuation condition, attenuating the basic compensation angle based on a preset error attenuation coefficient to obtain the compensation angle of the current frame; when the basic compensation angle does not satisfy the preset compensation angle attenuation condition, determining the basic compensation angle as the compensation angle of the current frame.

[0088] The inventors have found that since the compensation angle of the current frame in this embodiment is calculated by summing up the accumulated errors, some unreasonable situations may occur during the actual operation. For example, when the vehicle has deviated to the left or right, the basic compensation angle may have the wrong direction, that is, compensation to the right or left, which is opposite to the adjustment direction actually required by the vehicle. In order to solve this problem, it is necessary to perform attenuation processing on the basic compensation angle.

[0089] Among them, the preset compensation angle attenuation condition is a condition for determining whether the basic compensation angle needs to be attenuated, and can be specifically set according to the lateral movement trend of the vehicle.

[0090] The preset error attenuation coefficient is a preset coefficient used to attenuate and adjust the lateral error, and the error attenuation coefficient is less than 1.

[0091] Specifically, based on the basic compensation angle and the lateral error of each frame, it is determined whether the basic compensation angle meets the preset compensation angle attenuation condition. When the basic compensation angle meets the preset compensation angle attenuation condition, the basic compensation angle is attenuated based on the preset error attenuation coefficient to obtain the compensation angle of the current frame; when the basic compensation angle does not meet the preset compensation angle attenuation condition, the basic compensation angle is determined as the compensation angle of the current frame. It can be understood that in this embodiment, the movement trend of the current vehicle is determined based on the lateral error, and whether the basic compensation angle is appropriate is determined. When the basic compensation angle is inappropriate, the basic compensation angle is attenuated, which can effectively avoid unreasonable compensation angles caused by cumulative errors, improve the compensation angle of the current frame, and thus improve the accuracy and stability of the vehicle's lateral control.

[0092] It should be noted that after the compensation angle of the current frame is determined, the current frame can continue to be updated, that is, update z=z+1, z-1=z, z-2=z-1, z-3=z-2 to achieve real-time update of the compensation angle of the current frame.

[0093] In some embodiments, the preset compensation angle attenuation conditions include: a first condition, a second condition and a third condition; the first condition includes that the difference between the lateral errors of the latter frame and the previous frame in two adjacent frames is a positive number; the second condition includes that the lateral errors of each frame are greater than a preset error expected value; the third condition includes that the product value of the lateral error of the current frame and the basic compensation angle is a negative number.

[0094] The preset error expectation value is a preset critical value of the lateral error.

[0095] The first condition is that when the difference between the horizontal errors of the latter frame and the previous frame in two adjacent frames is a positive number, the first condition is d z -d z-1 d z-1 -d z-2 d z-2 -d z-3 are all greater than 0. That is, the error values ​​of the lateral errors of consecutive frames are getting larger and larger.

[0096] The second condition is that the horizontal error of each frame is greater than the preset error expectation value. Continuing to use the horizontal error of the above four frames as an example, the second condition is d z d z-1 d z-2 d z-3 Are they all greater than the expected error value d? k , that is, the lateral errors of the four frames are all greater than the expected error values, indicating that the centering of the vehicle is poor.

[0097] The third condition is that the product of the horizontal error of the current frame and the basic compensation angle is a negative number, that is, the direction of the basic compensation angle (compensation to the left or right) is opposite to the direction of the horizontal error of the current frame (left or right). z β z Less than 0.

[0098] Specifically, when the first condition, the second condition, and the third condition are all satisfied, the basic compensation angle does not satisfy the preset compensation angle attenuation condition; otherwise, it is determined that the basic compensation angle does not satisfy the preset compensation angle attenuation condition. It can be understood that the compensation angle attenuation condition in this embodiment takes into account the movement trend of the vehicle, the direction of the basic compensation angle, and the direction of the lateral error of the current frame, ensuring the rationality and accuracy of the compensation angle attenuation condition, and then performing attenuation processing on the basic compensation angle that satisfies the compensation angle attenuation condition, which can make the steering adjustment of the vehicle smoother and more reasonable. At the same time, by dynamically adjusting the compensation angle according to the actual operation of the vehicle, the stability and safety of the vehicle under different road conditions and driving conditions can be improved.

