Vehicle steering wheel correction method and device, electronic equipment and storage medium

Abstract

The embodiment of the invention provides a vehicle steering wheel correction method and device, electronic equipment and a storage medium. The method comprises the steps that when it is monitored that the duration that the steering angle of a steering wheel is kept unchanged in the process that a vehicle runs according to a planned path reaches the preset duration, the steering wheel is corrected; respectively determining yaw parameters of the vehicle deviating from the planned path at two different moments within the target time period when the steering angle of the steering wheel is kept unchanged; according to the difference value between the yaw parameters and the vehicle state control principle, the actual wheel turning angle of the vehicle in the target time period is determined; determining a target steering wheel rotation angle according to the actual wheel rotation angle and the corresponding relation between the steering wheel rotation angle and the wheel rotation angle; and according to the difference value between the target steering wheel rotation angle and the steering wheel rotation angle in the target time period, the steering wheel rotation angle of the vehicle is corrected. The control of the steering wheel is compensated according to the vehicle control effect of the last time period, so that the control accuracy of the steering wheel is improved, and the driving stability of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of autonomous driving, and particularly to a method, device, electronic device and storage medium for correcting a vehicle steering wheel. Background Art

[0002] In the field of autonomous driving, how to accurately control the steering wheel according to the planned path of the vehicle has always been the focus of attention.

[0003] Since the steering wheel angle of the vehicle and the wheel angle are not linearly corresponding, the current control method is to pre - establish a mapping table between the steering wheel angle and the wheel angle. During the process of controlling the vehicle, first calculate the expected wheel angle according to the planned path of the vehicle, then query the steering wheel angle corresponding to the expected wheel angle in the pre - established mapping table, and then control the steering wheel according to the queried steering wheel angle, so that the vehicle travels according to the planned path.

[0004] However, the pre - established mapping table can only represent the corresponding relationship between the steering wheel angle and the wheel angle of the vehicle in a single environment. When the driving environment of the vehicle changes, the friction coefficient of the ground will also change, thus changing the corresponding relationship between the steering wheel angle and the wheel angle. Therefore, when using the same mapping table to control the steering wheel in different driving environments, there will be an error between the expected wheel angle and the actual response wheel angle of the vehicle, resulting in the vehicle deviating from the planned path. Summary of the Invention

[0005] The purpose of the embodiments of the present application is to provide a method, device, electronic device and storage medium for correcting a vehicle steering wheel, so as to more accurately control the steering wheel and improve the driving stability of the vehicle on the planned path. The specific technical solutions are as follows:

[0006] In a first aspect, the embodiments of the present application provide a method for correcting a vehicle steering wheel, the method including:

[0007] When it is monitored that the duration for which the steering wheel angle remains unchanged during the process of the vehicle traveling according to the planned path reaches a preset duration, determine a first yaw parameter at which the vehicle deviates from the planned path at a first moment, and a second yaw parameter at which the vehicle deviates from the planned path at a second moment, where the first moment and the second moment are different moments within a target time period when the steering wheel angle remains unchanged;

[0008] According to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle, determine the actual wheel angle of the vehicle within the target time period;

[0009] Determine the target steering wheel angle according to the actual wheel angle and the pre-established correspondence between the steering wheel angle and the wheel angle;

[0010] Correct the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle within the target time period.

[0011] Optionally, the determining the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment includes:

[0012] Obtain the reference object information of the actual environment during the vehicle driving along the planned path;

[0013] Based on the reference object information and the position relationship between the vehicle and the reference object information, determine the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment.

[0014] Optionally, the reference object information is the lane line information around the vehicle;

[0015] The determining the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment based on the reference object information and the position relationship between the vehicle and the reference object information includes:

[0016] Obtain the first driving direction and the first position of the vehicle at the first moment, and the second driving direction and the second position of the vehicle at the second moment;

[0017] Determine the included angle between the first driving direction and the first lane direction as the first yaw angle of the vehicle deviating from the planned path at the first moment, where the first lane direction is the tangent direction of the first lane line around the vehicle at the first moment;

[0018] Determine the distance between the first position and the first lane line as the first yaw distance of the vehicle deviating from the planned path at the first moment;

[0019] Determine the included angle between the second driving direction and the second lane direction as the second yaw angle of the vehicle deviating from the planned path at the second moment, where the second lane direction is the tangent direction of the second lane line around the vehicle at the second moment;

[0020] Determine the distance between the second position and the second lane line as the second yaw distance of the vehicle deviating from the planned path at the second moment.

[0021] Optionally, determining the included angle between the first driving direction and the first lane direction as the first yaw angle at which the vehicle deviates from the planned path at the first moment includes:

[0022] Taking the centroid position and driving direction of the vehicle at the first moment as the origin and the horizontal axis direction of the coordinate system respectively, establish a first coordinate system;

[0023] Map the lane line information obtained at the first moment into the first coordinate system, and perform a cubic polynomial fitting on the mapped lane line information to obtain a first lane function;

[0024] Determine the arctangent value of the first derivative value of the first lane function when x = 0 as the first yaw angle at which the vehicle deviates from the planned path at the first moment;

[0025] Determining the included angle between the second driving direction and the second lane direction as the second yaw angle at which the vehicle deviates from the planned path at the second moment includes:

[0026] Taking the centroid position and driving direction of the vehicle at the second moment as the origin and the horizontal axis direction of the coordinate system respectively, establish a second coordinate system;

[0027] Map the lane line information obtained at the second moment into the second coordinate system, and perform a cubic polynomial fitting on the mapped lane line information to obtain a second lane function;

[0028] Determine the arctangent value of the first derivative value of the second lane function when x = 0 as the second yaw angle at which the vehicle deviates from the planned path at the second moment.

[0029] Optionally, determining the distance between the first position and the first lane line as the first yaw distance at which the vehicle deviates from the planned path at the first moment includes:

[0030] Determine the zero - order derivative value of the first lane function when x = 0 as the first yaw distance at which the vehicle deviates from the planned path at the first moment;

[0031] Determining the distance between the second position and the second lane line as the second yaw distance at which the vehicle deviates from the planned path at the second moment includes:

[0032] Determine the zero - order derivative value of the second lane function when x = 0 as the second yaw distance at which the vehicle deviates from the planned path at the second moment.

[0033] Optionally, the reference information is the environmental information around the vehicle and a high-precision map pre-created including the planned path;

[0034] Determining a first yaw parameter of the vehicle deviating from the planned path at a first moment and a second yaw parameter of the vehicle deviating from the planned path at a second moment based on the reference information and the positional relationship between the vehicle and the reference information includes:

[0035] Comparing the environmental information around the vehicle obtained at the first moment with the high-precision map to determine a first vehicle position of the vehicle at the first moment;

[0036] Comparing the environmental information around the vehicle obtained at the second moment with the high-precision map to determine a second vehicle position of the vehicle at the second moment;

[0037] Determining a first yaw distance of the vehicle deviating from the planned path at the first moment according to the positional relationship between the first vehicle position and the first lane line, where the first lane line is the lane line around the vehicle at the first moment;

[0038] Determining a second yaw distance of the vehicle deviating from the planned path at the second moment according to the positional relationship between the second vehicle position and the second lane line, where the second lane line is the lane line around the vehicle at the second moment;

[0039] Determining a first yaw angle of the vehicle deviating from the planned path at the first moment and a second yaw angle of the vehicle deviating from the planned path at the second moment respectively according to the inertial measurement unit on the vehicle.

[0040] Optionally, the first yaw parameter includes a first yaw angle and a first yaw distance, and the second yaw parameter includes a second yaw angle and a second yaw distance;

[0041] Determining an actual wheel rotation angle of the vehicle within the target time period according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle includes:

[0042] Under the constraint of the vehicle two-degree-of-freedom dynamics model, determining the corresponding relationship between the system state matrix and the system control input matrix when the value of the performance function of the pre-constructed LQR model is 0, where the performance function is used to characterize the path deviation caused by the system state matrix and the control energy loss caused by the wheel rotation angle during the vehicle driving process, and the system control input matrix is used to represent the wheel rotation angle;

[0043] Determine a yaw angle difference and a yaw angle difference change rate based on the first yaw angle, the second yaw angle, and the time difference between the first moment and the second moment, and determine a yaw distance difference and a yaw distance difference change rate based on the first yaw distance, the second yaw distance, and the time difference between the first moment and the second moment;

[0044] Construct a target system state matrix of the vehicle within the target time period based on the yaw angle difference, the yaw angle difference change rate, the yaw distance difference, and the yaw distance difference change rate;

[0045] Determine a target system control input matrix of the vehicle within the target time period based on the target system state matrix and the correspondence between the system state matrix and the system control input matrix, and use it as the actual wheel rotation angle of the vehicle within the target time period.

[0046] In a second aspect, an embodiment of the present application provides a vehicle steering wheel correction device, and the device includes:

[0047] A yaw parameter determination module, configured to determine a first yaw parameter of the vehicle deviating from the planned path at a first moment and a second yaw parameter of the vehicle deviating from the planned path at a second moment when it is monitored that the duration of the steering wheel rotation angle remaining unchanged during the process of the vehicle driving along the planned path reaches a preset duration, where the first moment and the second moment are different moments within the target time period when the steering wheel rotation angle remains unchanged;

[0048] An actual wheel rotation angle determination module, configured to determine the actual wheel rotation angle of the vehicle within the target time period according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle;

[0049] A target steering wheel rotation angle determination module, configured to determine a target steering wheel rotation angle according to the actual wheel rotation angle and the pre-established correspondence between the steering wheel rotation angle and the wheel rotation angle;

[0050] A correction module, configured to correct the steering wheel rotation angle of the vehicle according to the difference between the target steering wheel rotation angle and the steering wheel rotation angle within the target time period.

