Vehicle steering compensation method and device, electronic equipment and storage medium

Abstract

The invention discloses a vehicle steering compensation method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining a vehicle yaw velocity which is obtained through current measurement and represents the tire lateral deviation degree under the condition that the vehicle working condition meets a preset straight running condition; based on the vehicle yaw velocity, the zero offset identification quantity obtained last time and historical steering state information, the current zero offset identification quantity of a steering wheel is obtained; and according to the currently obtained road roll angle and the current zero offset identification quantity, compensating the steering wheel rotation angle. When the vehicle is in a straight running working condition, the current zero-offset identification quantity of the steering wheel is obtained by using the vehicle yaw velocity representing the tire side offset degree, the historical steering state information and the zero-offset identification quantity obtained last time, so that the identification accuracy of the zero-offset data of the steering wheel is improved; and then the steering wheel turning angle is compensated according to the road roll angle and the current zero deviation identification quantity, so that the problem of vehicle deviation caused by road inclination is avoided.

Description

Technical Field

[0001] This application relates to the technical field of vehicle control, and particularly relates to a vehicle steering compensation method, device, electronic device, and storage medium. Background Art

[0002] With the development of vehicle technology, during the driving process of a vehicle, the lateral control accuracy has relatively high calibration requirements for the steering wheel zero-position deviation (i.e., the steering wheel rotation angle when the front wheel angle is 0 degrees). If the calibration is inaccurate, the vehicle will continuously drift to one side.

[0003] In the related art, the identification of the steering wheel zero-position deviation is based on the vehicle kinematic model, but the tire side slip characteristics are not considered, resulting in inaccurate identification of the steering wheel zero-position deviation. Especially when the vehicle is at a high-speed state, the tire side slip is particularly serious, and the identification accuracy of the steering wheel zero-position deviation is very low. Summary of the Invention

[0004] The purpose of this application is to propose a vehicle steering compensation method, device, electronic device, and storage medium for the above-mentioned deficiencies in the prior art, and this purpose is achieved through the following technical solutions.

[0005] The first aspect of this application proposes a vehicle steering compensation method, and the method includes:

[0006] When the vehicle condition meets the preset straight-ahead condition, obtain the vehicle yaw rate currently measured to represent the degree of tire side slip;

[0007] Based on the vehicle yaw rate, the previously obtained zero-offset identification quantity, and the historical steering state information, obtain the current zero-offset identification quantity of the steering wheel;

[0008] According to the currently obtained road roll angle and the current zero-offset identification quantity, compensate the steering wheel angle.

[0009] The second aspect of this application proposes a vehicle steering compensation device, and the device includes:

[0010] A tire side slip measurement module, configured to obtain the vehicle yaw rate currently measured to represent the degree of tire side slip when the vehicle condition meets the preset straight-ahead condition;

[0011] A steering wheel zero-offset identification module, configured to obtain the current zero-offset identification quantity of the steering wheel based on the vehicle yaw rate, the previously obtained zero-offset identification quantity, and the historical steering state information;

[0012] A compensation module, configured to compensate the steering wheel angle according to the currently obtained road roll angle and the current zero-offset identification quantity.

[0013] A third aspect of the present application provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor. The processor executes the program to implement the method described in the first aspect above.

[0014] A fourth aspect of the present application provides a computer-readable storage medium, on which a computer program is stored. The program is executed by a processor to implement the method described in the first aspect above.

[0015] Based on the vehicle steering compensation method and device described in the first and second aspects above, the present application has at least the following beneficial effects or advantages:

[0016] When the vehicle is in a straight driving condition, the current zero-offset identification quantity of the steering wheel is obtained by using the vehicle yaw rate characterizing the tire side slip degree, the historical steering state information, and the last obtained zero-offset identification quantity, so as to improve the identification accuracy of the zero-offset data of the steering wheel. Then, the steering wheel angle is compensated according to the road roll angle and the current zero-offset identification quantity to avoid the problem of vehicle deviation when the road is inclined.