[0099] In a specific embodiment, the lateral movement trend of the vehicle is determined based on the lateral errors of the current frame and the three frames before it. If the lateral errors of these four frames are all less than the expected error values, it means that the centering of the vehicle is very good and no attenuation processing is required. However, if the deviation values ​​of four consecutive frames are getting larger and larger, and are all greater than the expected error values, and the direction of the basic compensation angle (compensation to the left or right) is opposite to the direction of the lateral deviation of the current frame (left or right), then the basic compensation angle is multiplied by a preset error attenuation coefficient as the compensation angle of the current frame. Such an attenuation processing mechanism can effectively avoid unreasonable steering compensation and make the steering adjustment of the vehicle smoother and more reasonable. At the same time, by dynamically adjusting the compensation angle according to the actual operating conditions of the vehicle, the stability and safety of the vehicle under different road conditions and driving conditions can be improved.

[0100] In some embodiments, the compensation angle of the current frame and the target steering wheel angle are summed to obtain a compensated steering wheel angle.

[0101] Specifically, according to the compensation angle β of the current frame z Sum the target steering wheel angle U to get the compensated steering wheel angle δ, which is calculated as follows:

[0102] δ=β z +U (5)

[0103] It can be understood that in this embodiment, the compensation angle of the current frame and the target steering wheel angle are summed to obtain the compensated steering wheel angle, thereby achieving motion compensation for the target steering wheel angle, so that the compensated steering wheel angle eliminates the steady-state error and improves the accuracy of the compensated steering wheel angle.

[0104] In a specific embodiment, Figure 2 As shown, it is a schematic diagram of the process of determining the compensation angle of the current frame, and the flowchart is explained by taking the lateral error of four consecutive frames as an example:

[0105] S201: Let the lateral errors of four consecutive frames (including the current frame as the zth frame) be d z ,d z-1 ,d z-2 ,d z-3 , set the expected value of error deviation to d k , the error attenuation coefficient is k clear , the error gain coefficient is k vi , the compensation threshold is λ;

[0106] S202-S203: Calculate d z -d z-1 ,d z-1 -d z-2 ,d z-2 -d z-3 and a candidate basic compensation angle, the candidate basic compensation angle is calculated as shown in the above formula (4);

[0107] S204-206: Determine whether the candidate's base is less than the compensation threshold λ; if so, the candidate's base compensation angle remains unchanged and is used as the base compensation angle; if not, the base compensation angle is equal to the compensation threshold;

[0108] S207: Determine d z -d z-1 ,d z-1 -d z-2 ,d z-2 -d z-3 Are both greater than 0? If satisfied, proceed to S208; if not satisfied, proceed to S211; S208: Determine d z β z Is it less than 0? If it is satisfied, proceed to S209; if it is not satisfied, proceed to S211;

[0109] S209~S210: Determine d z ,d z-1 ,d z-2 ,d z-3 Are they both less than d? k; If satisfied, the compensation angle attenuation logic is turned on, and the final compensation angle is β z =β z ·k clear ; If not satisfied, go to S211;

[0110] S211: Use the basic compensation angle as the compensation angle of the current frame, and update z=z+1, z-1=z, z-2=z-1, z-3=z-2; after this step is completed, enter S202.

[0111] Step S103: controlling the steering of the vehicle based on the compensated steering wheel angle.

[0112] Specifically, the control device controls the steering of the vehicle according to the compensated steering wheel angle. Since the compensated steering wheel angle solves the steady-state error in the target steering wheel angle and has high accuracy, controlling the steering of the vehicle according to the compensated steering wheel angle can enable the vehicle to track the target path more accurately, thereby improving the steering control accuracy and stability of the vehicle.

[0113] It is worth noting that in the embodiment of the present application, the lateral motion trend of the vehicle is obtained by using the vehicle speed, the lateral error of the vehicle historical frame, and the lateral error analysis based on the vehicle speed and the vehicle historical frame, and the motion compensation angle, that is, the compensation angle of the current frame, is calculated through the optimization algorithm. The algorithm comprehensively considers the current state and future motion trend of the vehicle, avoiding control instability caused by curvature fluctuations.