[0051] Optionally, the yaw parameter determination module includes:

[0052] A reference object information acquisition sub-module, configured to acquire reference object information of the actual environment during the process of the vehicle driving along the planned path;

[0053] A yaw parameter determination sub-module, configured to determine a first yaw parameter of the vehicle deviating from the planned path at a first moment and a second yaw parameter of the vehicle deviating from the planned path at a second moment based on the reference object information and the positional relationship between the vehicle and the reference object information.

[0054] Optionally, the reference object information is lane line information around the vehicle;

[0055] The yaw parameter determination sub-module includes:

[0056] An acquisition unit, configured to acquire a first driving direction and a first position of the vehicle at a first moment, and a second driving direction and a second position of the vehicle at a second moment;

[0057] A first yaw angle determination unit, configured to determine an angle between the first driving direction and a first lane direction as the first yaw angle of the vehicle deviating from the planned path at the first moment, where the first lane direction is a tangent direction of a first lane line around the vehicle at the first moment;

[0058] A first yaw distance determination unit, configured to determine a distance between the first position and the first lane line as the first yaw distance of the vehicle deviating from the planned path at the first moment;

[0059] A second yaw angle determination unit, configured to determine an angle between the second driving direction and a second lane direction as the second yaw angle of the vehicle deviating from the planned path at the second moment, where the second lane direction is a tangent direction of a second lane line around the vehicle at the second moment;

[0060] A second yaw distance determination unit, configured to determine a distance between the second position and the second lane line as the second yaw distance of the vehicle deviating from the planned path at the second moment.

[0061] Optionally, the first yaw angle determination unit includes:

[0062] A first coordinate system establishment sub-unit, configured to establish a first coordinate system with the centroid position and the driving direction of the vehicle at the first moment as the origin and the horizontal axis direction of the coordinate system respectively;

[0063] A first lane function determination sub-unit, configured to map the lane line information acquired at the first moment into the first coordinate system, and perform a cubic polynomial fitting on the mapped lane line information to obtain a first lane function;

[0064] The first yaw angle determination subunit is configured to determine the arctangent value of the first derivative value of the first lane function at x = 0 as the first yaw angle at which the vehicle deviates from the planned path at the first moment;

[0065] The second yaw angle determination unit includes:

[0066] The second coordinate system establishment subunit is configured to establish a second coordinate system with the centroid position and the driving direction of the vehicle at the second moment as the origin and the horizontal axis direction of the coordinate system respectively;

[0067] The second lane function determination subunit is configured to map the lane line information obtained at the second moment into the second coordinate system and perform cubic polynomial fitting on the mapped lane line information to obtain a second lane function;

[0068] The second yaw angle determination subunit is configured to determine the arctangent value of the first derivative value of the second lane function at x = 0 as the second yaw angle at which the vehicle deviates from the planned path at the second moment.

[0069] Optionally, the first yaw distance determination unit includes:

[0070] The first yaw distance determination subunit is configured to determine the zero - order derivative value of the first lane function at x = 0 as the first yaw distance at which the vehicle deviates from the planned path at the first moment;

[0071] The second yaw distance determination unit includes:

[0072] The second yaw distance determination subunit is configured to determine the zero - order derivative value of the second lane function at x = 0 as the second yaw distance at which the vehicle deviates from the planned path at the second moment.

[0073] Optionally, the reference object information is the environmental information around the vehicle and a high - definition map including the planned path created in advance;

[0074] The yaw parameter determination sub - module includes:

[0075] The first vehicle position determination unit is configured to compare the environmental information around the vehicle obtained at the first moment with the high - definition map to determine the first vehicle position of the vehicle at the first moment;

[0076] The second vehicle position determination unit is configured to compare the environmental information around the vehicle obtained at the second moment with the high - definition map to determine the second vehicle position of the vehicle at the second moment;

[0077] The first yaw parameter determination unit is configured to determine a first yaw distance at which the vehicle deviates from the planned path at the first moment according to the positional relationship between the first vehicle position and the first lane line, where the first lane line is the lane line around the vehicle at the first moment, and determine a first yaw angle at which the vehicle deviates from the planned path at the first moment according to the inertial measurement unit on the vehicle;

[0078] The second yaw parameter determination unit is configured to determine a second yaw distance at which the vehicle deviates from the planned path at the second moment according to the positional relationship between the second vehicle position and the second lane line, where the second lane line is the lane line around the vehicle at the second moment, and determine a second yaw angle at which the vehicle deviates from the planned path at the second moment according to the inertial measurement unit on the vehicle.

[0079] Optionally, the first yaw parameter includes a first yaw angle and a first yaw distance, and the second yaw parameter includes a second yaw angle and a second yaw distance;

[0080] The actual wheel steering angle determination module includes:

[0081] A correspondence determination sub-module is configured to determine the correspondence between the system state matrix and the system control input matrix when the value of the performance function of the pre-constructed LQR model is 0 under the constraint of the vehicle two-degree-of-freedom dynamics model, where the performance function is used to characterize the path deviation caused by the system state matrix and the control energy loss caused by the wheel steering angle during the vehicle driving process, and the system control input matrix is used to represent the wheel steering angle;

[0082] A parameter determination sub-module is configured to determine a yaw angle difference and a yaw angle difference change rate according to the first yaw angle, the second yaw angle, and the time difference between the first moment and the second moment, and determine a yaw distance difference and a yaw distance difference change rate according to the first yaw distance, the second yaw distance, and the time difference between the first moment and the second moment;

[0083] A target system state matrix construction sub-module is configured to construct a target system state matrix of the vehicle during the target time period according to the yaw angle difference, the yaw angle difference change rate, the yaw distance difference, and the yaw distance difference change rate;

[0084] An actual wheel steering angle determination sub-module is configured to determine a target system control input matrix of the vehicle during the target time period according to the target system state matrix and the correspondence between the system state matrix and the system control input matrix, and use it as the actual wheel steering angle of the vehicle during the target time period.

[0085] In a third aspect, an embodiment of the present application provides an electronic device, including:

[0086] a memory for storing a computer program;

[0087] a processor, configured to implement the method according to any one of the first aspects when executing the program stored in the memory.

[0088] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which a computer program is stored, and when the computer program is executed by a processor, the method according to any one of the first aspects is implemented.

[0089] Advantages of the embodiments of the present application:

[0090] In the solution provided by the embodiment of the present application, when the electronic device monitors that the duration of the steering wheel angle remaining unchanged during the process of the vehicle traveling along the planned path reaches a preset duration, the electronic device can determine a first yaw parameter of the vehicle deviating from the planned path at a first moment and a second yaw parameter of the vehicle deviating from the planned path at a second moment, where the first moment and the second moment are different moments within the target time period when the steering wheel angle remains unchanged; according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle, determine the actual wheel angle of the vehicle within the target time period; according to the actual wheel angle and the pre-established correspondence between the steering wheel angle and the wheel angle, determine the target steering wheel angle; according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, correct the steering wheel angle of the vehicle. Since the desired wheel angle corresponds to the steering wheel angle within the target time period, and the actual wheel angle determined by the electronic device corresponds to the target steering wheel angle, when correcting the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, the compensation amount of the wheel angle generated can well compensate for the difference between the actual wheel angle and the desired wheel angle. Thus, it makes up for the control error generated when using the same mapping table to control the steering wheel in different driving environments, improves the accuracy of steering wheel control, and improves the driving stability of the vehicle on the planned path.

[0091] Of course, when implementing any product or method of the present application, it is not necessarily required to achieve all the above-mentioned advantages simultaneously. Description of the Drawings

[0092] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other embodiments can also be obtained based on these drawings.

[0093] Figure 1 Schematic diagram of vehicle control error;

[0094] Figure 2 Flowchart of a vehicle steering wheel correction method provided by an embodiment of the present application;

[0095] Figure 3 Based on Figure 2 A flowchart of a yaw parameter determination method according to the illustrated embodiment;

[0096] Figure 4 Based on Figure 3 A specific flowchart of a yaw parameter determination method according to the illustrated embodiment;

[0097] Figure 5 Based on Figure 4 Schematic diagram of lane lines according to the illustrated embodiment;

[0098] Figure 6 Based on Figure 4 A flowchart of a first yaw parameter determination method according to the illustrated embodiment;

[0099] Figure 7 Based on Figure 6 A schematic diagram of a coordinate system according to the illustrated embodiment;

[0100] Figure 8 Based on Figure 4 A flowchart of a second yaw parameter determination method according to the illustrated embodiment;

[0101] Figure 9 Based on Figure 3 Another specific flowchart of a yaw parameter determination method according to the illustrated embodiment;

[0102] Figure 10 Based on Figure 2 A flowchart of an actual wheel steering angle determination method according to the illustrated embodiment;

[0103] Figure 11 Schematic structural diagram of a vehicle steering wheel correction device provided by an embodiment of the present application;

[0104] Figure 12 Schematic structural diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0105] Next, in combination with the accompanying drawings in the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art based on the present application belong to the scope of protection of the present application.

[0106] In the technical solution of the present application, operations such as obtaining, storing, using, processing, transmitting, providing, and disclosing vehicle information and reference object information of the actual environment during vehicle driving are all carried out under the condition of obtaining user authorization.

[0107] First, taking Figure 1 as an example, introduce the reason why there is an error between the expected wheel angle and the actual response wheel angle of the vehicle when using the same mapping table to control the steering wheel in different driving environments:

[0108] Assume that the mapping table between the steering wheel angle and the wheel angle is established through vehicle tests in the scenario shown in Figure 1 under clear weather conditions.