[0017] The above description is only an overview of the technical solution of the present application. In order to be able to understand the technical means of the present application more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of the present application more obvious and understandable, the following specifically illustrates the embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are used to provide a further understanding of the present application, and constitute a part of the present application. The schematic embodiments and descriptions thereof of the present application are used to explain the present application, and do not constitute an improper limitation to the present application. In the drawings:

[0019] Figure 1 is a flowchart of an embodiment of a vehicle steering compensation method shown according to an exemplary embodiment;

[0020] Figure 2 is a complete implementation flowchart of vehicle steering compensation shown according to an exemplary embodiment;

[0021] Figure 3 is a schematic structural diagram of a vehicle steering compensation device shown according to an exemplary embodiment;

[0022] Figure 4 is a schematic hardware structure diagram of an electronic device shown according to an exemplary embodiment;

[0023] Figure 5 is a schematic structural diagram of a storage medium shown according to an exemplary embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] Exemplary embodiments will be described in detail herein, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0025] The terms used in the present application are for the purpose of describing specific embodiments only and are not intended to limit the present application. The singular forms "a", "the", and "said" used in the present application and the appended claims are also intended to include the plural forms unless the context clearly dictates otherwise. It should also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0026] It should be understood that although the terms first, second, third, etc. may be used in the present application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "when" or "while" or "in response to determining".

[0027] As described above, when identifying the zero position deviation of the steering wheel in the existing solution, the tire side slip characteristics are not considered, resulting in inaccurate identification of the zero deviation data of the steering wheel. Even if the steering wheel angle is compensated, the problem of the vehicle running to one side still occurs.

[0028] The tire side slip characteristic refers to that when the vehicle is running, due to the action of road surface inclination, lateral wind or centrifugal force during curve driving, etc., a lateral force is generated on the wheel, causing the tire to side slip. Through experimental tests, in the case of tire side slip, the yaw rate of the vehicle can be obtained by converting according to the front wheel angle of the vehicle, but the actual yaw rate measured by the sensors on the vehicle does not reach the theoretical yaw rate obtained by conversion, and the more serious the tire side slip is, the greater the gap between the actual yaw rate and the theoretical yaw rate.

[0029] It can be seen from the above experiments that the degree of tire side slip can be reflected by the yaw rate of the vehicle.

[0030] Based on this, the present application proposes a vehicle steering compensation method. When it is determined that the vehicle is in a straight - running working condition, the vehicle yaw rate representing the tire sideslip degree is obtained, and the current zero - bias identification quantity of the steering wheel is obtained based on the vehicle yaw rate, historical steering state information, and the previously obtained zero - bias identification quantity, so as to improve the identification accuracy of the steering wheel zero - bias data, and then improve the vehicle lateral control accuracy. Then, the steering wheel angle is compensated according to the road roll angle and the current zero - bias identification quantity to avoid the problem of vehicle deviation when the road is inclined.

[0031] The following uses specific embodiments to elaborate in detail on the technical solution of the present application and how the technical solution of the present application solves the aforementioned technical problems. The several specific embodiments listed can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The following will describe the embodiments of the present application in detail with reference to the accompanying drawings.

[0032] Embodiment 1:

[0033] Figure 1 FIG. is a flowchart of an embodiment of a vehicle steering compensation method shown according to an exemplary embodiment, including the following steps:

[0034] Step 101: When the vehicle working condition meets the preset straight - running condition, obtain the vehicle yaw rate currently measured and representing the tire sideslip degree.

[0035] In this step, the preset straight - running condition means that the vehicle is in a normal straight - running working condition, rather than in a lane - changing or turning working condition. Therefore, it can be determined whether the vehicle is going straight through the preset straight - running condition. The obtained vehicle yaw rate is the actual yaw rate currently measured by the sensors on the vehicle.