[0114] Furthermore, since the present application utilizes the lateral error of the vehicle speed and the vehicle history frame, the vehicle speed and lateral error have more opportunities for real vehicle verification compared to other vehicle data, such as curvature, etc., and the relevant parameters in the present application, such as the error expected value, error gain coefficient, error attenuation coefficient, etc., can be verified and continuously updated. Through a large number of real vehicle verifications, the algorithm parameters can be further optimized to improve the control accuracy and stability.

[0115] In a specific embodiment, Figure 3 As shown, it is a flow chart of the steering control method, and the process is as follows:

[0116] S301: Acquire vehicle position status information and target path information in real time;

[0117] S302: constructing a vehicle kinematics model according to the vehicle posture;

[0118] S303: Creating a vehicle state space equation according to the vehicle kinematics model;

[0119] S304: Create an LQR cost function and a state feedback controller;

[0120] S305: Initialize and assign values ​​to parameter matrices Q and R, and solve the Riccati equation to obtain a feedback gain matrix K;

[0121] S306: Obtain a target steering wheel angle U according to the state feedback matrix and the feedback gain matrix K;

[0122] S307: Calculate the compensation angle of the current frame according to the vehicle state information and target path information of the current frame and the three frames before it;

[0123] S308: Obtain a compensated steering wheel angle by summing the compensation angle of the current frame and the target steering wheel angle.

[0124] The above steering control method determines the compensation angle of the current frame according to the lateral errors of multiple frames of the vehicle and the vehicle speed corresponding to each frame, wherein the multiple frames include the current frame; compensates the target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain the compensated steering wheel angle; and controls the steering of the vehicle based on the compensated steering wheel angle. Since the compensation amount required for the current frame is determined based on the lateral errors and corresponding vehicle speeds of the current frame and historical frames, according to the lateral movement trend of the vehicle and the comprehensive consideration of the lateral errors of multiple frames, the cumulative effect of the lateral error can be effectively reduced when the vehicle is continuously turning or driving under complex road conditions, thereby reducing the steady-state error of the compensated steering wheel angle, enabling the vehicle to track the target path more accurately, and improving the steering control accuracy and stability of the vehicle.

[0125] It should be understood that, although the steps in the flowcharts involved in the above embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps is not strictly limited in order, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0126] Based on the same inventive concept, the present application also provides a steering control device for implementing the steering control method involved in the above embodiment in which the control device is the execution subject. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more steering control device embodiments provided below can refer to the limitations of the steering control method involved in the embodiment in which the control device is the execution subject, and will not be repeated here.

[0127] In some embodiments, Figure 4 As shown, a steering control device is provided, which can be integrated in a control device, including:

[0128] Determination module 401, compensation module 402 and control module 403, wherein:

[0129] A determination module 401, configured to determine a compensation angle of a current frame according to lateral errors of multiple frames of the vehicle and vehicle speeds corresponding to each frame, wherein the multiple frames include the current frame;

[0130] A compensation module 402, configured to compensate the target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain a compensated steering wheel angle;

[0131] The control module 403 is used to control the steering of the vehicle based on the compensated steering wheel angle.

[0132] In some embodiments, the determination module 401 is specifically used to determine a basic compensation angle based on the lateral error of each frame and the vehicle speed corresponding to each frame; and determine the compensation angle of the current frame based on the basic compensation angle and the lateral error of each frame.

[0133] In some embodiments, the determination module 401 is further specifically used to determine the error gain coefficient of the lateral error of each frame based on the vehicle speed corresponding to each frame; and determine the basic compensation angle based on the lateral error of each frame and the corresponding error gain coefficient.

[0134] In some embodiments, the determination module 401 is further configured to obtain the basic compensation angle by summing the product of the lateral error of each frame and the corresponding error gain coefficient.