[0109] Under clear weather conditions, when controlling the vehicle to turn in the scenario shown in Figure 1 , assume that the expected wheel angle of the vehicle is determined to be 10° based on the curvature of the curve. Then, the steering wheel angle corresponding to the 10° wheel angle can be queried according to the above mapping table, assume it is 80°. At this time, the steering wheel can be controlled to rotate 80° so that the vehicle can drive smoothly through the curve. The pose of the vehicle when passing through the curve at this time can be as shown by vehicle A in Figure 1 .

[0110] However, when the driving environment of the vehicle changes, for example, when the weather becomes rainy, when controlling the steering wheel to rotate according to the 80° steering wheel angle determined by the above process at this time, because the accumulated water on the ground will cause the friction coefficient of the ground to decrease, the vehicle will slide outward towards the curve, and the wheel angle cannot reach the expected value of 10°. At this time, the pose of the vehicle when passing through the curve can be as shown by vehicle B in Figure 1 .

[0111] It can be seen that when the driving environment of the vehicle changes, the friction coefficient of the ground will also change, thereby changing the corresponding relationship between the steering wheel angle and the wheel angle. In this case, when controlling the vehicle to turn according to the fixed corresponding relationship between the steering wheel angle and the wheel angle recorded in the above mapping table, there will be an error between the expected wheel angle and the actual response wheel angle of the vehicle, resulting in the vehicle deviating from the planned path.

[0112] In order to more accurately control the steering wheel and improve the driving stability of the vehicle on the planned path, the embodiments of the present application provide a vehicle steering wheel correction method, device, electronic device, computer-readable storage medium, and computer program product. First, a vehicle steering wheel correction method provided by the embodiments of the present application will be introduced below.

[0113] The vehicle steering wheel correction method provided by the embodiments of the present application can be applied to any electronic device that needs to control the steering wheel of the vehicle. For example, it can be a controller on the vehicle or a control center remotely connected to the vehicle, etc. There is no specific limitation here. For the sake of clear description, it is hereinafter referred to as an electronic device.

[0114] As Figure 2 shown, a vehicle steering wheel correction method includes:

[0115] S201, when it is monitored that the duration of the steering wheel angle remaining unchanged during the process of the vehicle driving along the planned path reaches the preset duration, determine the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment.

[0116] Wherein, the first moment and the second moment are different moments within the target time period when the steering wheel angle remains unchanged.

[0117] S202, according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle, determine the actual wheel angle of the vehicle within the target time period.

[0118] S203, according to the actual wheel angle and the pre-established correspondence between the steering wheel angle and the wheel angle, determine the target steering wheel angle.

[0119] S204, according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, correct the steering wheel angle of the vehicle.

[0120] In the solution provided by the embodiments of the present application, when the duration for which the steering wheel angle of an electronic device remains unchanged during the monitoring of the vehicle traveling along a planned path reaches a preset duration, the electronic device can determine a first yaw parameter of the vehicle deviating from the planned path at a first moment and a second yaw parameter of the vehicle deviating from the planned path at a second moment, where the first moment and the second moment are different moments within the target time period when the steering wheel angle remains unchanged; according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle, determine the actual wheel angle of the vehicle within the target time period; according to the actual wheel angle and the pre-established correspondence between the steering wheel angle and the wheel angle, determine the target steering wheel angle; according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, correct the steering wheel angle of the vehicle. Since the desired wheel angle corresponds to the steering wheel angle within the target time period, and the actual wheel angle determined by the electronic device corresponds to the target steering wheel angle, when correcting the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, the compensation amount of the wheel angle generated can well compensate for the difference between the actual wheel angle and the desired wheel angle. Thus, it makes up for the control error generated when using the same mapping table to control the steering wheel in different driving environments, improves the accuracy of steering wheel control, and improves the driving stability of the vehicle on the planned path.

[0121] When the duration for which the steering wheel of the vehicle remains unchanged is relatively long, that is, when the duration for which the steering wheel angle of the vehicle remains unchanged reaches the preset duration, if there is a control error in the steering wheel of the vehicle, then within this preset duration, the actual driving path of the vehicle may deviate significantly from the planned path due to this control error. In this case, in order to ensure the driving safety of the vehicle, it is necessary to correct the steering wheel. When the duration for which the steering wheel of the vehicle remains unchanged is relatively short, that is, when the duration for which the steering wheel angle of the vehicle remains unchanged does not reach the preset duration, even if there is a control error in the steering wheel of the vehicle, within this relatively short duration, the actual driving path of the vehicle will not deviate significantly from the planned path due to this control error. In this case, the steering wheel can not be corrected. After the duration for which the steering wheel angle of the vehicle remains unchanged reaches the preset duration, the steering wheel can be corrected.

[0122] Moreover, when the duration for which the steering wheel angle of the vehicle remains unchanged is relatively long, the driving condition of the vehicle is relatively stable, the yaw parameters within the target time period when the determined steering wheel angle remains unchanged are relatively accurate, and thus the steering wheel compensation amount determined according to this yaw parameter is also relatively accurate.

[0123] Therefore, during the process of the vehicle driving along the planned path, the electronic device can monitor the steering wheel angle of the vehicle in real time and determine whether the duration for which the steering wheel angle remains unchanged reaches a preset duration. When the duration for which the steering wheel angle of the vehicle remains unchanged reaches the preset duration, the electronic device can respectively obtain a first yaw parameter of the vehicle deviating from the planned path at a first moment and a second yaw parameter of the vehicle deviating from the planned path at a second moment. That is, step S201 described above is executed.

[0124] Among them, the above-mentioned first moment and second moment are different moments within the target time period when the steering wheel angle remains unchanged. For example, if the steering wheel of the vehicle remains unchanged within the target time period from 12:00:00 to 12:00:05, then 12:00:00 can be used as the first moment and 12:00:05 can be used as the second moment; 12:00:02 can also be used as the first moment and 12:00:04 can be used as the second moment, etc.

[0125] After the electronic device determines the first yaw parameter and the second yaw parameter, it can calculate the difference between the two, and then determine the actual wheel angle of the vehicle traveling from the vehicle pose represented by the first yaw parameter to the vehicle pose represented by the second yaw parameter within the target time period according to the difference and the vehicle state control principle. That is, step S202 described above is executed.

[0126] In one implementation, before the electronic device executes the above step S202, it can first compare the first yaw parameter and the second yaw parameter with a preset yaw parameter. If both the first yaw parameter and the second yaw parameter are not greater than the preset yaw parameter, it indicates that the deviation between the actual driving path of the vehicle and the planned path is small and the control effect of the vehicle is good. At this time, in order to save the calculation amount, the subsequent steps can be not executed. If the first yaw parameter or the second yaw parameter is greater than the preset yaw parameter, it indicates that the deviation between the actual driving path of the vehicle and the planned path is large. At this time, in order to ensure the driving safety of the vehicle, the above step S202 can be executed.

[0127] After the electronic device obtains the actual wheel angle, it can determine the target steering wheel angle according to the actual wheel angle and the pre-established correspondence between the steering wheel angle and the wheel angle, that is, execute the above step S203.

[0128] In one implementation, a mapping table recording the correspondence between the steering wheel angle and the wheel angle at different speeds can be stored in the electronic device. In this way, when the electronic device obtains the actual wheel angle, it can query the steering wheel angle corresponding to the actual wheel angle at the current speed of the vehicle in this mapping table as the target steering wheel angle.

[0129] In another embodiment, the electronic device may store the following calculation formula between the steering wheel angle and the wheel angle:

[0130]

[0131] where value represents the steering wheel angle, w represents the wheel angle, fl represents the left-turn mapping coefficient, and fr represents the right-turn mapping coefficient.

[0132] This calculation formula can be used to represent the corresponding relationship between the steering wheel angle and the wheel angle. In this way, when the electronic device obtains the actual wheel angle, it can calculate the steering wheel angle according to the actual wheel angle and the above calculation formula. Also, because the corresponding relationship between the steering wheel angle and the wheel angle at different speeds is different, after the electronic device calculates the steering wheel angle, it can perform speed compensation on the steering wheel angle according to the difference between the speed corresponding to the above calculation formula and the current speed of the vehicle, and finally use the compensated steering wheel angle as the target steering wheel angle.

[0133] Since the desired wheel angle corresponds to the steering wheel angle within the target time period, and the actual wheel angle corresponds to the target steering wheel angle, when correcting the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, the compensation amount of the wheel angle generated can well compensate the difference between the actual wheel angle and the desired wheel angle. Therefore, after the electronic device obtains the target steering wheel angle of the vehicle, it can correct the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle within the target time period. That is, perform the above step S204.

[0134] Specifically, although the steering wheel angle and the wheel angle of the vehicle are not linearly corresponding, their change trends are the same, that is, the larger the steering wheel angle, the larger the wheel angle, and the smaller the steering wheel angle, the smaller the wheel angle.

[0135] Therefore, when the target steering wheel angle is greater than the steering wheel angle within the target time period, it indicates that the actual wheel angle of the vehicle is greater than the desired wheel angle. At this time, the above difference can be corrected in the opposite direction of the steering wheel angle within the target time period. When the target steering wheel angle is less than the steering wheel angle within the target time period, it indicates that the actual wheel angle of the vehicle is less than the desired wheel angle. At this time, the above difference can be corrected in the direction of the steering wheel angle within the target time period.

[0136] For example, if the target steering wheel angle is 10°, and the steering wheel angle within the target time period is 8°, both in the clockwise direction, then when correcting the vehicle's steering wheel, it can be corrected by 2° in the counterclockwise direction. Another example, if the target steering wheel angle is 8°, and the steering wheel angle within the target time period is 10°, both in the clockwise direction, then when correcting the vehicle's steering wheel, it can be corrected by 2° in the clockwise direction.