[0036] In practical applications, there are many sensors installed on the vehicle. The data collected by some sensors (such as cameras, lidar, inertial measurement units, etc.) includes but is not limited to data on the vehicle's external environment and data for detecting the vehicle's position. The data collected by some sensors (such as wheel speed sensors, speed sensors, acceleration sensors, steering wheel angle sensors, front - wheel angle sensors, etc.) includes but is not limited to the vehicle's dynamic data. Among them, the above - mentioned vehicle yaw rate is obtained from the collected dynamic data.

[0037] In the embodiment of the present application, the preset straight - running condition includes at least one of the following conditions:

[0038] (1) Both the lateral error and the heading error between the current position of the vehicle and the reference trajectory point on the planned path are less than the corresponding first threshold, indicating that the vehicle is in a normal autonomous driving straight - running working condition, and both the lateral error and the heading error are relatively small;

[0039] (2) The current vehicle speed is higher than the preset speed, indicating that the vehicle is driving at a high speed.

[0040] (3) Both the current desired steering wheel angle of the vehicle (i.e., the steering wheel angle issued by the vehicle control module) and the actual steering wheel angle are less than the second threshold, indicating that the vehicle is not in a lane-changing or turning driving condition, and the interference of steering transmission ratio error and delay error can be reduced.

[0041] (4) The absolute value of the current lateral acceleration of the vehicle is less than the third threshold, indicating that the vehicle is in a normal autonomous driving straight-line condition, avoiding the influence of large steering errors during vehicle lane-changing on the steering wheel zero offset.

[0042] Among them, the first threshold, the preset speed, the second threshold, and the third threshold can be reasonable thresholds set in advance on the premise of ensuring data quality, and can be set through experimental tests or actual applications.

[0043] Among the above conditions, the reference trajectory point is the trajectory point on the planned path that is closest to the current position of the vehicle. The lateral error and the heading error are the lateral distance deviation and the heading angle deviation between the vehicle and the reference trajectory point.

[0044] It should be noted that when the vehicle condition does not meet the preset straight-line condition, it means that the steering error of the vehicle at this time has a great influence on the steering wheel zero offset and is not suitable for steering wheel zero offset identification. Therefore, the previously obtained zero offset identification quantity and the currently obtained road roll angle can be used to compensate the steering wheel angle.

[0045] From the above description, it can be seen that when the vehicle condition meets the preset straight-line condition, the steering error of the vehicle at this time is very small and will not affect the steering wheel zero offset. Therefore, it is suitable for steering wheel zero offset identification. If the vehicle condition does not meet the preset straight-line condition, the steering error of the vehicle at this time is relatively large and has a great influence on the steering wheel zero offset, and it is not suitable for steering wheel zero offset identification. Therefore, the previously obtained zero offset identification quantity can be used for this compensation.

[0046] In practical applications, the sensors on the vehicle periodically or real-time obtain sensor data, and the driving system on the vehicle also periodically (e.g., 10 milliseconds) or real-time compensates the vehicle steering.

[0047] Based on the above description, those skilled in the art can understand that "when the vehicle condition meets the preset straight-line condition, obtaining the vehicle yaw rate representing the tire side slip degree measured currently" described in step 101 is a periodic cyclic process during the vehicle driving process.

[0048] Step 102: Based on the vehicle yaw rate, the previously obtained zero offset identification quantity, and the historical steering state information, obtain the current zero offset identification quantity of the steering wheel.

[0049] In this step, the zero-bias identification quantity obtained last time is the zero-bias identification quantity used for steering compensation in the previous cycle. Considering the latency of vehicle steering control, the historical steering state information is the steering state information before the steering latency. Assuming the vehicle steering latency is 300 milliseconds and the control cycle is 10 milliseconds, then the steering state information 300 / 10 = 30 control cycles before can be obtained.