[0135] In some embodiments, the determination module 401 is specifically used to determine a basic compensation angle based on a preset compensation threshold, the lateral error of each frame and the corresponding vehicle speed; and determine the compensation angle of the current frame based on the basic compensation angle and the lateral error of each frame.

[0136] In some embodiments, the determination module 401 is further specifically used to determine a candidate basic compensation angle based on the lateral error of each frame and the corresponding vehicle speed; and determine the basic compensation angle according to a preset compensation threshold and the candidate basic compensation angle.

[0137] In some embodiments, the determination module 401 is further configured to select a minimum value between the candidate basic compensation angle and the preset compensation threshold to obtain the basic compensation angle.

[0138] In some embodiments, the determination module 401 is specifically used to determine whether the basic compensation angle satisfies a preset compensation angle attenuation condition based on the basic compensation angle and the lateral error of each frame; when the basic compensation angle satisfies the preset compensation angle attenuation condition, the basic compensation angle is attenuated based on a preset error attenuation coefficient to obtain the compensation angle of the current frame; when the basic compensation angle does not satisfy the preset compensation angle attenuation condition, the basic compensation angle is determined as the compensation angle of the current frame.

[0139] In some embodiments, the steering control device further comprises:

[0140] The determination module is used to determine the target steering wheel angle based on the current position state information and target path information of the vehicle.

[0141] In some embodiments, the determination module is specifically used to construct a dynamic model based on the current position state information and the target path information; and adopt a linear quadratic regulation controller to determine the target steering wheel angle based on the dynamic model.

[0142] In some embodiments, the determination module is specifically used to determine the target steering wheel angle based on the dynamic model using the linear quadratic regulation controller, including: creating a vehicle state space equation based on the dynamic model, and creating a cost function and a state feedback controller of the linear quadratic regulation controller; determining the target steering wheel angle based on the vehicle state space equation, the cost function and the state feedback controller.

[0143] In some embodiments, the determination module is also specifically used to compensate the target steering wheel angle according to the compensation angle of the current frame, including: summing the compensation angle of the current frame and the target steering wheel angle to obtain the compensated steering wheel angle.

[0144] Each module in the above-mentioned devices can be implemented in whole or in part by software, hardware and a combination thereof. Each module can be embedded in or independent of the processor in the control device in the form of hardware, or can be stored in the memory in the control device in the form of software, so that the processor can call and execute the operations corresponding to each module above.

[0145] In some embodiments, a control device is provided, whose internal structure diagram can be as follows: Figure 5As shown. The control device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected via a system bus, and the communication interface, the display unit and the input device are connected to the system bus via the input / output interface. The processor of the control device is used to provide computing and control capabilities. The memory of the control device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the control device is used to exchange information between the processor and an external device. The communication interface of the control device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be implemented through WIFI, a mobile cellular network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a steering control method is implemented.

[0146] Optionally, the control device further includes a display unit. The display unit of the control device is used to form a visually visible picture, and may be a display screen, a projection device, or a virtual reality imaging device. The display screen may be a liquid crystal display screen or an electronic ink display screen, and the input device of the control device may be a touch layer covered on the display screen, or a key, trackball, or touchpad provided on the housing of the control device, or an external keyboard, touchpad, or mouse, etc.

[0147] Those skilled in the art will understand that Figure 5 The structure shown in the figure is merely a block diagram of a partial structure related to the scheme of the present application, and does not constitute a limitation on the control device to which the scheme of the present application is applied. The specific control device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0148] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The processor involved in each embodiment provided in this application can be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic unit, a data processing logic unit based on quantum computing, etc., but is not limited thereto.

[0149] Correspondingly, an embodiment of the present application also provides a control device, which may be a terminal device or a server.