[0137] In the solution provided by the embodiments of the present application, since the desired wheel angle corresponds to the steering wheel angle within the target time period, and the actual wheel angle determined by the electronic device corresponds to the target steering wheel angle, when correcting the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, the compensation amount of the wheel angle generated can well compensate for the difference between the actual wheel angle and the desired wheel angle. Thus, it makes up for the control error generated when using the same mapping table to control the steering wheel in different driving environments, realizes the compensation for the steering wheel control according to the vehicle control effect in the previous time period, thereby improving the accuracy of the steering wheel control, enhancing the driving stability of the vehicle on the planned path, effectively improving phenomena such as straight snake and outside cut of curves, and improving the user's autonomous driving experience.

[0138] As an implementation manner of the embodiments of the present application, as Figure 3 shown, the above determination of the first yaw parameter at which the vehicle deviates from the planned path at the first moment, and the second yaw parameter at which the vehicle deviates from the planned path at the second moment, may include:

[0139] S301, obtain the reference object information of the actual environment during the process of the vehicle driving along the planned path.

[0140] During the process of the vehicle driving along the planned path, it can collect the reference object information of the actual environment in real time according to devices such as on-vehicle cameras or on-vehicle radars. In this case, the electronic device can obtain the reference object information of the actual environment collected by the vehicle in real time. It can also be when the duration of the steering wheel angle remaining unchanged reaches a preset duration, or when the duration of the steering wheel angle remaining unchanged is about to reach the preset duration, obtain the reference object information of the actual environment collected by the vehicle. No specific limitation is made here.

[0141] In one implementation manner, in addition to obtaining the reference object information of the actual environment collected by the vehicle, the electronic device can also obtain the reference object information of the actual environment stored in advance. For example, the electronic device can obtain the high-precision map of the area where the planned path is located, and this high-precision map can also be used to represent the reference object information of the actual environment during the process of the vehicle driving along the planned path.

[0142] S302. Based on the reference object information and the positional relationship between the vehicle and the reference object information, determine a first yaw parameter by which the vehicle deviates from the planned path at a first moment, and a second yaw parameter by which the vehicle deviates from the planned path at a second moment.

[0143] After obtaining the reference object information of the actual environment during the process of the vehicle traveling along the planned path, the electronic device can determine a first yaw parameter by which the vehicle deviates from the planned path at the first moment according to the reference object information at the first moment and the positional relationship between the vehicle and the reference object information, and determine a second yaw parameter by which the vehicle deviates from the planned path at the second moment according to the reference object information at the second moment and the positional relationship between the vehicle and the reference object information.

[0144] In the solution provided in the embodiments of the present application, the electronic device can obtain the reference object information of the actual environment during the process of the vehicle traveling along the planned path, and then determine the yaw parameter by which the vehicle deviates from the planned path according to the reference object information, that is, determine the actual driving condition of the vehicle, so as to correct the steering wheel of the vehicle based on the actual driving condition and the expected driving condition of the vehicle.

[0145] As an implementation manner of the embodiments of the present application, the above reference object information may be lane line information around the vehicle;

[0146] Correspondingly, as Figure 4 shown, the above determining a first yaw parameter by which the vehicle deviates from the planned path at a first moment and a second yaw parameter by which the vehicle deviates from the planned path at a second moment based on the reference object information and the positional relationship between the vehicle and the reference object information may include:

[0147] S401. Obtain a first driving direction and a first position of the vehicle at the first moment, and a second driving direction and a second position of the vehicle at the second moment.

[0148] The electronic device can determine the first driving direction and the first position of the vehicle at the first moment, and the second driving direction and the second position of the vehicle at the second moment according to an inertial navigation device on the vehicle or through GPS (Global Positioning System) positioning.

[0149] S402. Determine an included angle between the first driving direction and a first lane direction as a first yaw angle by which the vehicle deviates from the planned path at the first moment.

[0150] Wherein, the first lane direction is a tangent direction of a first lane line around the vehicle at the first moment.

[0151] S403. Determine the distance between the first position and the first lane line as the first yaw distance by which the vehicle deviates from the planned path at the first moment.

[0152] Since a vehicle generally travels along the lane line during driving, to a certain extent, the lane line can represent the planned path of the vehicle. Therefore, the yaw parameter of the vehicle deviating from the lane line can be used as the yaw parameter of the vehicle deviating from the planned path.

[0153] Before the electronic device determines the first yaw parameter by which the vehicle deviates from the planned path at the first moment according to the lane line information, it can first select the lane line information around the vehicle at the first moment from the obtained lane line information around the vehicle at each moment.

[0154] Furthermore, since the lane line information around the vehicle may include not only the lane line information of the lane where the vehicle is located but also the lane line information of other lanes outside the lane where the vehicle is located, in order to improve the accuracy of determining the yaw parameter according to the lane line information, the electronic device can determine the lane line information of the first lane line around the vehicle at the first moment according to the first position of the vehicle.

[0155] For example, the electronic device can determine the lane line closest to the vehicle among the lane lines around the vehicle at the first moment according to the first position of the vehicle as the first lane line, and then obtain the lane line information of this first lane line from the lane line information of each lane line around the vehicle at the first moment.

[0156] After the electronic device obtains the first lane line, on the one hand, it can determine the distance between the first position and the first lane line as the first yaw distance by which the vehicle deviates from the planned path at the first moment; on the other hand, it can determine the tangent direction of the first lane line, and then determine the angle between the first driving direction and this tangent direction as the first yaw angle by which the vehicle deviates from the planned path at the first moment.

[0157] S404. Determine the angle between the second driving direction and the second lane direction as the second yaw angle by which the vehicle deviates from the planned path at the second moment.

[0158] Wherein, the second lane direction is the tangent direction of the second lane line around the vehicle at the second moment;

[0159] S405. Determine the distance between the second position and the second lane line as the second yaw distance by which the vehicle deviates from the planned path at the second moment.

[0160] When determining the second yaw angle and the second yaw distance, the second lane line is, overall, the same total lane line as the first lane line used when determining the first yaw angle and the first yaw distance. The two are just sub-lane lines at different positions on this total lane line. For example, as Figure 5 shown, overall, the first lane line and the second lane line both belong to a total lane line shared by the first lane and the second lane. The two are just sub-lane lines at different positions on this total lane line.

[0161] Among them, the method of determining the second yaw angle and the second yaw distance in steps S404 - S405 is similar to the method of determining the first yaw angle and the first yaw distance in the above steps S402 - S403, and will not be elaborated here.

[0162] It should be noted here that Figure 4 the execution order between step S402 and step S403, and the execution order between step S404 and step S405 shown in

[0163] In the solution provided by the embodiments of the present application, since the lane line can, to a certain extent, be used to represent the planned path of the vehicle, the electronic device can rely on the lane line and calculate the yaw parameters of the vehicle deviating from the planned path according to the relationship between the vehicle pose and the lane line, so as to accurately determine the yaw parameters of the vehicle.

[0164] As an implementation manner of the embodiments of the present application, as Figure 6 shown, determining the included angle between the first driving direction and the first lane direction as the first yaw angle of the vehicle deviating from the planned path at the first moment may include:

[0165] S601, taking the centroid position and the driving direction of the vehicle at the first moment as the origin and the horizontal axis direction of the coordinate system respectively, to establish a first coordinate system.

[0166] Since the electronic device determines the included angle between the driving direction of the vehicle and the tangent direction of the lane line as the yaw angle of the vehicle deviating from the planned path, and the tangent direction of a line can be determined by the first derivative value of the function of this line, the electronic device can determine the tangent direction of the lane line by constructing the function of the lane line and then according to the first derivative value of the lane line function.

[0167] Since the first derivative value of the function of the lane line is the tangent value of the angle between the tangent direction of the lane line and the horizontal axis direction of the coordinate system, the electronic device can use the driving direction of the vehicle as the horizontal axis direction of the coordinate system and the centroid position of the vehicle as the origin of the coordinate system to construct a coordinate system, and then construct the function of the lane line in this coordinate system. In this way, the arctangent value of the first derivative of the determined lane line function is the angle between the driving direction of the vehicle and the tangent direction of the lane line.

[0168] Therefore, when the electronic device determines the first yaw angle at which the vehicle deviates from the planned path at the first moment, it can use the centroid position and driving direction of the vehicle at the first moment as the origin and the horizontal axis direction of the coordinate system respectively to establish a first coordinate system as shown in Figure 7 the following.

[0169] S602, Map the lane line information obtained at the first moment into the first coordinate system, and perform cubic polynomial fitting on the mapped lane line information to obtain a first lane function.

[0170] After obtaining the first coordinate system, the electronic device can map the lane line information obtained at the first moment into the first coordinate system, and then perform cubic polynomial fitting on the mapped lane line information to obtain a first lane function.

[0171] Among them, the form of the first lane function can be as follows:

[0172] y = a0 + a1x + a2x 2 + a3x 3

[0173] In the above function, a0, a1, a2, and a3 represent the undetermined coefficients of the first lane function, and these undetermined coefficients can be obtained by fitting the mapped lane line information.

[0174] S603, Determine the arctangent value of the first derivative value of the first lane function when x = 0 as the first yaw angle at which the vehicle deviates from the planned path at the first moment.

[0175] Since the first derivative value of the function of the lane line is the tangent value of the angle between the tangent direction of the lane line and the horizontal axis direction of the coordinate system, and in the first coordinate system, the horizontal axis direction of the coordinate system is the driving direction of the vehicle, the first derivative of the function of the lane line is the tangent value of the angle between the tangent direction of the lane line and the driving direction of the vehicle.