[0050] Thus, it can be seen that the steering state information before the steering latency is the true steering state in which the vehicle is currently located.

[0051] As a possible embodiment, the historical steering state information before the steering latency can be obtained according to the vehicle driving state, and then according to the current vehicle speed and the historical steering state information, the zero-bias identification quantity of the steering wheel is calculated, and the calculated zero-bias identification quantity is updated using the zero-bias identification quantity obtained last time and a preset weight to obtain the current zero-bias identification quantity.

[0052] In this embodiment, the zero-bias identification quantity refers to the steering wheel degree when the front wheel angle is 0 degrees. Updating the currently calculated zero-bias identification quantity using the zero-bias identification quantity obtained last time can avoid the steering wheel jitter caused by using a single identification quantity for compensation.

[0053] In a specific embodiment, the vehicle driving state may include two scenarios: the autonomous driving state and the manual driving state. For the process of obtaining the historical steering state information before the steering latency according to the vehicle driving state, in the scenario where the vehicle driving state is the autonomous driving state, the control module will issue an instruction for the front wheel angle for vehicle steering control, so the historical front wheel angle before the steering latency can be obtained as the historical steering state information; in the scenario where the vehicle driving state is the manual driving state, the driver operates the steering wheel for steering control, so the historical chassis feedback angle before the steering latency can be obtained as the historical steering state information. Among them, the chassis feedback angle is the front wheel angle converted from the steering wheel angle measured by the sensor.

[0054] In a specific embodiment, the process of calculating the zero-bias identification quantity of the steering wheel according to the current vehicle speed and the historical steering state information includes:

[0055] First, the curvature correction factor is calculated using the current vehicle speed. The specific calculation formula is as follows:

[0056]

[0057] In the above formula, is the tire slip factor, L is the vehicle wheelbase, C f and C r are the cornering stiffnesses of the front and rear wheels of the vehicle, l f and lr are the distances from the center of mass to the front and rear axles of the vehicle, both of which are constants, m is the vehicle weight, and v is the current vehicle speed.

[0058] It can be seen from the above calculation formula of the curvature correction factor that the higher the vehicle speed, the smaller the curvature correction factor. When the vehicle speed is relatively low, this value is approximately 1.

[0059] Then, according to the curvature correction factor, historical steering state information, vehicle wheelbase, and current vehicle speed, the zero-offset identification quantity of the steering wheel is calculated. The specific calculation formula is as follows:

[0060]

[0061] In the above formula, i is the current cycle, that is, the i-th cycle; in the autonomous driving state, is the front wheel angle x cycles ago (x represents the number of cycles of steering delay. Assuming that the control cycle is 10 milliseconds and the steering delay is 300 milliseconds, then x = 30). In the manual driving state, is the chassis feedback angle x cycles ago; is the vehicle yaw rate in the i-th cycle, and steer_ratio is the conversion ratio between the steering wheel angle and the front wheel angle.

[0062] Furthermore, when updating the calculated zero-offset identification quantity by using the previously obtained zero-offset identification quantity and the preset weight, the calculation formula of the current zero-offset identification quantity is as follows:

[0063]

[0064] Among them, is the previously obtained zero-offset identification quantity, that is, the zero-offset identification quantity of the previous cycle, e i is the zero-offset identification quantity in the i-th cycle, and ɑ is the update weight between 0 and 1. The larger this value is, the faster the zero-offset convergence speed of the steering wheel is, and the stability decreases; conversely, the smaller this value is, the slower the convergence speed of the steering wheel is, and the stability increases.

[0065] It should be noted that after obtaining the current zero-offset identification quantity of the steering wheel, the current zero-offset identification quantity can be compared with the preset identification threshold. If the current zero-offset identification quantity exceeds the preset identification threshold, it means that the zero-offset of the vehicle steering wheel is too large and needs to be recalibrated. Therefore, an alarm prompt is output.