[0150] like Figure 5 As shown, Figure 5 A schematic diagram of the structure of a control device provided in an embodiment of the present application. The control device 1000 includes a processor 1001 having one or more processing cores, a memory 1002 having one or more computer-readable storage media, and a computer program stored in the memory 1002 and executable on the processor. The processor 1001 is electrically connected to the memory 1002. It will be understood by those skilled in the art that the control device structure shown in the figure does not constitute a limitation on the control device, and may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0151] The processor 1001 is the control center of the control device 1000, and uses various interfaces and lines to connect various parts of the entire control device 1000. By running or loading software programs and / or units stored in the memory 1002, and calling data stored in the memory 1002, the processor 1001 executes various functions of the control device 1000 and processes data, thereby monitoring the control device 1000 as a whole. The processor 1001 can be a central processing unit CPU, a graphics processing unit GPU, a network processor (Network Processor, NP), etc., and can implement or execute the various methods, steps and logic block diagrams disclosed in the embodiments of the present application.

[0152] In the embodiment of the present application, the processor 1001 in the control device 1000 will load the instructions corresponding to the processes of one or more applications into the memory 1002 according to the following steps, and the processor 1001 will run the application stored in the memory 1002, so as to realize various functions, for example: according to the lateral error of multiple frames of the vehicle and the vehicle speed corresponding to each frame, determine the compensation angle of the current frame, the multiple frames include the current frame; according to the compensation angle of the current frame, compensate the target steering wheel angle of the vehicle to obtain the compensated steering wheel angle; based on the compensated steering wheel angle, control the steering of the vehicle. The specific implementation of each of the above operations can be found in the previous embodiments, which will not be repeated here.

[0153] Alternatively, if Figure 5 As shown, the control device 1000 further includes: a touch screen 1003, a radio frequency circuit 1004, an audio circuit 1005, an input unit 1006, and a power supply 1007. The processor 1001 is electrically connected to the touch screen 1003, the radio frequency circuit 1004, the audio circuit 1005, the input unit 1006, and the power supply 1007, respectively. Those skilled in the art can understand that Figure 5 The control device structure shown in the figure does not constitute a limitation on the control device, and may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0154] The touch display screen 1003 can be used to display a graphical user interface and receive operation instructions generated by the user acting on the graphical user interface. The touch display screen 1003 may include a display panel and a touch panel. Among them, the display panel can be used to display information input by the user or information provided to the user and various graphical user interfaces of the control device, and these graphical user interfaces can be composed of graphics, text, icons, videos and any combination thereof. Optionally, the display panel can be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), etc. The touch panel can be used to collect the user's touch operation on or near it (such as the user uses any suitable object or attachment such as a finger, a stylus, etc. on the touch panel or near the touch panel), and generate corresponding operation instructions, and the operation instructions execute corresponding programs. Optionally, the touch panel may include two parts: a touch detection device and a touch controller. Among them, the touch detection device detects the user's touch orientation, detects the signal brought by the touch operation, and transmits the signal to the touch controller; the touch controller receives the touch information from the touch detection device, converts it into the touch point coordinates, and then sends it to the processor 1001, and can receive the command sent by the processor 1001 and execute it. The touch panel can cover the display panel. When the touch panel detects a touch operation on or near it, it is transmitted to the processor 1001 to determine the type of touch event, and then the processor 1001 provides a corresponding visual output on the display panel according to the type of touch event. In an embodiment of the present application, the touch panel and the display panel can be integrated into the touch display screen 1003 to realize the input and output functions. However, in some embodiments, the touch panel and the touch panel can be used as two independent components to realize the input and output functions. That is, the touch display screen 1003 can also be used as a part of the input unit 1006 to realize the input function.

[0155] The radio frequency circuit 1004 may be used to send and receive radio frequency signals, so as to establish wireless communication with a network device or other control device through wireless communication, and to send and receive signals between the network device or other control device.

[0156] The audio circuit 1005 can be used to provide an audio interface between the user and the control device through a speaker and a microphone. The audio circuit 1005 can transmit the electrical signal converted from the received audio data to the speaker, which is converted into a sound signal for output; on the other hand, the microphone converts the collected sound signal into an electrical signal, which is received by the audio circuit 1005 and converted into audio data, and then the audio data is output to the processor 1001 for processing, and then sent to another control device through the radio frequency circuit 1004, or the audio data is output to the memory 1002 for further processing. The audio circuit 1005 may also include an earphone jack to provide communication between an external headset and the control device.

[0157] The input unit 1006 may be used to receive input numbers, character information or user feature information (such as fingerprint, iris, facial information, etc.), and to generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function control.

