A method for compensating for vehicle runout and related apparatus

Abstract

The application discloses a vehicle deviation compensation method and related device, and relates to the technical field of automobiles. When the vehicle driving state information and the steering wheel state information continuously meet the short-time deviation compensation trigger condition within the first preset time length, the short-time deviation compensation torque adjustment amount is determined according to the iteration constant and the steering wheel torque, the last determined short-time deviation compensation torque is adjusted according to the adjustment amount, and the current short-time deviation compensation torque is obtained. The long-time deviation compensation torque is determined according to the short-time deviation compensation torque. The application can gradually update the last determined short-time deviation compensation torque to approach the steering effort of the driver, and the driver only needs to gradually reduce the steering effort in actual driving, without driving burden. Moreover, the application adjusts the last short-time deviation compensation torque to obtain the current short-time deviation compensation torque, is more suitable for the actual driving condition, and the obtained short-time deviation compensation torque is more accurate.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a method and device for compensating for vehicle deviation. Background Technology

[0002] Vehicle pull refers to the phenomenon where a vehicle deviates to one side while driving on a straight road due to design, manufacturing, or assembly problems with its components, or factors such as crosswinds. Pulling causes the vehicle's actual trajectory to deviate from the driver's intended trajectory, posing a higher driving safety risk and potentially leading to traffic accidents. Furthermore, vehicle pull affects the driver's steering feel. Driving a vehicle that is pulling to one side requires the driver to constantly apply corrective force to the steering wheel to keep the vehicle traveling in a straight line. This significantly reduces driver comfort, increases driving burden, and easily leads to fatigue driving. Additionally, there may be asymmetry and inconsistency in steering force when turning left or right. Summary of the Invention

[0003] In view of the above problems, this application provides a method and related device for compensating for vehicle deviation, so as to achieve adaptive compensation after vehicle deviation occurs during driving. The specific solution is as follows:

[0004] The first aspect of this application provides a method for compensating for vehicle swerving, including:

[0005] If the vehicle driving status information and steering wheel status information continuously meet the short-term deviation compensation trigger condition within a first preset time period, the short-term deviation compensation torque adjustment amount is determined based on the iterative constant and steering wheel torque. The previously determined short-term deviation compensation torque is adjusted based on the short-term deviation compensation torque adjustment amount to obtain the current short-term deviation compensation torque. The current short-term deviation compensation torque is then sent to the power assist motor for short-term deviation compensation. Among these, the steering wheel status information includes the steering wheel torque used to characterize the steering force.

[0006] The process involves repeatedly determining the adjustment amount of the short-term deviation compensation torque based on the iterative constant and steering hand force, adjusting the previously determined short-term deviation compensation torque based on the adjustment amount, obtaining the current short-term deviation compensation torque, and sending the current short-term deviation compensation torque to the power assist motor for short-term deviation compensation, until the steering wheel torque enters the steering hand force dead zone of short-term deviation compensation.

[0007] If the vehicle driving status information and steering wheel status information continuously meet the long-term deviation compensation triggering conditions within the second preset time period, and the short-term deviation compensation torque continuously exceeds the preset threshold within the third preset time period, the current short-term deviation compensation torque will be used as the long-term deviation compensation torque, and the long-term deviation compensation torque will be sent to the power assist motor for long-term deviation compensation.

[0008] In one possible implementation, the short-term deviation compensation torque adjustment amount is determined based on the iterative constant and the steering wheel torque. The previously determined short-term deviation compensation torque is then adjusted based on this adjustment amount to obtain the current short-term deviation compensation torque, including:

[0009] Calculate the product of the iterative constant and the steering wheel torque;

[0010] Add a positive or negative sign to the product based on the direction of the steering wheel torque and the yaw rate in the vehicle driving status information;

[0011] Add the product after adding a positive or negative sign to the previously determined short-term deviation compensation torque to obtain the current short-term deviation compensation torque.

[0012] One possible implementation also includes:

[0013] When the short-term deviation compensation torque continues to exceed the preset threshold within the third preset time period, the timer for monitoring whether the short-term deviation compensation torque continues to exceed the preset threshold within the third preset time period is reset to zero.

[0014] One possible implementation also includes:

[0015] If the vehicle driving status information and steering wheel status information continuously meet the long-term deviation compensation trigger condition within the second preset time period, and the short-term deviation compensation torque continuously exceeds the preset threshold within the third preset time period, then the short-term deviation compensation torque is iterated according to the preset slope until the short-term deviation compensation torque drops to zero; the preset slope is negatively correlated with the vehicle speed.

[0016] One possible implementation also includes:

[0017] The vehicle status is monitored based on the vehicle driving status information and steering wheel status information. When the vehicle is detected to be in a non-straight driving state, the deviation compensation torque is iterated according to the preset slope until the deviation compensation torque is reduced to zero.

[0018] In one possible implementation, the vehicle driving status information includes at least vehicle speed and yaw rate, and the steering wheel status information includes at least steering wheel torque, steering wheel angle and steering wheel speed.

[0019] Short-term deviation compensation trigger conditions include:

[0020] The vehicle speed is within a first preset speed range within a first preset time period, and the yaw rate is not higher than a first preset yaw rate threshold within a first preset time period, and the steering wheel torque is within a first preset steering wheel torque range within a first preset time period, and the steering wheel angle is not higher than a first preset steering wheel angle threshold within a first preset time period, and the steering wheel speed is not higher than a first preset steering wheel speed threshold within a first preset time period.