[0066] Step 103: Compensate the steering wheel angle according to the currently obtained road roll angle and the current zero-offset identification quantity.

[0067] Among them, the road roll angle can represent the inclination degree of the road.

[0068] As an alternative implementation, the roll compensation amount can be calculated based on the road roll angle and a preset ratio, and then the steering wheel angle can be compensated by using the roll compensation amount and the current zero-offset identification amount.

[0069] In this implementation, the preset ratio is the conversion value between the steering wheel angle and the road roll angle, and this value can be obtained based on experiments.

[0070] For example, assume that the current zero-offset identification amount is 1.5 degrees, the roll compensation amount is 0.5 degrees, and the steering wheel angle issued by the control module is 5 degrees. Then, after compensation, the actual steering wheel angle command sent is 5 + 1.5 + 0.5 = 7 degrees.

[0071] It should be noted here that the road roll angle in step 103 is the average value of the road roll angles continuously collected by the sensor, which can reduce the influence of sensor jitter on steering stability.

[0072] So far, the above Figure 1 shown vehicle steering compensation process is completed. When the vehicle is in a straight running condition, the current zero-offset identification amount of the steering wheel is obtained by using the vehicle yaw rate representing the side slip degree of the tire, the historical steering state information, and the last obtained zero-offset identification amount, so as to improve the identification accuracy of the steering wheel zero-offset data. Then, the steering wheel angle is compensated according to the road roll angle and the current zero-offset identification amount to avoid the problem of vehicle deviation when the road is inclined.

[0073] Embodiment 2:

[0074] Based on the above Figure 1 shown embodiment, the vehicle steering compensation process will be described in detail below.

[0075] Figure 2 The complete implementation flowchart of vehicle steering compensation shown according to an exemplary embodiment includes the following steps:

[0076] 1. Judgment of identification conditions

[0077] (1) Both the lateral error and the heading error between the current vehicle position and the reference trajectory point on the planned path are less than the corresponding first threshold, indicating that the vehicle is in a normal autonomous driving straight running condition, and both the lateral error and the heading error are relatively small;

[0078] (2) The current vehicle speed is higher than the preset speed, indicating that the vehicle is traveling at a high speed;

[0079] (3) Both the current desired steering wheel angle (i.e., the steering wheel angle issued by the vehicle control module) and the actual steering wheel angle of the vehicle are less than the second threshold, indicating that the vehicle is not in a lane-changing or turning driving condition, which can reduce the interference of steering ratio error and delay error;

[0080] (4) The absolute value of the current lateral acceleration of the vehicle is less than the third threshold, indicating that the vehicle is in the normal autonomous driving straight - running condition, and avoiding the influence on the zero - offset of the steering wheel caused by a large steering error during vehicle lane - change.

[0081] Specifically, when the above four conditions are met, steps 2 - 6 below are executed; otherwise, the steering wheel angle is compensated using the zero - offset identification quantity obtained in the previous cycle and the road roll angle obtained currently.

[0082] 2. Calculate the curvature correction factor

[0083] Calculate the curvature correction factor using the current vehicle speed. The calculation formula is as follows:

[0084]

[0085] In the above formula, is the tire slip factor, L is the vehicle wheelbase, C f and C r are the cornering stiffnesses of the front and rear wheels of the vehicle, l f and l r are the distances from the front and rear axles of the vehicle to the center of mass, all of which are constants, m is the vehicle weight, and v is the current vehicle speed.

[0086] 3. Calculate the zero - offset identification quantity of the steering wheel

[0087] Calculate the zero - offset identification quantity of the steering wheel according to the curvature correction factor, historical steering state information, vehicle wheelbase, and current vehicle speed. The specific calculation formula is as follows:

[0088]

[0089] In the above formula, i is the current cycle, that is, the i - th cycle; in the autonomous driving state, is the front - wheel angle x cycles ago (x represents the number of cycles of steering delay), and in the manual driving state, is the chassis feedback angle x cycles ago; is the vehicle yaw rate in the i - th cycle, and steer_ratio is the conversion ratio between the steering wheel angle and the front - wheel angle.