[0158] The power supply 1007 is used to supply power to various components of the control device 1000. Optionally, the power supply 1007 can be logically connected to the processor 1001 through a power management system, so that the power management system can manage charging, discharging, and power consumption. The power supply 1007 can also include one or more DC or AC power supplies, recharging systems, power failure detection circuits, power converters or inverters, power status indicators, and other arbitrary components.

[0159] although Figure 5 Not shown, the control device 1000 may also include a camera, a sensor, a wireless fidelity module, a Bluetooth module, etc., which will not be described in detail here.

[0160] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0161] A person of ordinary skill in the art will appreciate that all or part of the steps in the various methods of the above embodiments may be completed by instructions, or by controlling related hardware through instructions. The instructions may be stored in a computer-readable storage medium and loaded and executed by a processor.

[0162] To this end, an embodiment of the present application provides a computer-readable storage medium, in which a plurality of computer programs are stored, and the computer program can be loaded by a processor to execute any one of the steering control methods provided in the embodiments of the present application. The computer program can execute the following steps of the steering control method: determining the compensation angle of the current frame according to the lateral errors of multiple frames of the vehicle and the vehicle speed corresponding to each frame, the multiple frames including the current frame; compensating the target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain the compensated steering wheel angle; and controlling the steering of the vehicle based on the compensated steering wheel angle. The specific implementation of each of the above operations can be found in the previous embodiments, and will not be repeated here.

[0163] The computer-readable storage medium may include: a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0164] Since the computer program stored in the computer-readable storage medium can execute any one of the steering control methods provided in the embodiments of the present application, the beneficial effects that can be achieved by any one of the steering control methods provided in the embodiments of the present application can be achieved. Please refer to the previous embodiments for details and will not be repeated here.

[0165] According to one aspect of the present application, a computer program product or a computer program is also provided, the computer program product or the computer program including computer instructions, the computer instructions being stored in a computer-readable storage medium. A processor of a control device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the control device executes the methods provided in various optional implementations in the above-mentioned embodiments.

[0166] According to one aspect of the present application, Figure 6 As shown, a vehicle 10 is also provided, which includes the above control device. The vehicle has all the beneficial effects of the above control device, etc., which will not be described in detail in this application.

[0167] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and this application does not make any specific limitation on this.

[0168] In the above-mentioned steering control device, computer-readable storage medium, control device, and computer program product embodiments, the description of each embodiment has its own emphasis. For parts not described in detail in a certain embodiment, reference can be made to the relevant description of other embodiments. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working process and beneficial effects of the above-mentioned steering control device, computer-readable storage medium, computer program product, control device and its corresponding units can refer to the description of the steering control method in the above embodiment, and will not be repeated here.

[0169] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0170] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the descriptions of various embodiments in the embodiments of the present application have different focuses, for parts not described in detail in a certain embodiment, reference can be made to the relevant embodiments of other embodiments. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A steering control method, characterized in that: The method comprises: Determining a compensation angle of a current frame according to lateral errors of multiple frames of the vehicle and vehicle speeds corresponding to each frame, the multiple frames including the current frame; Compensating a target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain a compensated steering wheel angle; The steering of the vehicle is controlled based on the compensated steering wheel angle.

2. The method according to claim 1, characterized in that The method of determining the compensation angle of the current frame according to the lateral errors of multiple frames of the vehicle and the vehicle speed corresponding to each frame includes: Determine a basic compensation angle based on the lateral error of each frame and the vehicle speed corresponding to each frame; Based on the basic compensation angle and the lateral error of each frame, the compensation angle of the current frame is determined.

3. The method according to claim 2, characterized in that The determining of the basic compensation angle based on the lateral error of each frame and the vehicle speed corresponding to each frame includes: Determine an error gain coefficient of the lateral error of each frame based on the vehicle speed corresponding to each frame; The basic compensation angle is determined based on the lateral error of each frame and the corresponding error gain coefficient.