[0176] Moreover, since the first derivative value at x = 0 represents the slope of the lane line at the starting point, and the starting point in the first coordinate system is the centroid position of the vehicle, which can represent the position of the vehicle, the first derivative value of the first lane function at x = 0 is the tangent value of the angle between the tangent direction of the lane line at the vehicle position and the driving direction of the vehicle at this position.

[0177] Therefore, after the electronic device determines the first derivative value of the first lane function at x = 0, it can determine the arctangent value of this first derivative value as the first yaw angle at which the vehicle deviates from the planned path at the first moment.

[0178] Correspondingly, as Figure 8 shown, the above-mentioned determining the angle between the second driving direction and the second lane direction as the second yaw angle at which the vehicle deviates from the planned path at the second moment may include:

[0179] S801: Use the centroid position and driving direction of the vehicle at the second moment as the origin and the horizontal axis direction of the coordinate system respectively to establish a second coordinate system.

[0180] S802: Map the lane line information obtained at the second moment into the second coordinate system, and perform cubic polynomial fitting on the mapped lane line information to obtain a second lane function.

[0181] S803: Determine the arctangent value of the first derivative value of the second lane function at x = 0 as the second yaw angle at which the vehicle deviates from the planned path at the second moment.

[0182] The method of determining the second yaw angle by constructing the second coordinate system in steps S801 - S803 is similar to the method of constructing the first coordinate system to determine the first yaw angle in the above steps S601 - S603, and will not be elaborated here.

[0183] In the solution provided by the embodiments of the present application, the electronic device can establish a coordinate system based on the centroid position and driving direction of the vehicle, then map the lane line information into this coordinate system to determine the vehicle function, and accurately determine the yaw angle at which the vehicle deviates from the planned path by calculating the tangent value of the first derivative.

[0184] As an implementation manner of the embodiments of the present application, the above-mentioned determining the distance between the first position and the first lane line as the first yaw distance at which the vehicle deviates from the planned path at the first moment may include:

[0185] Determine the zero - derivative value of the first lane function at x = 0 as the first yaw distance at which the vehicle deviates from the planned path at the first moment.

[0186] Since the zero - order derivative value of the function at x = 0 represents the intercept of the function, that is, the distance between the point of the function at x = 0 and the origin of the coordinate system, and the point of the first - lane function at x = 0 represents the point on the lane line in the direction perpendicular to the vehicle's driving direction, and the origin of the first coordinate system is the centroid position of the vehicle, the zero - order derivative value of the first - lane function at x = 0 can be used to represent the distance between the vehicle and the lane line.

[0187] Therefore, when the unit length in the first coordinate system corresponds to 1 meter in length, after the electronic device maps the lane - line information obtained at the first moment to the first coordinate system and performs a cubic - polynomial fitting on the mapped lane - line information to obtain the first - lane function, the zero - order derivative value of the first - lane function at x = 0 can be used as the first yaw distance of the vehicle deviating from the planned path at the first moment.

[0188] Of course, when the unit length in the first coordinate system does not correspond to 1 meter in length, after the electronic device obtains the zero - order derivative value of the first - lane function at x = 0, it can also determine the target actual distance corresponding to this zero - order derivative value according to the mapping relationship between the unit length in the first coordinate system and the actual distance, and then use this target actual distance as the first yaw distance of the vehicle deviating from the planned path at the first moment.

[0189] Correspondingly, determining the distance between the second position and the second lane line as the second yaw distance of the vehicle deviating from the planned path at the second moment may include:

[0190] Determining the zero - order derivative value of the second - lane function at x = 0 as the second yaw distance of the vehicle deviating from the planned path at the second moment.

[0191] The method of determining the second yaw distance of the vehicle deviating from the planned path at the second moment through the zero - order derivative value of the second - lane function at x = 0 is similar to the method of determining the first yaw distance of the vehicle deviating from the planned path at the first moment through the zero - order derivative value of the first - lane function at x = 0, and will not be elaborated here.

[0192] In the solution provided by the embodiments of the present application, after the electronic device maps the obtained lane - line information to the coordinate system and performs a cubic - polynomial fitting on the mapped lane - line information to obtain the lane function, it can not only determine the yaw angle of the vehicle deviating from the planned path based on this lane function, but also determine the yaw distance of the vehicle deviating from the planned path based on this lane function, thereby improving the efficiency of determining the yaw parameter on the premise of accurately determining the yaw parameter.

[0193] As an implementation manner of the embodiments of the present application, the above - mentioned reference - object information may be the environmental information around the vehicle and the high - definition map including the planned path created in advance;

[0194] Correspondingly, as Figure 9 shown, determining the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment based on the reference object information and the positional relationship between the vehicle and the reference object information may include:

[0195] S901. Compare the environmental information around the vehicle obtained at the first moment with the high-precision map to determine the first vehicle position of the vehicle at the first moment.

[0196] The electronic device may first compare the environmental information around the vehicle obtained at the first moment with the high-precision map, and thus determine the first vehicle position of the vehicle at the first moment according to the position of the environmental information around the vehicle in the high-precision map and the positional relationship between the vehicle and the environmental information around it. Among them, the method of comparing the environmental information around the vehicle with the high-precision map to determine the vehicle position can refer to the existing positioning methods, which will not be elaborated here.

[0197] S902. Determine the first yaw distance of the vehicle deviating from the planned path at the first moment according to the positional relationship between the first vehicle position and the first lane line.

[0198] Since the planned path is included in the high-precision map, after the electronic device determines the first vehicle position, it can map the first vehicle position to the high-precision map. Furthermore, the electronic device can determine the first yaw distance of the vehicle deviating from the planned path at the first moment according to the positional relationship between the first vehicle position of the vehicle and the first lane line around the vehicle at the first moment in the high-precision map.

[0199] S903. Compare the environmental information around the vehicle obtained at the second moment with the high-precision map to determine the second vehicle position of the vehicle at the second moment.

[0200] S904. Determine the second yaw distance of the vehicle deviating from the planned path at the second moment according to the positional relationship between the second vehicle position and the second lane line.

[0201] Wherein, the second lane line is the lane line around the vehicle at the second moment. The method of determining the second yaw angle and the second yaw distance according to the high-precision map in steps S903 - S904 is similar to the method of determining the first yaw angle and the first yaw distance according to the high-precision map in the above steps S901 - S902, which will not be elaborated here.

[0202] S905. Determine, based on the inertial measurement unit on the vehicle, a first yaw angle at which the vehicle deviates from the planned path at the first moment and a second yaw angle at which the vehicle deviates from the planned path at the second moment, respectively.

[0203] An IMU (Inertial Measurement Unit) can be installed on the vehicle. Among them, the IMU consists of three parts: a gyroscope, an accelerometer, and an algorithm processing unit, and can provide the vehicle with perception of orientation and attitude. In this way, the electronic device can first obtain the angular velocity ω = [g x , g y , g z of the vehicle in three different directions at each moment through the IMU, and then determine the cumulative amount of the angle change according to the angular velocity g z of the vehicle in the z-axis direction at each moment, so as to determine the first yaw angle at which the vehicle deviates from the planned path at the first moment and the second yaw angle at which the vehicle deviates from the planned path at the second moment.

[0204] In one implementation, the electronic device can directly determine the first yaw angle as 0, and then calculate the second yaw angle yaw2 according to the angular velocity g z of the vehicle in the z-axis direction obtained between the first moment and the second moment, using the following formula:

[0205]

[0206] where n represents the number of angular velocities of the vehicle in the z-axis direction obtained between the first moment and the second moment, g z i represents the i-th angular velocity of the vehicle in the z-axis direction obtained between the first moment and the second moment, and dt i represents the time interval between the time corresponding to the i-th angular velocity and the time corresponding to the (i + 1)-th angular velocity.

[0207] In another implementation, the electronic device can first calculate the first yaw angle yaw1 according to the initial yaw angle yaw0 obtained before the first moment and the angular velocity g z of the vehicle in the z-axis direction obtained between the initial moment corresponding to the initial yaw angle and the first moment, using the following formula:

[0208]

[0209] where n' represents the number of angular velocities of the vehicle in the z-axis direction obtained between the initial moment and the first moment, g z i’Denote the i'-th angular velocity of the vehicle in the z-axis direction obtained between the initial moment and the first moment, dt i’ Denote the time interval between the time corresponding to the i'-th angular velocity and the time corresponding to the (i'+1)-th angular velocity.

[0210] Furthermore, the electronic device can calculate the second yaw angle yaw2 according to the first yaw angle yaw1 and the angular velocity g of the vehicle in the z-axis direction obtained between the first moment and the second moment z , and adopt the following formula:

[0211]

[0212] It should be noted here that Figure 9 The execution order between step S901 and step S905 shown in is only an example. The electronic device can also execute step S903 - S904 first, then execute step S901 - S902, and finally execute step S905. The electronic device can also execute step S903 - S904, step S901 - S902 and step S905 simultaneously. Here, it is not specifically limited, as long as it is ensured that step S901 is executed first and then S902, and step S903 is executed first and then S904.

[0213] In the solution provided by the embodiment of the present application, when the electronic device obtains the high-precision map including the planned path created in advance, it can determine the vehicle pose through the high-precision map, and quickly and accurately determine the yaw parameters of the vehicle deviating from the planned path according to the vehicle pose and the positional relationship between the lane lines.