[0021] And / or, the long-term deviation compensation trigger conditions include:

[0022] The vehicle speed is within the second preset speed range within the second preset time period, and the yaw rate is not higher than the second yaw rate threshold within the second preset time period, and the steering wheel torque is within the second preset steering wheel torque range within the second preset time period, and the steering wheel angle is not higher than the second preset steering wheel angle threshold within the second preset time period, and the steering wheel speed is not higher than the second preset steering wheel speed threshold within the second preset time period.

[0023] The first aspect of this application provides a vehicle pull-off compensation device, comprising:

[0024] The short-term deviation compensation unit is used to determine the short-term deviation compensation torque adjustment amount based on the iterative constant and the steering wheel torque if the vehicle driving status information and steering wheel status information continuously meet the short-term deviation compensation trigger condition within a first preset time period. Based on the short-term deviation compensation torque adjustment amount, the previously determined short-term deviation compensation torque is adjusted to obtain the current short-term deviation compensation torque, and the current short-term deviation compensation torque is sent to the power assist motor for short-term deviation compensation. Among them, the steering wheel status information includes the steering wheel torque used to characterize the steering force.

[0025] The iterative update unit is used to repeatedly execute the steps of determining the adjustment amount of the short-term deviation compensation torque based on the iterative constant and the steering hand force, adjusting the previously determined short-term deviation compensation torque based on the adjustment amount of the short-term deviation compensation torque to obtain the current short-term deviation compensation torque, and sending the current short-term deviation compensation torque to the power assist motor for short-term deviation compensation, until the steering wheel torque enters the steering hand force dead zone of short-term deviation compensation;

[0026] The long-term deviation compensation unit is used to send the short-term deviation compensation torque to the power assist motor for long-term deviation compensation if the vehicle driving status information and steering wheel status information continuously meet the long-term deviation compensation triggering conditions within a second preset time period, and the short-term deviation compensation torque continuously exceeds a preset threshold within a third preset time period.

[0027] A third aspect of this application provides a vehicle drift compensation device, comprising at least one processor and a memory connected to the processor, wherein:

[0028] Memory is used to store computer programs;

[0029] The processor is used to execute computer programs to enable electronic devices to implement any of the vehicle deviation compensation methods described above.

[0030] The fourth aspect of this application provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement any of the vehicle deviation compensation methods described above.

[0031] The fifth aspect of this application provides a computer storage medium carrying one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement any of the vehicle deviation compensation methods described above.

[0032] By employing the above technical solution, the vehicle drift compensation method and related device provided in this application, when the vehicle driving status information and steering wheel status information continuously meet the short-term drift compensation triggering conditions within a first preset time period, determines the short-term drift compensation torque adjustment amount based on the iterative constant and steering wheel torque, and adjusts the previously determined short-term drift compensation torque according to this adjustment amount to obtain the current short-term drift compensation torque; when the vehicle driving status information and steering wheel status information continuously meet the long-term drift compensation triggering conditions within a second preset time period, and the short-term drift compensation torque continuously exceeds a preset threshold within a third preset time period, the current short-term drift compensation torque is used as the long-term drift compensation torque. This application can gradually update the previously determined short-term drift compensation torque to approximate the driver's steering effort, allowing the driver to gradually reduce steering effort during actual driving without any driving burden. Furthermore, this application is based on the previous short-term deviation compensation torque, which is adjusted to obtain the current short-term deviation compensation torque, making it more in line with actual driving conditions and resulting in a more accurate short-term deviation compensation torque. Attached Figure Description

[0033] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0034] Figure 1 A flowchart illustrating a method for compensating for vehicle deviation provided in this application;

[0035] Figure 2 A flowchart illustrating a method for compensating for vehicle deviation provided in this application;

[0036] Figure 3 Another flowchart illustrating the vehicle velocity compensation method provided in this application.

[0037] Figure 4 A schematic diagram of the vehicle deviation compensation device provided in this application;

[0038] Figure 5 This is a structural schematic diagram of the vehicle deviation compensation device provided in this application. Detailed Implementation

[0039] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0040] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0041] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0042] Vehicle pulling to one side refers to the phenomenon where a vehicle automatically veers to one side while driving in a straight line. It can be caused by a variety of factors, such as tire problems, abnormal four-wheel alignment parameters, suspension system failure, brake system failure, frame or body deformation, road surface or driving factors, etc.

[0043] Tire issues include uneven tire pressure, which may be caused by differences in tire pressure between the left and right tires, resulting in uneven tire force and a bias of thrust towards the side with lower pressure; uneven wear, which may be caused by inconsistent tire tread wear (such as uneven wear on one side) or poor dynamic balance of the four wheels, resulting in differences in grip; and specification differences, which may be caused by inconsistencies in brand, model, and size when replacing tires, thus affecting the stability of vehicle driving.

[0044] Abnormal four-wheel alignment parameters include: front wheel camber angle, specifically, excessive or insufficient camber angle on one side, causing the tire to tilt outward or inward; caster angle, specifically, inconsistent kingpin angles on the left and right sides, affecting steering self-centering; front wheel toe-in, specifically, abnormal inward or outward offset of the front wheel tip, causing the vehicle to pull to one side while driving; and rear wheel alignment problems, such as inaccurate rear wheel alignment (e.g., abnormal rear wheel toe-in or camber angle), causing the vehicle to pull to one side.