[0090] 4. Update of the zero - offset identification quantity

[0091] Update the calculated zero - offset identification quantity using the previously obtained zero - offset identification quantity and a preset weight. The update formula is as follows:

[0092]

[0093] Among them, is the zero-offset identification quantity obtained last time, that is, the zero-offset identification quantity of the previous cycle, e i is the zero-offset identification quantity of the i-th cycle, and ɑ is the update weight between 0 and 1.

[0094] 5. Amplitude limit of zero-offset identification quantity

[0095] If the updated zero-offset identification quantity exceeds the preset identification threshold, it indicates that the zero offset of the vehicle steering wheel is too large and needs to be recalibrated. Therefore, an alarm prompt is output.

[0096] 6. Road roll compensation

[0097] Calculate the average value of the road roll angles continuously collected by the sensor:

[0098]

[0099] Calculate the roll compensation amount:

[0100] 7. Calculate the final steering wheel angle compensation amount

[0101]

[0102] Corresponding to the embodiments of the vehicle steering compensation method described above, the present application also provides embodiments of a vehicle steering compensation device.

[0103] Figure 3 is a schematic structural diagram of a vehicle steering compensation device shown according to an exemplary embodiment. The device is used to execute the vehicle steering compensation method provided in any of the above embodiments, such as Figure 3 shown, the vehicle steering compensation device includes:

[0104] A tire slip angle measurement module 310, configured to obtain the vehicle yaw rate currently measured to characterize the tire slip angle when the vehicle condition meets the preset straight-ahead condition;

[0105] A steering wheel zero-offset identification module 320, configured to obtain the current zero-offset identification quantity of the steering wheel based on the vehicle yaw rate, the zero-offset identification quantity obtained last time, and the historical steering state information;

[0106] A first compensation module 330, configured to compensate the steering wheel angle according to the currently obtained road roll angle and the current zero-offset identification quantity.

[0107] In an alternative implementation, the steering wheel zero-offset identification module 320 is specifically configured to obtain historical steering state information before steering delay according to the vehicle driving state; calculate the zero-offset identification quantity of the steering wheel according to the current vehicle speed and the historical steering state information; and update the calculated zero-offset identification quantity by using the previously obtained zero-offset identification quantity and a preset weight to obtain the current zero-offset identification quantity.

[0108] In an alternative implementation, during the process of obtaining historical steering state information before steering delay according to the vehicle driving state, when the vehicle driving state is the autonomous driving state, the steering wheel zero-offset identification module 320 is specifically configured to obtain the historical front wheel steering angle before steering delay as the historical steering state information; when the vehicle driving state is the manual driving state, obtain the historical chassis feedback steering angle before steering delay as the historical steering state information.

[0109] In an alternative implementation, during the process of calculating the zero-offset identification quantity of the steering wheel according to the current vehicle speed and the historical steering state information, the steering wheel zero-offset identification module 320 is specifically configured to calculate a curvature correction factor by using the current vehicle speed; and calculate the zero-offset identification quantity of the steering wheel according to the curvature correction factor, the historical steering state information, the vehicle wheelbase, and the current vehicle speed.

[0110] In an alternative implementation, the first compensation module 330 is specifically configured to calculate a roll compensation quantity according to the road roll angle and a preset ratio; the preset ratio is a conversion value between the steering wheel angle and the road roll angle; and compensate the steering wheel angle by using the roll compensation quantity and the current zero-offset identification quantity.

[0111] In an alternative implementation, the device further includes ( Figure 3 not shown in the figure):

[0112] A second compensation module, configured to compensate the steering wheel angle by using the previously obtained zero-offset identification quantity and the currently obtained road roll angle when the vehicle condition does not meet the preset straight-line condition.