4. The method according to claim 3, characterized in that The determining of the basic compensation angle based on the lateral error of each frame and the corresponding error gain coefficient comprises: The basic compensation angle is obtained by summing the product of the lateral error of each frame and the corresponding error gain coefficient.

5. The method according to claim 3, characterized in that: The error gain coefficient is positively correlated with the vehicle speed.

6. The method according to claim 1, characterized in that The method of determining the compensation angle of the current frame according to the lateral errors of multiple frames of the vehicle and the vehicle speed corresponding to each frame includes: Determining a basic compensation angle based on a preset compensation threshold, a lateral error of each frame, and a corresponding vehicle speed; The compensation angle of the current frame is determined based on the basic compensation angle and the lateral errors of each frame.

7. The method according to claim 6, characterized in that The determining of the basic compensation angle based on a preset compensation threshold, the lateral error of each frame and the corresponding vehicle speed includes: Determine a candidate basic compensation angle based on the lateral error and the corresponding vehicle speed of each frame; A basic compensation angle is determined according to a preset compensation threshold and the candidate basic compensation angles.

8. The method according to claim 7, characterized in that Determining a basic compensation angle according to a preset compensation threshold and the candidate basic compensation angles includes: The minimum value between the candidate basic compensation angle and the preset compensation threshold is selected to obtain the basic compensation angle.

9. The method according to claim 2 or 6, characterized in that: The step of determining the compensation angle of the current frame based on the basic compensation angle and the lateral error of each frame includes: Based on the basic compensation angle and the lateral error of each frame, determining whether the basic compensation angle satisfies a preset compensation angle attenuation condition; When the basic compensation angle satisfies a preset compensation angle attenuation condition, attenuating the basic compensation angle based on a preset error attenuation coefficient to obtain the compensation angle of the current frame; In the case where the basic compensation angle does not satisfy a preset compensation angle attenuation condition, the basic compensation angle is determined as the compensation angle of the current frame.

10. The method according to claim 9, characterized in that The preset compensation angle attenuation conditions include: a first condition, a second condition and a third condition; The first condition includes that the difference between the lateral errors of the latter frame and the previous frame in two adjacent frames is a positive number; The second condition includes that the lateral error of each frame is greater than a preset error expected value; The third condition includes that the product value of the lateral error of the current frame and the basic compensation angle is a negative number.

11. The method according to claim 9, characterized in that The preset error attenuation coefficient is positively correlated with the vehicle speed corresponding to the current frame.

12. The method according to any one of claims 1 to 8, characterized in that: Also includes: The target steering wheel angle is determined based on the current position state information and the target path information of the vehicle.

13. The method according to claim 12, characterized in that The step of determining the target steering wheel angle based on the current position state information and the target path information of the vehicle includes: Constructing a dynamic model based on the current position state information and the target path information; A linear quadratic regulation controller is used to determine the target steering wheel angle based on the dynamic model.

14. The method according to claim 13, characterized in that The method of adopting a linear quadratic regulation controller to determine the target steering wheel angle based on the dynamic model includes: Creating a vehicle state space equation based on the dynamic model, and creating a cost function and a state feedback controller of the linear quadratic regulation controller; The target steering wheel angle is determined based on a vehicle state space equation, the cost function and the state feedback controller.

15. The method according to any one of claims 1 to 8, characterized in that: The step of compensating the target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain a compensated steering wheel angle includes: The compensation angle of the current frame and the target steering wheel angle are summed to obtain a compensated steering wheel angle.

16. A steering control device, characterized in that: The device comprises: A determination module, configured to determine a compensation angle of a current frame according to lateral errors of multiple frames of the vehicle and vehicle speeds corresponding to each frame, wherein the multiple frames include the current frame; A compensation module, used to compensate the target steering wheel angle of the vehicle according to the compensation angle of the current frame to obtain a compensated steering wheel angle; A control module is used to control the steering of the vehicle based on the compensated steering wheel angle.

17. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steering control method according to any one of claims 1 to 15 is implemented.

18. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steering control method according to any one of claims 1 to 15 is implemented.

19. A control device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steering control method according to any one of claims 1 to 15.

20. A vehicle, characterized in that: Comprising a control device as claimed in claim 19.

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