[0045] Suspension system malfunctions include shock absorber failure (when one shock absorber leaks oil or loses damping, causing uneven vehicle height and resulting in vehicle pulling to one side); spring deformation or breakage (weakened or broken suspension springs can cause the vehicle to tilt, resulting in vehicle pulling to one side); and worn connecting rod ball joints (loose or worn connecting rod ball joints can affect wheel alignment stability, causing vehicle pulling to one side).

[0046] Brake system malfunctions include stuck brake calipers, poor return of one brake caliper, resulting in continuous friction of the brake pads, creating driving resistance and causing the vehicle to veer to one side; uneven wear of brake discs or pads, uneven wear of brake components, generating lateral force during braking, which in turn causes the vehicle to veer to one side.

[0047] Frame or body deformation includes accident damage. After a collision, the frame will deform and the original geometry of the vehicle will be damaged, causing the vehicle to veer to one side during driving. Long-term uneven load, such as long-term unilateral load, will cause the suspension components to age and the frame to twist, which will also cause the vehicle to veer to one side during driving.

[0048] Road surface or driving factors include road inclination, slope on one side of the road, or water accumulation, which can cause visual or actual deviation; driving habits, such as frequent unilateral steering or excessive correction, can be misjudged as vehicle deviation.

[0049] In summary, there are many reasons why a vehicle might pull to one side, which makes it difficult to pinpoint the cause. In the aftermarket, repairing a vehicle that pulls to one side is characterized by being time-consuming and costly.

[0050] When a vehicle veers to one side, the driver needs to continuously apply steering torque to keep the vehicle moving straight. In existing technology, to alleviate driver fatigue caused by vehicle veergence, the driver is allowed to actively set the steering wheel's compensating torque, allowing the steering system to provide compensation torque autonomously. However, during vehicle operation, the causes of veergence are complex and unpredictable, and the required compensating torque varies. Therefore, using a pre-set, constant compensating torque not only fails to effectively suppress vehicle veergence but also significantly increases the likelihood of unexpected steering, increasing safety risks during driving.

[0051] To address the aforementioned issues, this application proposes a vehicle drift compensation method and related device, primarily based on adaptive drift compensation implemented through EPS (Electric Power Steering), thereby resolving vehicle drift problems caused by inherent vehicle issues or environmental factors. Specifically, the electronic control unit within the EPS identifies the vehicle's drift state and provides a corresponding drift compensation torque based on this state. This torque is then sent to the power steering motor for drift compensation, thus preventing vehicle drift, reducing driver discomfort caused by prolonged application of excessive steering force, reducing driver fatigue, and efficiently and quickly resolving the vehicle drift problem.

[0052] EPS is a power steering system that directly relies on an electric motor to provide steering assistance torque, balancing easy steering at low speeds with stable handling at high speeds. With the development of EPS control technology, its functions are no longer limited to steering assistance; it can also achieve lateral control functions such as active return to center, lane keeping, lane correction, and automatic parking.

[0053] The main functions of EPS include two aspects: power steering and improving driving comfort and safety.

[0054] Regarding power steering:

[0055] During vehicle steering, when the driver turns the steering wheel, the EPS system provides appropriate steering assistance through the motor based on information such as the steering wheel angle, steering speed, and vehicle speed. This makes it easier for the driver to operate the steering wheel, especially at low speeds, such as when parking or turning in narrow spaces. The steering force required is greatly reduced, which reduces the driver's physical exertion and improves driving comfort.

[0056] In addition, EPS automatically adjusts the amount of power assist according to different driving conditions. For example, when the vehicle is traveling at high speed, in order to ensure the stability of the vehicle and the precision of handling, EPS will appropriately reduce the power assist, making the steering wheel feel "heavier" so that the driver can better control the direction of the vehicle and avoid loss of control due to overly sensitive steering; correspondingly, it will increase the power assist when traveling at low speed, making steering operation convenient and effortless.

[0057] To improve driving comfort and safety:

[0058] EPS (Electric Power Steering) provides precise assistance based on actual conditions, making steering smoother and more natural. Drivers can control the vehicle's direction more easily and comfortably, reducing fatigue caused by strenuous steering, especially noticeable during long drives. Furthermore, EPS helps drivers steer more quickly and accurately in emergency situations. For example, in situations requiring sudden obstacle avoidance, EPS ensures a rapid response from the steering system, providing appropriate steering assistance so the vehicle can change direction promptly according to the driver's intentions, effectively preventing traffic accidents.

[0059] This application primarily uses the CAN (Controller Area Network) transceiver in the EPS to monitor a series of signals on the CAN bus that characterize the vehicle's driving posture.

[0060] Optional, see Figure 1 This application provides a flowchart illustrating a method for compensating for vehicle deviation.

[0061] like Figure 1 As shown, the compensation method for vehicle deviation includes the following steps:

[0062] Step 101: If the vehicle driving status information and steering wheel status information continuously meet the short-term deviation compensation trigger condition within the first preset time period, determine the short-term deviation compensation torque adjustment amount based on the iterative constant and steering wheel torque, adjust the previously determined short-term deviation compensation torque based on the short-term deviation compensation torque adjustment amount to obtain the current short-term deviation compensation torque, and send the current short-term deviation compensation torque to the power assist motor for short-term deviation compensation; wherein, the steering wheel status information includes the steering wheel torque used to characterize the steering hand force.

[0063] First, it will determine whether the vehicle is veering off course based on the vehicle's condition while it is in motion.

[0064] Vehicle driving status information and steering wheel status information can characterize the state of a vehicle in motion.