[0214] As an implementation manner of the embodiment of the present application, the above first yaw parameter may include a first yaw angle and a first yaw distance, and the above second yaw parameter may include a second yaw angle and a second yaw distance;

[0215] Correspondingly, as Figure 10 shown, the above determining the actual wheel rotation angle of the vehicle during the target time period according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle may include:

[0216] S1001, under the constraint of the vehicle two-degree-of-freedom dynamics model, determine the corresponding relationship between the system state matrix and the system control input matrix when the value of the performance function of the pre-constructed LQR model is 0.

[0217] Wherein, the performance function is used to characterize the path deviation caused by the system state matrix during the vehicle driving process and the control energy loss caused by the wheel rotation angle, and the system control input matrix is used to represent the wheel rotation angle;

[0218] In one embodiment, the continuous state space equation of the above vehicle two-degree-of-freedom dynamics model is as follows:

[0219] x(k + 1) = Ax(k) + Bu(k)

[0220] Wherein, A represents the state matrix, x(k) represents the system state matrix of the vehicle at time k, B represents the input matrix, u(k) represents the system control input matrix of the vehicle at time k, and x(k + 1) represents the system state matrix of the vehicle at time (k + 1);

[0221] The performance function J(u) of the above pre-constructed LQR (linear quadratic regulator) is as follows:

[0222]

[0223] Wherein, Q represents a semi-positive definite state weighting matrix, R represents a positive definite control weighting matrix, x T Qx represents the path deviation during vehicle driving, u T Ru represents the control energy loss during vehicle driving, L is the cross-term weighting matrix, 2x T Lu represents the correlation between the deviation amount and the control amount during vehicle driving. Usually, L is 0.

[0224] The above correspondence between the system state matrix and the system control input matrix when determining that the value of the performance function of the pre-constructed linear quadratic regulator is 0 under the constraint of the vehicle two-degree-of-freedom dynamics model may include:

[0225] Under the constraint of the vehicle two-degree-of-freedom dynamics model, the intermediate matrix P when solving the value of the performance function to be 0 using the discrete-time Riccati equation is:

[0226] P = A T PA - A T PB(R + B T PB) -1 B T PA + Q

[0227] According to the intermediate matrix, the correspondence K between the system state matrix and the system control input matrix is calculated according to the following formula:

[0228] K = R -1 B T P.

[0229] S1002. Determine a yaw angle difference and a yaw angle difference change rate based on the first yaw angle, the second yaw angle, and the time difference between the first moment and the second moment. Determine a yaw distance difference and a yaw distance difference change rate based on the first yaw distance, the second yaw distance, and the time difference between the first moment and the second moment.

[0230] After obtaining the correspondence between the system state matrix and the system control input matrix, the electronic device may construct a target system state matrix of the vehicle within the target time period based on the calculated deviation parameters. Among them, the target system state matrix needs to include the yaw angle difference, the yaw angle difference change rate, the yaw distance difference, and the yaw distance difference change rate.

[0231] Therefore, after obtaining the first yaw angle, the second yaw angle, the first yaw distance, and the second yaw distance, the electronic device may calculate the yaw angle difference between the first yaw angle and the second yaw angle, and calculate the yaw angle difference change rate based on the yaw angle difference and the time difference between the first moment and the second moment. And calculate the deviation distance difference between the first yaw distance and the second yaw distance, and calculate the yaw distance difference change rate based on the deviation distance difference and the time difference between the first moment and the second moment.

[0232] S1003. Construct a target system state matrix of the vehicle within the target time period based on the yaw angle difference, the yaw angle difference change rate, the yaw distance difference, and the yaw distance difference change rate.

[0233] After obtaining the yaw angle difference, the yaw angle difference change rate, the yaw distance difference, and the yaw distance difference change rate, the electronic device may construct a target system state matrix. For example, the target system state matrix x may be [dis err , δdis err , yaw err , δyaw err . Among them, dis err is the yaw angle difference, δdis err is the yaw angle difference change rate, yaw err is the yaw distance difference, and δyaw err is the yaw distance difference change rate.

[0234] S1004. Determine the target system control input matrix of the vehicle within the target time period based on the target system state matrix and the correspondence between the system state matrix and the system control input matrix, and use it as the actual wheel rotation angle of the vehicle within the target time period.

[0235] After obtaining the target system state matrix and the corresponding relationship between the system state matrix and the system control input matrix, the electronic device can determine the target system control input matrix of the vehicle during the target time period according to this corresponding relationship, and use it as the actual wheel angle of the vehicle during the target time period.

[0236] In one implementation, when the corresponding relationship between the calculated system state matrix and the system control input matrix is K, and the target system state matrix is x, the electronic device can use -Kx as the actual wheel angle, that is, calculate the actual wheel angle w through the following formula:

[0237] w = -Kx

[0238] In the solution provided by the embodiments of the present application, after the electronic device obtains the yaw parameters of the vehicle at the first moment and the second moment, it can calculate the wheel angle of the vehicle at this time through the LQR model according to the yaw parameter error and the deviation parameter error change rate between the first moment and the second moment, so as to accurately determine the actual wheel angle of the vehicle.

[0239] Corresponding to the above vehicle steering wheel correction method, the embodiments of the present application also provide a vehicle steering wheel correction device, and the following introduces a vehicle steering wheel correction device provided by the embodiments of the present application.

[0240] As Figure 11 shown, a vehicle steering wheel correction device, the device includes:

[0241] A yaw parameter determination module 1110, configured to determine a first yaw parameter of the vehicle deviating from the planned path at the first moment and a second yaw parameter of the vehicle deviating from the planned path at the second moment when the duration of the steering wheel angle remaining unchanged during the process of monitoring the vehicle driving along the planned path reaches a preset duration, where the first moment and the second moment are different moments within the target time period when the steering wheel angle remains unchanged;

[0242] An actual wheel angle determination module 1120, configured to determine the actual wheel angle of the vehicle during the target time period according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle;

[0243] A target steering wheel angle determination module 1130, configured to determine a target steering wheel angle according to the actual wheel angle and the pre-established corresponding relationship between the steering wheel angle and the wheel angle;

[0244] A correction module 1140, configured to correct the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle during the target time period.

[0245] In the solution provided by the embodiment of the present application, when the duration of the steering wheel angle remaining unchanged during the process of the vehicle traveling along the planned path monitored by the electronic device reaches the preset duration, the electronic device can determine the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment, where the first moment and the second moment are different moments within the target time period when the steering wheel angle remains unchanged; according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle, determine the actual wheel angle of the vehicle within the target time period; according to the actual wheel angle and the pre-established corresponding relationship between the steering wheel angle and the wheel angle, determine the target steering wheel angle; according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, correct the steering wheel angle of the vehicle. Since the desired wheel angle corresponds to the steering wheel angle within the target time period, and the actual wheel angle determined by the electronic device corresponds to the target steering wheel angle, when correcting the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, the compensation amount of the wheel angle generated can well compensate for the difference between the actual wheel angle and the desired wheel angle. Thus, it compensates for the control error generated when using the same mapping table to control the steering wheel in different driving environments, improves the accuracy of steering wheel control, and improves the driving stability of the vehicle on the planned path.

[0246] As an implementation manner of the embodiment of the present application, the above yaw parameter determination module 1110 may include:

[0247] A reference object information acquisition sub-module, configured to acquire reference object information of the actual environment during the process of the vehicle traveling along the planned path;

[0248] A yaw parameter determination sub-module, configured to determine the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment based on the reference object information and the position relationship between the vehicle and the reference object information.

[0249] As an implementation manner of the embodiment of the present application, the above reference object information may be lane line information around the vehicle;

[0250] The above yaw parameter determination sub-module may include:

[0251] An acquisition unit, configured to acquire the first driving direction and the first position of the vehicle at the first moment, and the second driving direction and the second position of the vehicle at the second moment;

[0252] A first yaw angle determination unit, configured to determine an included angle between the first driving direction and a first lane direction as a first yaw angle at which the vehicle deviates from the planned path at the first moment, where the first lane direction is a tangent direction of a first lane line around the vehicle at the first moment;

[0253] A first yaw distance determination unit, configured to determine a distance between the first position and the first lane line as a first yaw distance at which the vehicle deviates from the planned path at the first moment;

[0254] A second yaw angle determination unit, configured to determine an included angle between the second driving direction and a second lane direction as a second yaw angle at which the vehicle deviates from the planned path at the second moment, where the second lane direction is a tangent direction of a second lane line around the vehicle at the second moment;

[0255] A second yaw distance determination unit, configured to determine a distance between the second position and the second lane line as a second yaw distance at which the vehicle deviates from the planned path at the second moment.

[0256] As an implementation manner of an embodiment of the present application, the above first yaw angle determination unit may include:

[0257] A first coordinate system establishment sub-unit, configured to establish a first coordinate system by using the centroid position and driving direction of the vehicle at the first moment as the origin and the horizontal axis direction of the coordinate system respectively;

[0258] A first lane function determination sub-unit, configured to map the lane line information obtained at the first moment into the first coordinate system and perform a cubic polynomial fitting on the mapped lane line information to obtain a first lane function;

[0259] A first yaw angle determination sub-unit, configured to determine an arctangent value of a first derivative value of the first lane function when x = 0 as the first yaw angle at which the vehicle deviates from the planned path at the first moment;

[0260] The second yaw angle determination unit includes:

[0261] A second coordinate system establishment sub-unit, configured to establish a second coordinate system by using the centroid position and driving direction of the vehicle at the second moment as the origin and the horizontal axis direction of the coordinate system respectively;

[0262] A second lane function determination sub-unit, configured to map the lane line information obtained at the second moment into the second coordinate system and perform a cubic polynomial fitting on the mapped lane line information to obtain a second lane function;

[0263] A second yaw angle determination subunit, configured to determine the arctangent value of the first derivative value of the second lane function when x = 0 as the second yaw angle at which the vehicle deviates from the planned path at the second moment.