[0113] In an alternative implementation, the preset straight-line condition includes at least one of the following:

[0114] Both the lateral error and the heading error between the current vehicle position and the reference trajectory point on the planned path are less than corresponding first thresholds;

[0115] The current vehicle speed is higher than a preset speed;

[0116] Both the current desired steering wheel angle and the actual steering wheel angle of the vehicle are less than a second threshold;

[0117] The absolute value of the current lateral acceleration of the vehicle is less than a third threshold.

[0118] For the implementation processes of the functions and actions of each unit in the above device, please refer to the implementation processes of the corresponding steps in the above method for details, which will not be elaborated here.

[0119] For the device embodiments, since they basically correspond to the method embodiments, relevant parts can refer to the partial descriptions of the method embodiments. The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this application. Those of ordinary skill in the art can understand and implement it without creative efforts.

[0120] This application implementation also provides an electronic device corresponding to the vehicle steering compensation method provided in the foregoing implementation, to execute the above vehicle steering compensation method.

[0121] Figure 4 Shown is a hardware structure diagram of an electronic device according to an exemplary embodiment. The electronic device includes: a communication interface 601, a processor 602, a memory 603, and a bus 604; among them, the communication interface 601, the processor 602, and the memory 603 complete mutual communication through the bus 604. The processor 602 can execute the vehicle steering compensation method described above by reading and executing the machine-executable instructions corresponding to the control logic of the vehicle steering compensation method in the memory 603. For the specific content of this method, please refer to the above embodiments and will not be repeated here.

[0122] The memory 603 mentioned in this application can be any electronic, magnetic, optical or other physical storage device, which can store information such as executable instructions, data, etc. Specifically, the memory 603 can be RAM (Random Access Memory), flash memory, a storage drive (such as a hard disk drive), any type of storage disk (such as an optical disk, a DVD, etc.), or a similar storage medium, or a combination thereof. The communication connection between this system network element and at least one other network element is realized through at least one communication interface 601 (which can be wired or wireless), and the Internet, a wide area network, a local area network, a metropolitan area network, etc. can be used.

[0123] The bus 604 can be an ISA bus, a PCI bus or an EISA bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. Among them, the memory 603 is used to store programs, and the processor 602 executes the programs after receiving execution instructions.

[0124] The processor 602 may be an integrated circuit chip with the ability to process signals. In the implementation process, each step of the above method can be completed by the integrated logic circuit of the hardware in the processor 602 or the instructions in the form of software. The above-mentioned processor 602 may be a general-purpose processor, including a network processor (NP for short), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. It can implement or execute the various methods, steps and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc. The steps of the method disclosed in combination with the embodiments of the present application can be directly embodied as being executed by the hardware decoding processor, or executed by a combination of the hardware and software modules in the decoding processor.

[0125] The electronic device provided in the embodiments of the present application and the vehicle steering compensation method provided in the embodiments of the present application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by them.

[0126] The embodiments of the present application also provide a computer-readable storage medium corresponding to the vehicle steering compensation method provided in the foregoing embodiments. Please refer to Figure 5 As shown, the computer-readable storage medium shown is an optical disc 30, on which a computer program (i.e., a program product) is stored. When the computer program is run by a processor, it will execute the vehicle steering compensation method provided in any of the foregoing embodiments.

[0127] It should be noted that examples of the computer-readable storage medium may also include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other optical and magnetic storage media, which will not be elaborated here one by one.

[0128] The computer-readable storage medium provided in the above embodiments of the present application and the vehicle steering compensation method provided in the embodiments of the present application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application programs stored therein.

[0129] Other embodiments of the present application will be readily contemplated by those skilled in the art upon considering the specification and practicing the invention disclosed herein. The present application is intended to cover any variations, uses, or adaptations of the present application that follow the general principles of the present application and include known common knowledge or conventional technical means in the technical field not disclosed in the present application. The specification and examples are only illustrative, and the true scope and spirit of the present application are pointed out by the following claims.