[0065] The vehicle driving status information mainly includes signals characterizing the vehicle's driving posture. This information includes at least vehicle speed and yaw rate, and may also include the difference in left and right wheel speed signals or the vehicle's lateral acceleration. This vehicle driving status information is primarily obtained from the CAN transceiver in the EPS (Electric Power Supply). Specifically, vehicle speed can be obtained from the vehicle speed sensor, and yaw rate can be obtained from the yaw rate sensor.

[0066] The steering wheel status information includes at least the steering wheel torque, steering wheel angle, and steering wheel speed. Specifically, the steering wheel torque can be obtained from the steering wheel torque sensor, the steering wheel angle from the steering wheel angle sensor, and the steering wheel speed from the steering wheel speed sensor.

[0067] It should be noted that steering wheel torque can be used to characterize the driver's steering effort, which can also be called steering torque. As the name suggests, steering torque is the torque that the driver applies to the steering wheel to keep the vehicle traveling in a straight line when the vehicle veers off course.

[0068] There are two main types of vehicle pulling states: short-term pulling caused by temporary external factors such as crosswinds, and long-term pulling caused by long-term problems in the vehicle, such as component design or assembly issues. Correspondingly, the triggering conditions and calculation methods for short-term and long-term pulling are different. The triggering conditions can also be called the enabling conditions for pulling compensation. When the enabling conditions are met, the vehicle's pulling compensation function is activated; when the enabling conditions are not met, the pulling compensation function is deactivated, and there is no compensation torque.

[0069] Next, we will introduce the triggering conditions for short-term deviation compensation.

[0070] The short-term deviation compensation trigger conditions are as follows: the vehicle speed is within a first preset speed range within a first preset time period, the yaw rate is not higher than a first yaw rate threshold within a first preset time period, the steering wheel torque is within a first preset steering wheel torque range within a first preset time period, the steering wheel angle is not higher than a first preset steering wheel angle threshold within a first preset time period, and the steering wheel speed is not higher than a first preset steering wheel speed threshold within a first preset time period.

[0071] Specifically, the EPS system receives a vehicle speed signal from the vehicle speed sensor that is within a first preset vehicle speed range within a first preset time period; receives a yaw rate signal from the yaw rate sensor that is less than a first yaw rate threshold within a first preset time period; receives a steering wheel torque from the steering wheel torque sensor that is within a first preset steering wheel torque range within a first preset time period; receives a steering wheel angle from the steering wheel angle sensor that is less than a first preset steering wheel angle threshold within a first preset time period; and receives a steering wheel speed from the steering wheel speed sensor that is less than a first preset steering wheel speed threshold within a first preset time period.

[0072] Understandably, when the state of a vehicle in motion meets the conditions mentioned above, it can be determined that the vehicle is in a short-term deviation state, and the short-term deviation function of the vehicle can be activated.

[0073] The calculation process for short-term deviation compensation torque is as follows:

[0074] The short-term deviation compensation adjustment amount is determined based on the iterative constant and the steering wheel torque. Then, the previously determined short-term deviation compensation torque is adjusted based on the short-term deviation compensation adjustment amount to obtain the current short-term deviation compensation torque.

[0075] Specifically, the product of the iterative constant and the steering wheel torque is calculated. Then, based on the direction of the steering wheel torque and the vehicle's yaw rate, a positive or negative sign is added to the product. The product with the added positive or negative sign is the short-term deviation compensation adjustment amount. Finally, the product with the added positive or negative sign is added to the previously determined short-term deviation compensation torque to obtain the current short-term deviation compensation torque. The previously determined short-term deviation compensation torque is the one used previously.

[0076] The calculation formula can be as follows:

[0077] ;

[0078] in, For this short-term deviation compensation torque, The short-term deviation compensation torque was determined in the previous test, and C is an iteration constant. The steering force (steering wheel torque) is represented by sign(), which assigns a sign to the steering force.

[0079] Optionally, when the state of the vehicle in motion meets the short-term deviation compensation trigger condition, the adjustment amount of the short-term deviation compensation torque is determined based on the iterative constant and the steering wheel torque. Then, the previously determined short-term deviation compensation torque is adjusted based on the adjustment amount of the short-term deviation compensation torque to obtain the current short-term deviation compensation torque. The current short-term deviation compensation torque is then sent to the power assist motor for short-term deviation compensation.

[0080] Step 102: Execute the following steps multiple times: determine the adjustment amount of the short-term deviation compensation torque based on the iterative constant and steering hand force; adjust the previously determined short-term deviation compensation torque based on the adjustment amount of the short-term deviation compensation torque to obtain the current short-term deviation compensation torque; send the current short-term deviation compensation torque to the power assist motor for short-term deviation compensation; continue until the steering wheel torque enters the steering hand force dead zone of short-term deviation compensation.

[0081] In lane deviation compensation, the driver's steering effort changes in real time, and correspondingly, the short-term lane deviation compensation torque is also updated and iterated in real time. Specifically, the short-term lane deviation compensation torque increases as the steering effort decreases, and gradually iterates until the steering effort stabilizes within the dead zone of the lane deviation compensation torque, at which point the iteration of the short-term lane deviation compensation torque ends.

[0082] The formula can be expressed as follows:

[0083] when hour, ;

[0084] in, This is to compensate for the dead zone of steering effort during short-term deviation.

[0085] When the steering force is stably maintained within the short-term deviation compensation steering force dead zone, the previously determined short-term deviation compensation torque is used as the compensation torque, and the short-term deviation compensation torque is no longer updated.