[0264] As an implementation manner of an embodiment of the present application, the above first yaw distance determination unit may include:

[0265] A first yaw distance determination subunit, configured to determine the zero-order derivative value of the first lane function when x = 0 as the first yaw distance at which the vehicle deviates from the planned path at the first moment;

[0266] The second yaw distance determination unit includes:

[0267] A second yaw distance determination subunit, configured to determine the zero-order derivative value of the second lane function when x = 0 as the second yaw distance at which the vehicle deviates from the planned path at the second moment.

[0268] As an implementation manner of an embodiment of the present application, the above reference object information may be the environmental information around the vehicle and a high-precision map including the planned path created in advance;

[0269] The above yaw parameter determination sub-module may include:

[0270] A first vehicle position determination unit, configured to compare the environmental information around the vehicle obtained at the first moment with the high-precision map to determine the first vehicle position of the vehicle at the first moment;

[0271] A second vehicle position determination unit, configured to compare the environmental information around the vehicle obtained at the second moment with the high-precision map to determine the second vehicle position of the vehicle at the second moment;

[0272] A first yaw parameter determination unit, configured to determine the first yaw distance at which the vehicle deviates from the planned path at the first moment according to the positional relationship between the first vehicle position and the first lane line, where the first lane line is the lane line around the vehicle at the first moment, and determine the first yaw angle at which the vehicle deviates from the planned path at the first moment according to the inertial measurement unit on the vehicle;

[0273] A second yaw parameter determination unit, configured to determine the second yaw distance at which the vehicle deviates from the planned path at the second moment according to the positional relationship between the second vehicle position and the second lane line, where the second lane line is the lane line around the vehicle at the second moment, and determine the second yaw angle at which the vehicle deviates from the planned path at the second moment according to the inertial measurement unit on the vehicle.

[0274] As an implementation manner of an embodiment of the present application, the above first yaw parameter may include a first yaw angle and a first yaw distance, and the above second yaw parameter may include a second yaw angle and a second yaw distance;

[0275] The above actual wheel steering angle determination module 1120 may include:

[0276] A correspondence determination sub-module, configured to determine the correspondence between the system state matrix and the system control input matrix when the value of the performance function of a pre-constructed LQR model is 0 under the constraint of the vehicle two-degree-of-freedom dynamics model, where the performance function is used to characterize the path deviation caused by the system state matrix during the vehicle driving process and the control energy loss caused by the wheel steering angle, and the system control input matrix is used to represent the wheel steering angle;

[0277] A parameter determination sub-module, configured to determine a yaw angle difference and a yaw angle difference change rate according to the first yaw angle, the second yaw angle, and the time difference between the first moment and the second moment, and determine a yaw distance difference and a yaw distance difference change rate according to the first yaw distance, the second yaw distance, and the time difference between the first moment and the second moment;

[0278] A target system state matrix construction sub-module, configured to construct a target system state matrix of the vehicle during the target time period according to the yaw angle difference, the yaw angle difference change rate, the yaw distance difference, and the yaw distance difference change rate;

[0279] An actual wheel steering angle determination sub-module, configured to determine a target system control input matrix of the vehicle during the target time period according to the target system state matrix and the correspondence between the system state matrix and the system control input matrix, and use it as the actual wheel steering angle of the vehicle during the target time period.

[0280] An embodiment of the present application further provides an electronic device, as Figure 12 shown, including:

[0281] A memory 1201 for storing a computer program;

[0282] A processor 1202, configured to implement the vehicle steering wheel correction method described in any of the above embodiments when executing the program stored in the memory 1201.

[0283] In the solution provided by the embodiments of the present application, when the duration for which the steering wheel angle remains unchanged during the process of the electronic device monitoring the vehicle traveling along the planned path reaches the preset duration, the electronic device can determine the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment, where the first moment and the second moment are different moments within the target time period when the steering wheel angle remains unchanged; according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle, determine the actual wheel angle of the vehicle within the target time period; according to the actual wheel angle and the pre-established correspondence between the steering wheel angle and the wheel angle, determine the target steering wheel angle; according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, correct the steering wheel angle of the vehicle. Since the desired wheel angle corresponds to the steering wheel angle within the target time period, and the actual wheel angle determined by the electronic device corresponds to the target steering wheel angle, when correcting the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle within the target time period, the compensation amount of the wheel angle generated can well compensate for the difference between the actual wheel angle and the desired wheel angle. Thus, it compensates for the control error generated when using the same mapping table to control the steering wheel in different driving environments, improves the accuracy of steering wheel control, and improves the driving stability of the vehicle on the planned path.

[0284] And the above-mentioned electronic device may further include a communication bus and / or a communication interface, and the processor 1202, the communication interface, and the memory 1201 complete communication with each other through the communication bus.

[0285] The communication bus mentioned in the above-mentioned electronic device may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into an address bus, a data bus, a control bus, etc. For the sake of simplicity of representation, only a thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0286] The communication interface is used for communication between the above-mentioned electronic device and other devices.

[0287] The memory may include a Random Access Memory (RAM), and may also include a Non-Volatile Memory (NVM), such as at least one disk memory. Optionally, the memory may also be at least one storage device located far from the aforementioned processor.

[0288] The above-mentioned processor may be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it may also be 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.

[0289] In another embodiment provided by the present application, there is also provided a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the vehicle steering wheel correction method described in any of the above embodiments is implemented.

[0290] In another embodiment provided by the present application, there is also provided a computer program product containing instructions. When it runs on a computer, the computer is made to execute the vehicle steering wheel correction method described in any of the above embodiments.

[0291] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions described in the embodiments of the present application are generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center in a wired manner (such as coaxial cable, optical fiber, Digital Subscriber Line (DSL)) or a wireless manner (such as infrared, wireless, microwave, etc.). The computer-readable storage medium may be any available medium that can be accessed by a computer, or a data storage device such as a server or data center containing one or more integrated available media. The available medium may be a magnetic medium (for example, a floppy disk, a hard disk, a magnetic tape), an optical medium (for example, a DVD), or a Solid State Disk (SSD), etc.

[0292] It should be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article 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, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the existence of additional identical elements in the process, method, article or device comprising the said element.

[0293] Each embodiment in this specification is described in a related manner. For the same or similar parts among the embodiments, reference can be made to each other. Each embodiment focuses on the differences from other embodiments. In particular, for the embodiments of the apparatus, electronic device, computer-readable storage medium and computer program product, since they are basically similar to the method embodiments, the description is relatively simple, and for the relevant parts, reference can be made to the partial description of the method embodiments.

[0294] The above description is only a preferred embodiment of the present application and is not intended to limit the protection scope of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application are included in the protection scope of the present application.

Claims

1. A vehicle steering wheel correction method, characterized in that, The method includes: When the duration for which the steering wheel angle remains unchanged during the monitoring of the vehicle traveling along the planned path reaches a preset duration, determining a first yaw parameter of the vehicle deviating from the planned path at a first moment and a second yaw parameter of the vehicle deviating from the planned path at a second moment, where the first moment and the second moment are different moments within a target time period during which the steering wheel angle remains unchanged; Determining an actual wheel angle of the vehicle within the target time period according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle; Determining a target steering wheel angle according to the actual wheel angle and a pre-established correspondence between the steering wheel angle and the wheel angle; Correcting the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle within the target time period.

2. The method according to claim 1, wherein The determining the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment includes: Obtaining reference object information of the actual environment during the vehicle traveling along the planned path; Based on the reference object information and the positional relationship between the vehicle and the reference object information, determining the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment.

3. The method according to claim 2, wherein The reference object information is lane line information around the vehicle; The based on the reference object information and the positional relationship between the vehicle and the reference object information, determining the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment includes: Obtaining a first traveling direction and a first position of the vehicle at the first moment, and a second traveling direction and a second position of the vehicle at the second moment; Determining the included angle between the first traveling direction and the first lane direction as the first yaw angle of the vehicle deviating from the planned path at the first moment, where the first lane direction is the tangent direction of the first lane line around the vehicle at the first moment; Determining the distance between the first position and the first lane line as the first yaw distance of the vehicle deviating from the planned path at the first moment; Determining the included angle between the second traveling direction and the second lane direction as the second yaw angle of the vehicle deviating from the planned path at the second moment, where the second lane direction is the tangent direction of the second lane line around the vehicle at the second moment; Determining the distance between the second position and the second lane line as the second yaw distance of the vehicle deviating from the planned path at the second moment.

4. The method according to claim 3, wherein The determining the included angle between the first traveling direction and the first lane direction as the first yaw angle of the vehicle deviating from the planned path at the first moment includes: Taking the centroid position and driving direction of the vehicle at the first moment as the origin of the coordinate system and the horizontal axis direction respectively, a first coordinate system is established; The lane line information obtained at the first moment is mapped into the first coordinate system, and the mapped lane line information is subjected to cubic polynomial fitting to obtain a first lane function; Determine the arctangent value of the first derivative value of the first lane function when x = 0 as the first yaw angle of the vehicle deviating from the planned path at the first moment; The step of determining the included angle between the second driving direction and the second lane direction as the second yaw angle of the vehicle deviating from the planned path at the second moment includes: Taking the centroid position and driving direction of the vehicle at the second moment as the origin of the coordinate system and the horizontal axis direction respectively, a second coordinate system is established; The lane line information obtained at the second moment is mapped into the second coordinate system, and the mapped lane line information is subjected to cubic polynomial fitting to obtain a second lane function; Determine the arctangent value of the first derivative value of the second lane function when x = 0 as the second yaw angle of the vehicle deviating from the planned path at the second moment.