[0130] It should also be noted that the term "comprising", "including" or any other variation thereof is intended to cover non-exclusive inclusion, such that a process, method, commodity or device comprising a series of elements not only includes those elements but also includes other elements not expressly listed, or further includes elements inherent to such process, method, commodity or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, commodity or device comprising the element.

[0131] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A vehicle steering compensation method, characterized in that, The method includes: When the vehicle condition meets the preset straight - driving condition, obtaining the vehicle yaw rate measured currently, which characterizes the tire sideslip degree; Based on the vehicle yaw rate, the previously obtained zero - bias identification quantity, and the historical steering state information, obtaining the current zero - bias identification quantity of the steering wheel; According to the currently obtained road roll angle and the current zero - bias identification quantity, compensating the steering wheel angle.

2. The method according to claim 1, characterized in that, The obtaining the current zero - bias identification quantity of the steering wheel based on the vehicle yaw rate, the previously obtained zero - bias identification quantity, and the historical steering state information includes: Obtaining the historical steering state information before the steering delay according to the vehicle driving state; Calculating the zero - bias identification quantity of the steering wheel according to the current vehicle speed and the historical steering state information; Updating the calculated zero - bias identification quantity by using the previously obtained zero - bias identification quantity and a preset weight to obtain the current zero - bias identification quantity.

3. The method according to claim 2, characterized in that, The obtaining the historical steering state information before the steering delay according to the vehicle driving state includes: When the vehicle driving state is the autonomous driving state, obtaining the historical front - wheel angle before the steering delay as the historical steering state information; When the vehicle driving state is the manual driving state, obtaining the historical chassis feedback angle before the steering delay as the historical steering state information.

4. The method according to claim 2, characterized in that, The calculating the zero - bias identification quantity of the steering wheel according to the current vehicle speed and the historical steering state information includes: Calculating the curvature correction factor by using the current vehicle speed; Calculating the zero - bias identification quantity of the steering wheel according to the curvature correction factor, the historical steering state information, the vehicle wheelbase, and the current vehicle speed.

5. The method according to claim 1, characterized in that, The compensating the steering wheel angle according to the currently obtained road roll angle and the current zero - bias identification quantity includes: Calculating the roll compensation quantity according to the road roll angle and a preset ratio; the preset ratio is the conversion value between the steering wheel angle and the road roll angle; Compensating the steering wheel angle by using the roll compensation quantity and the current zero - bias identification quantity.

6. The method according to any one of claims 1-5, characterized in that, The method further includes: When the vehicle condition does not meet the preset straight - driving condition, compensating the steering wheel angle by using the previously obtained zero - bias identification quantity and the currently obtained road roll angle.

7. The method according to any one of claims 1-5, characterized in that, The preset straight - driving condition includes at least one of the following: Both the lateral error and the heading error between the current vehicle position and the reference trajectory point on the planned path are less than the corresponding first thresholds; The current vehicle speed is higher than the preset speed; Both the current desired steering wheel angle and the actual steering wheel angle of the vehicle are less than the second threshold; The absolute value of the current lateral acceleration of the vehicle is less than the third threshold.

8. A vehicle steering compensation device, characterized in that, The device includes: A tire sideslip measurement module, configured to obtain the vehicle yaw rate measured currently, which characterizes the tire sideslip degree, when the vehicle condition meets the preset straight - driving condition; A steering - wheel zero - bias identification module, configured to obtain the current zero - bias identification quantity of the steering wheel based on the vehicle yaw rate, the previously obtained zero - bias identification quantity, and the historical steering state information; A compensation module, configured to compensate the steering wheel angle according to the currently obtained road roll angle and the current zero - bias identification quantity.

9. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the program to implement the method according to any one of claims 1 - 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by a processor to implement the method according to any one of claims 1-7.

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