[0086] The formula is as follows:

[0087] when When, then adopt Determine the short-term deviation compensation torque for this operation. Therefore, the condition for stopping the update of the short-term deviation compensation torque is that the steering force (steering wheel torque) enters the steering force dead zone of the short-term deviation compensation.

[0088] As can be seen from the calculation formula of the short-term deviation torque above, the magnitude of the short-term deviation compensation torque is related to the degree of deviation and the number of iterations. The degree of deviation is characterized by the magnitude of the steering hand force when the vehicle is traveling straight. The self-learning speed of the short-term deviation compensation torque is related to the iteration constant and the iteration frequency.

[0089] For example, suppose the vehicle veers to the left. When the veergence compensation function is not activated, the driver needs to apply rightward steering force to maintain straight-line driving. After the short-term veergence compensation function is triggered, the EPS gradually applies a rightward short-term veergence compensation torque to the steering system through the iterative calculation formula mentioned above, thereby offsetting the driver's corrective force (i.e., the steering torque mentioned above). This continues until the driver's steering force is less than the short-term veergence compensation steering force dead zone. After the short-term veergence compensation stabilizes, if the vehicle veers to the right due to crosswinds, the driver will actively increase the leftward steering force to maintain straight-line driving. At this time, the rightward short-term veergence compensation torque will gradually decrease or even increase in the opposite direction according to the iterative calculation formula mentioned above, until the driver's corrective force is offset.

[0090] In addition, to prevent excessive compensation torque from causing an overly noticeable pulling sensation and affecting the driver's driving comfort, it is necessary to limit the amplitude of the short-term deviation compensation torque.

[0091] Optionally, before sending the short-term deviation compensation torque to the assist motor for short-term deviation compensation, it is necessary to determine the magnitude between the current short-term deviation compensation torque and the preset minimum and maximum short-term deviation compensation torque values.

[0092] Specifically, it determines whether the current short-term deviation compensation torque is less than the preset minimum short-term deviation compensation torque, and simultaneously determines whether the current short-term deviation compensation torque is greater than the preset maximum short-term deviation compensation torque. If the current short-term deviation compensation torque is less than the preset minimum short-term deviation compensation torque, the preset minimum short-term deviation compensation torque is used as the current short-term deviation compensation torque; if the current short-term deviation compensation torque is greater than the preset maximum short-term deviation compensation torque, the preset maximum short-term deviation compensation torque is used as the current short-term deviation compensation torque.

[0093] The amplitude limit formula can be as follows:

[0094] ;

[0095] in, To preset the maximum short-term deviation compensation torque, This is the preset minimum value for short-term deviation compensation torque.

[0096] As can be seen from the above, this application can iteratively update the short-term deviation compensation torque in real time, and perform multiple updates and iterations of the short-term deviation compensation torque. As the number of iterations increases, the short-term deviation compensation torque is gradually increased until the driver's steering force is placed within the steering force dead zone, at which point the short-term deviation compensation torque is no longer adjusted, and the vehicle is maintained to travel in a straight line with this short-term deviation compensation torque.

[0097] In summary, this application can gradually update the short-term drift compensation torque based on the previously determined short-term drift compensation torque to approximate the driver's steering effort. In actual driving, the driver only needs to gradually reduce the steering effort, thus achieving a driver-free driving experience. Furthermore, this application obtains the current short-term drift compensation torque by adjusting the previous short-term drift compensation torque, making it more closely aligned with actual driving conditions and resulting in a more accurate short-term drift compensation torque.

[0098] Step 103: If the vehicle driving status information and steering wheel status information continuously meet the long-term deviation compensation triggering conditions within the second preset time period, and the short-term deviation compensation torque continuously exceeds the preset threshold within the third preset time period, the short-term deviation compensation torque is taken as the long-term deviation compensation torque and sent to the power assist motor for long-term deviation compensation.

[0099] Corresponding to the short-term deviation compensation trigger condition, the long-term deviation compensation trigger condition is:

[0100] The vehicle speed is within a second preset speed range for a second preset time period, the yaw rate is not higher than a second yaw rate threshold for a second preset time period, the steering wheel torque is within a second preset steering wheel torque range for a second preset time period, the steering wheel angle is not higher than a first preset steering wheel angle threshold for a first preset time period, and the steering wheel speed is not higher than a second steering wheel speed threshold for a second preset time period.

[0101] Specifically, the EPS system receives a vehicle speed signal from the vehicle speed sensor that is within a second preset vehicle speed range within a second preset time period; receives a yaw rate signal from the yaw rate sensor that is less than a second yaw rate threshold within a second preset time period; receives a steering wheel torque from the steering wheel torque sensor that is within a second preset steering wheel torque range within a second preset time period; receives a steering wheel angle from the steering wheel angle sensor that is less than a second preset steering wheel angle threshold within a second preset time period; and receives a steering wheel speed from the steering wheel speed sensor that is less than a second preset steering wheel speed threshold within a second preset time period.

[0102] It should also be noted that there is another condition that must be met at the same time: the short-term deviation compensation torque must be greater than the preset threshold for a continuous period of time within the third preset duration.

[0103] When the condition of a vehicle in motion meets all the conditions mentioned above, it can be determined that the vehicle is in a long-term deviation state, and the long-term deviation function of the vehicle can be activated.

[0104] Specifically, when the short-term deviation torque continuously exceeds a preset threshold within the third preset duration, the vehicle's deviation condition is determined to be stable. At this point, the short-term deviation compensation torque needs to be used as the new long-term deviation compensation torque. That is, the vehicle's deviation compensation state changes from a short-term deviation compensation state to a long-term deviation compensation state.