5. The method according to claim 4, wherein The step of determining the distance between the first position and the first lane line as the first yaw distance of the vehicle deviating from the planned path at the first moment includes: Determine the zero-order derivative value of the first lane function when x = 0 as the first yaw distance of the vehicle deviating from the planned path at the first moment; The step of determining the distance between the second position and the second lane line as the second yaw distance of the vehicle deviating from the planned path at the second moment includes: Determine the zero-order derivative value of the second lane function when x = 0 as the second yaw distance of the vehicle deviating from the planned path at the second moment.

6. The method according to claim 2, wherein The reference object information is the environmental information around the vehicle and a high-precision map including the planned path created in advance; The step of determining the first yaw parameter of the vehicle deviating from the planned path at the first moment and the second yaw parameter of the vehicle deviating from the planned path at the second moment based on the reference object information and the position relationship between the vehicle and the reference object information includes: Comparing the environmental information around the vehicle obtained at the first moment with the high-precision map to determine the first vehicle position of the vehicle at the first moment; Comparing the environmental information around the vehicle obtained at the second moment with the high-precision map to determine the second vehicle position of the vehicle at the second moment; Determine the first yaw distance of the vehicle deviating from the planned path at the first moment according to the position relationship between the first vehicle position and the first lane line, where the first lane line is the lane line around the vehicle at the first moment; Determine the second yaw distance of the vehicle deviating from the planned path at the second moment according to the position relationship between the second vehicle position and the second lane line, where the second lane line is the lane line around the vehicle at the second moment; Based on the inertial measurement unit on the vehicle, respectively determine the first yaw angle at which the vehicle deviates from the planned path at the first moment and the second yaw angle at which the vehicle deviates from the planned path at the second moment.

7. The method according to any one of claims 1 to 6, characterized in that The first yaw parameter includes a first yaw angle and a first yaw distance, and the second yaw parameter includes a second yaw angle and a second yaw distance; Determining the actual wheel angle of the vehicle during the target time period according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle includes: Under the constraint of the vehicle two-degree-of-freedom dynamics model, determine the corresponding relationship between the system state matrix and the system control input matrix when the value of the performance function of the pre-constructed LQR model is 0, where the performance function is used to characterize the path deviation caused by the system state matrix and the control energy loss caused by the wheel angle during the vehicle driving process, and the system control input matrix is used to represent the wheel angle; According to the first yaw angle, the second yaw angle, and the time difference between the first moment and the second moment, determine the yaw angle difference and the yaw angle difference change rate, and according to the first yaw distance, the second yaw distance, and the time difference between the first moment and the second moment, determine the yaw distance difference and the yaw distance difference change rate; Construct the target system state matrix of the vehicle during the target time period according to the yaw angle difference, the yaw angle difference change rate, the yaw distance difference, and the yaw distance difference change rate; According to the target system state matrix and the corresponding relationship between the system state matrix and the system control input matrix, determine the target system control input matrix of the vehicle during the target time period as the actual wheel angle of the vehicle during the target time period.

8. A vehicle steering wheel correction device, characterized in that, The device includes: A yaw parameter determination module, configured to determine the first yaw parameter at which the vehicle deviates from the planned path at the first moment and the second yaw parameter at which the vehicle deviates from the planned path at the second moment when the duration of the steering wheel angle remaining unchanged during the process of monitoring the vehicle driving along the planned path reaches a preset duration, where the first moment and the second moment are different moments within the target time period when the steering wheel angle remains unchanged; An actual wheel angle determination module, configured to determine the actual wheel angle of the vehicle during the target time period according to the difference between the first yaw parameter and the second yaw parameter and the vehicle state control principle; A target steering wheel angle determination module, configured to determine the target steering wheel angle according to the actual wheel angle and the pre-established corresponding relationship between the steering wheel angle and the wheel angle; A correction module, configured to correct the steering wheel angle of the vehicle according to the difference between the target steering wheel angle and the steering wheel angle during the target time period.

9. The device according to claim 8, characterized in that, The yaw parameter determination module includes: A reference object information acquisition sub-module, configured to acquire the reference object information of the actual environment during the process of the vehicle driving along the planned path; A yaw parameter determination sub-module, configured to determine a first yaw parameter of the vehicle deviating from the planned path at a first moment and a second yaw parameter of the vehicle deviating from the planned path at a second moment based on the reference object information and the positional relationship between the vehicle and the reference object information; or, The reference object information is lane line information around the vehicle; The yaw parameter determination sub-module includes: An acquisition unit, configured to acquire a first driving direction and a first position of the vehicle at a first moment, and a second driving direction and a second position of the vehicle at a second moment; A first yaw angle determination unit, configured to determine an angle between the first driving direction and a first lane direction as a first yaw angle of the vehicle deviating from the planned path at the first moment, where the first lane direction is a tangent direction of a first lane line around the vehicle at the first moment; A first yaw distance determination unit, configured to determine a distance between the first position and the first lane line as a first yaw distance of the vehicle deviating from the planned path at the first moment; A second yaw angle determination unit, configured to determine an angle between the second driving direction and a second lane direction as a second yaw angle of the vehicle deviating from the planned path at the second moment, where the second lane direction is a tangent direction of a second lane line around the vehicle at the second moment; A second yaw distance determination unit, configured to determine a distance between the second position and the second lane line as a second yaw distance of the vehicle deviating from the planned path at the second moment; or, The first yaw angle determination unit includes: A first coordinate system establishment sub-unit, configured to establish a first coordinate system with the centroid position and the driving direction of the vehicle at the first moment as the origin and the horizontal axis direction of the coordinate system respectively; A first lane function determination sub-unit, configured to map the lane line information acquired at the first moment into the first coordinate system, and perform a cubic polynomial fitting on the mapped lane line information to obtain a first lane function; A first yaw angle determination sub-unit, configured to determine an arctangent value of a first derivative value of the first lane function when x = 0 as the first yaw angle of the vehicle deviating from the planned path at the first moment; The second yaw angle determination unit includes: A second coordinate system establishment sub-unit, configured to establish a second coordinate system with the centroid position and the driving direction of the vehicle at the second moment as the origin and the horizontal axis direction of the coordinate system respectively; A second lane function determination sub-unit, configured to map the lane line information acquired at the second moment into the second coordinate system, and perform a cubic polynomial fitting on the mapped lane line information to obtain a second lane function; A second yaw angle determination sub-unit, configured to determine an arctangent value of a first derivative value of the second lane function when x = 0 as the second yaw angle of the vehicle deviating from the planned path at the second moment; or, The first yaw distance determination unit includes: The first yaw distance determination subunit is configured to determine the zero-order derivative value of the first lane function at x = 0 as the first yaw distance by which the vehicle deviates from the planned path at the first moment; The second yaw distance determination unit includes: The second yaw distance determination subunit is configured to determine the zero-order derivative value of the second lane function at x = 0 as the second yaw distance by which the vehicle deviates from the planned path at the second moment; or, The reference object information is the environmental information around the vehicle and the high-precision map including the planned path created in advance; The yaw parameter determination sub-module includes: The first vehicle position determination unit is configured to compare the environmental information around the vehicle obtained at the first moment with the high-precision map to determine the first vehicle position of the vehicle at the first moment; The second vehicle position determination unit is configured to compare the environmental information around the vehicle obtained at the second moment with the high-precision map to determine the second vehicle position of the vehicle at the second moment; The first yaw parameter determination unit is configured to determine the first yaw distance by which the vehicle deviates from the planned path at the first moment according to the positional relationship between the first vehicle position and the first lane line, where the first lane line is the lane line around the vehicle at the first moment, and determine the first yaw angle by which the vehicle deviates from the planned path at the first moment according to the inertial measurement unit on the vehicle; The second yaw parameter determination unit is configured to determine the second yaw distance by which the vehicle deviates from the planned path at the second moment according to the positional relationship between the second vehicle position and the second lane line, where the second lane line is the lane line around the vehicle at the second moment, and determine the second yaw angle by which the vehicle deviates from the planned path at the second moment according to the inertial measurement unit on the vehicle; or, The first yaw parameter includes a first yaw angle and a first yaw distance, and the second yaw parameter includes a second yaw angle and a second yaw distance; The actual wheel steering angle determination module includes: The correspondence determination sub-module is configured to determine the correspondence between the system state matrix and the system control input matrix when the value of the performance function of the pre-constructed LQR model is 0 under the constraint of the vehicle two-degree-of-freedom dynamics model, where the performance function is used to characterize the path deviation caused by the system state matrix and the control energy loss caused by the wheel steering angle during the vehicle driving process, and the system control input matrix is used to represent the wheel steering angle; The parameter determination sub-module is configured to determine the yaw angle difference and the yaw angle difference change rate according to the first yaw angle, the second yaw angle, and the time difference between the first moment and the second moment, and determine the yaw distance difference and the yaw distance difference change rate according to the first yaw distance, the second yaw distance, and the time difference between the first moment and the second moment; A target system state matrix construction sub-module, configured to construct a target system state matrix of the vehicle within the target time period according to the yaw angle difference, the yaw angle difference change rate, the yaw distance difference, and the yaw distance difference change rate; An actual wheel rotation angle determination sub-module, configured to determine a target system control input matrix of the vehicle within the target time period according to the target system state matrix and the corresponding relationship between the system state matrix and the system control input matrix, and use it as the actual wheel rotation angle of the vehicle within the target time period.

10. An electronic device, characterized in that, Including: A memory for storing computer programs; A processor, when executing the programs stored on the memory, implements the method according to any one of claims 1-7.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, and when the computer program is executed by the processor, it implements the method according to any one of claims 1-7.

Images