[0105] Furthermore, when the short-term deviation torque continues to exceed the preset threshold within the third preset duration, the timer for monitoring whether the short-term deviation compensation torque continues to exceed the preset threshold within the third preset duration is reset to zero.

[0106] It is understood that this application will monitor the vehicle status of short-term deviation compensation based on EPS, and when the update triggering condition of long-term deviation compensation is met, the current short-term deviation compensation torque will be used as the new long-term deviation compensation torque to compensate for deviation of the vehicle in motion.

[0107] It should be noted that after using the short-term deviation compensation torque as the new long-term deviation compensation torque, the long-term deviation compensation torque is gradually applied to the vehicle according to the preset slope. Correspondingly, the short-term deviation compensation torque also needs to be gradually reduced to zero according to the preset slope.

[0108] Specifically, to prevent the application of a new long-term drift compensation torque to the steering system while the short-term drift compensation torque fails to decrease in time, resulting in an unexpected drift compensation effect, the short-term drift compensation torque needs to be iterated according to a preset slope until it reaches zero. The preset slope is negatively correlated with the vehicle speed. Specifically, the short-term drift compensation torque will gradually decrease to 0 Nm through iteration with the steering torque until the vehicle's drift state changes.

[0109] For example, assuming the short-term deviation compensation torque is 0.5 Nm, meaning the EPS power steering motor needs an output of 0.5 Nm to maintain the vehicle's straight-line position without the driver needing to forcefully control the direction when the vehicle is veering, and the preset update slope for the long-term compensation torque is 0.1 Nm / s, within 1 second after the long-term deviation compensation function is activated, the long-term deviation compensation torque output is 0.1 Nm. At this time, the deviation compensation is 0.6 Nm, which is greater than the 0.5 Nm required to maintain straight-line position, resulting in slight overcompensation. The vehicle will tend to veer in the other direction, and the driver will actively control the steering wheel to maintain straight-line position, resulting in a larger steering torque. At this time, the short-term deviation compensation torque will decrease according to the calculation result in the short-term deviation compensation formula. The above process repeats within the 2nd second until the 5th second, when the long-term deviation compensation completely replaces the function of the short-term deviation compensation.

[0110] Optionally, to enable the EPS to quickly and accurately compensate for prolonged vehicle misalignment caused by the manufacturing and assembly of vehicle parts, the EPS needs to remember the compensation torque at the time of the last exit from long-term misalignment compensation. Therefore, the long-term compensation torque at the time the EPS exited long-term misalignment mode needs to be used as the historical compensation torque, and this compensation torque needs to be used as the initial value after the next long-term misalignment compensation activation. Additionally, when the EPS controller is powered down, this compensation torque needs to be stored in a register to ensure rapid compensation when long-term misalignment is activated again after the controller restarts.

[0111] In summary, the vehicle drift compensation method provided in this application involves the following steps: When the vehicle driving status information and steering wheel status information continuously meet the short-term drift compensation triggering conditions for a first preset duration, the adjustment amount of the short-term drift compensation torque is determined based on the iterative constant and steering wheel torque. This adjustment amount is then used to adjust the previously determined short-term drift compensation torque to obtain the current short-term drift compensation torque. When the vehicle driving status information and steering wheel status information continuously meet the long-term drift compensation triggering conditions for a second preset duration, and the short-term drift compensation torque continuously exceeds a preset threshold for a third preset duration, the current short-term drift compensation torque is used as the long-term drift compensation torque. This application can gradually update the previously determined short-term drift compensation torque to approximate the driver's steering effort. In actual driving, the driver only needs to gradually reduce the steering effort, resulting in no driving burden. Furthermore, this application is based on the previous short-term deviation compensation torque, which is adjusted to obtain the current short-term deviation compensation torque, making it more in line with actual driving conditions and resulting in a more accurate short-term deviation compensation torque.

[0112] Optional, see Figure 2 Another flowchart illustrating the vehicle deviation compensation method provided in this application is shown below. Figure 2 As shown, the compensation method for vehicle deviation also includes the following steps:

[0113] Step 201: Monitor the vehicle status based on the vehicle driving status information and steering wheel status information. When the vehicle is detected to be in a non-straight driving state, iterate the deviation compensation torque according to the second preset slope until the deviation compensation torque drops to zero.

[0114] It should be noted that non-straight driving states mainly include vehicle states such as turning, changing lanes, making U-turns, and parking. Detecting a vehicle in a non-straight driving state is the condition for the vehicle to exit the deviation compensation function.

[0115] Optionally, the EPS continuously monitors the vehicle's driving status based on the vehicle's driving status information and steering wheel status information. When it detects that the vehicle is not driving in a straight line, it iterates the current deviation compensation torque according to the second preset slope until the current deviation compensation torque is reduced to zero.

[0116] The second preset slope mainly includes the update slope for short-term deviation compensation and the update slope for long-term deviation compensation.

[0117] When the vehicle exits the short-term deviation compensation mode, the short-term deviation compensation torque is iterated according to the update slope of the short-term deviation compensation until the short-term deviation compensation torque drops to zero.

[0118] After the vehicle exits the long-term deviation compensation model, the long-term deviation compensation torque is iterated according to the update slope of the long-term deviation compensation until the long-term deviation compensation torque drops to zero.

[0119] For example, assuming the deviation compensation torque before exiting is 1 Nm and the second preset slope is 0.1 Nm / s, then in the 1st, 2nd, 3rd, 4th...9th seconds after exiting the deviation compensation mode, the deviation compensation torque is 0.9 Nm, 0.8 Nm, 0.7 Nm, 0.6 Nm...0 Nm, decreasing to 0 in a stepwise manner.

[0120] Optionally, the exit conditions for short-term deviation compensation can be as follows:

[0121] The short-term deviation compensation mode will exit if any of the following conditions are met within the fourth preset time period:

[0122] Condition 1: The vehicle speed is outside the third preset speed range within the fourth preset time period;

[0123] Condition 2: The yaw rate is greater than the fourth preset yaw rate threshold;

[0124] Condition 3: The steering wheel angle is greater than the fourth preset steering wheel angle threshold;

[0125] Condition 4: The steering wheel speed is greater than the fourth preset steering wheel speed threshold.

[0126] Correspondingly, the specific exit conditions for long-term deviation compensation can be:

[0127] The long-term deviation compensation mode will exit if any of the following conditions are met within the fifth preset duration:

[0128] Condition 1: The vehicle speed is outside the fifth preset speed range within the fifth preset time period;

[0129] Condition 2: The yaw rate is greater than the fifth preset yaw rate threshold;

[0130] Condition 3: The steering wheel angle is greater than the fifth preset steering wheel angle threshold;

[0131] Condition 4: The steering wheel speed is greater than the fifth preset steering wheel speed threshold.

[0132] In summary, when the vehicle enters a non-straight driving state such as turning, changing lanes, making a U-turn, or parking, the EPS will promptly disengage from the deviation compensation state and gradually stop outputting deviation compensation torque according to a preset slope, thereby effectively avoiding affecting the normal driving feel.

[0133] Optional, see Figure 3 This application provides a flowchart illustrating a method for compensating for vehicle deviation.

[0134] Step 1: Confirm vehicle sensor status.

[0135] First, ensure the connection between the EPS system and the vehicle sensors is normal. Vehicle sensors include at least a vehicle speed sensor, yaw rate sensor, steering wheel torque sensor, steering wheel angle sensor, and steering wheel speed sensor. Specifically, verify the validity of the signals from these vehicle sensors through signal safety mechanisms. Furthermore, the signals transmitted to the EPS system by the steering wheel torque sensor, steering wheel angle sensor, and steering wheel speed sensor must also be verified through safety mechanisms.

[0136] Step 2: Vehicle signal acquisition.

[0137] Collect a series of signals that characterize the vehicle's driving posture.

[0138] Specifically, the vehicle speed is obtained from the vehicle speed sensor, the yaw rate is obtained from the yaw rate sensor, the steering wheel torque is obtained from the steering wheel torque sensor, the steering wheel angle is obtained from the steering wheel angle sensor, and the steering wheel speed is obtained from the steering wheel speed sensor.

[0139] Step 3: Determine the vehicle's short-term deviation.

[0140] Based on a series of signals representing the vehicle's driving posture, it is determined whether the vehicle is currently in a short-term deviation state.

[0141] Specifically, when the vehicle speed signal received by the EPS system from the vehicle speed sensor is within a first preset vehicle speed range within a first preset time period, the yaw rate signal received from the yaw rate sensor is less than a first yaw rate threshold within a first preset time period, the steering wheel torque received from the steering wheel torque sensor is within a first preset steering wheel torque range within a first preset time period, the steering wheel angle received from the steering wheel angle sensor is less than a first preset steering wheel angle threshold within a first preset time period, and the steering wheel speed received from the steering wheel speed sensor is less than a first preset steering wheel speed threshold within a first preset time period, the vehicle is determined to be in a short-term deviation state.

[0142] Step 4: Calculation of short-term deviation compensation torque.

[0143] The following formula is used to calculate short-term deviation compensation:

[0144] when hour, ;

[0145] when When, then adopt .

[0146] Step 5: Determine the vehicle's prolonged deviation from its lane.

[0147] Based on a series of signals representing the vehicle's driving posture, it is determined whether the vehicle is currently in a prolonged state of deviation.

[0148] Specifically, if the vehicle speed signal received by the EPS system from the vehicle speed sensor is within a second preset speed range within a second preset time period, the yaw rate signal received from the yaw rate sensor is less than a second yaw rate threshold within a second preset time period, the steering wheel torque received from the steering wheel torque sensor is within a second preset steering wheel torque range within a second preset time period, the steering wheel angle received from the steering wheel angle sensor is less than a second preset steering wheel angle threshold within a second preset time period, and the steering wheel speed received from the steering wheel speed sensor is less than a second preset steering wheel speed threshold within a second preset time period, and the short-term deviation torque is continuously greater than a preset threshold within a third preset duration period, then the vehicle is determined to be in a long-term deviation state.

[0149] Step 6: Calculation of long-term deviation compensation torque.

[0150] The short-term deviation compensation torque obtained this time will be used as the new long-term deviation compensation torque to compensate for deviation of the vehicle in motion.

[0151] In summary, this application can automatically identify the tendency of a vehicle to veer off course and actively apply a compensating torque to reduce the veergence. It completes the vehicle veergence compensation without the user's awareness, thereby improving vehicle safety while saving costs, labor, and time.

[0152] The above describes a vehicle deviation compensation method provided by the embodiments of this application. The following will describe the apparatus for performing the above vehicle deviation compensation method.

[0153] Please see Figure 4 , Figure 4 This is a schematic diagram of the vehicle drift compensation device provided in this application. Figure 4 As shown, the device includes: a short-term deviation compensation unit 10, an iterative update unit 20, and a long-term deviation compensation unit 30; wherein:

[0154] The short-term deviation compensation unit 10 is used to determine the short-term deviation compensation torque adjustment amount based on the iterative constant and the steering wheel torque if the vehicle driving status information and steering wheel status information continuously meet the short-term deviation compensation triggering conditions within a first preset time period. Based on the short-term deviation compensation torque adjustment amount, the previously determined short-term deviation compensation torque is adjusted to obtain the current short-term deviation compensation torque, and the current short-term deviation compensation torque is sent to the power assist motor for short-term deviation compensation. Among them, the steering wheel status information includes the steering wheel torque used to characterize the steering force.

[0155] The iterative update unit 20 is used to repeatedly execute the steps of determining the adjustment amount of the short-term deviation compensation torque based on the iterative constant and the steering hand force, adjusting the previously determined short-term deviation compensation torque based on the adjustment amount of the short-term deviation compensation torque to obtain the current short-term deviation compensation torque, and sending the current short-term deviation compensation torque to the power assist motor for short-term deviation compensation, until the steering wheel torque enters the steering hand force dead zone of short-term deviation compensation;

[0156] The long-term deviation compensation unit 30 is used to send the short-term deviation compensation torque as the long-term deviation compensation torque to the power assist motor for long-term deviation compensation if the vehicle driving status information and steering wheel status information continuously meet the long-term deviation compensation triggering conditions within a second preset time period, and the short-term deviation compensation torque continuously exceeds a preset threshold within a third preset time period.

[0157] In one embodiment, the short-term deviation compensation unit 10 is specifically used for:

[0158] Calculate the product of the iterative constant and the steering wheel torque;

[0159] Add a positive or negative sign to the product based on the direction of the steering wheel torque and the yaw rate in the vehicle driving status information;

[0160] Add the product after adding a positive or negative sign to the previously determined short-term deviation compensation torque to obtain the current short-term deviation compensation torque.

[0161] In one embodiment, the vehicle drift compensation device further includes a timing reset unit, used for:

[0162] When the short-term deviation compensation torque continues to exceed the preset threshold within the third preset time period, the timer for monitoring whether the short-term deviation compensation torque continues to exceed the preset threshold within the third preset time period is reset to zero.

[0163] In one embodiment, the vehicle drift compensation device further includes a compensation torque update unit, used for:

[0164] If the vehicle driving status information and steering wheel status information continuously meet the long-term deviation compensation trigger condition within the second preset time period, and the short-term deviation compensation torque continuously exceeds the preset threshold within the third preset time period, then the short-term deviation compensation torque is iterated according to the first preset slope until the short-term deviation compensation torque drops to zero; the first preset slope is negatively correlated with the vehicle speed.

[0165] In one embodiment, the vehicle pull-off compensation device further includes a pull-off compensation deactivation unit, used for:

[0166] The vehicle status is monitored based on the vehicle driving status information and steering wheel status information. When the vehicle is detected to be in a non-straight driving state, the deviation compensation torque is iterated according to the second preset slope until the deviation compensation torque is reduced to zero.

[0167] In one embodiment, the vehicle driving status information includes at least vehicle speed and yaw rate, and the steering wheel status information includes at least steering wheel torque, steering wheel angle, and steering wheel speed.

[0168] The short-term deviation compensation triggering conditions in the short-term deviation compensation unit 10 include:

[0169] The vehicle speed is within a first preset speed range within a first preset time period, and the yaw rate is not higher than a first preset yaw rate threshold within a first preset time period, and the steering wheel torque is within a first preset steering wheel torque range within a first preset time period, and the steering wheel angle is not higher than a first preset steering wheel angle threshold within a first preset time period, and the steering wheel speed is not higher than a first preset steering wheel speed threshold within a first preset time period.

[0170] The long-term deviation compensation triggering conditions in the long-term deviation compensation unit 30 include:

[0171] The vehicle speed is within the second preset speed range within the second preset time period, and the yaw rate is not higher than the second yaw rate threshold within the second preset time period, and the steering wheel torque is within the second preset steering wheel torque range within the second preset time period, and the steering wheel angle is not higher than the second preset steering wheel angle threshold within the second preset time period, and the steering wheel speed is not higher than the second preset steering wheel speed threshold within the second preset time period.

[0172] This application also provides a vehicle drift compensation device in its embodiments. (Reference) Figure 5 The diagram illustrates a structural schematic suitable for implementing the vehicle drift compensation device provided in this application. The vehicle drift compensation device in this embodiment may include, but is not limited to, fixed terminals such as mobile phones, laptops, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, etc. Figure 5 The vehicle deviation compensation device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0173] like Figure 5As shown, the vehicle drift compensation device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. When the vehicle drift compensation device is powered on, the RAM 603 also stores various programs and data required for the operation of the vehicle drift compensation device. The processing unit 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0174] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, a touchscreen, touchpad, keyboard, mouse, camera, microphone, accelerometer, gyroscope, etc.; output devices 607 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 608 including, for example, memory card, hard disk, etc.; and communication devices 609. Communication device 609 allows the vehicle drift compensation device to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 5 The diagram illustrates a vehicle drift compensation device with various components; however, it should be understood that implementation or possession of all of the illustrated components is not required. Additional or fewer components may be implemented alternatively.

[0175] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the vehicle deviation compensation methods provided in this application.

[0176] This application also provides a computer storage medium that carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the vehicle deviation compensation methods provided in this application.

[0177] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0178] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0179] In the above embodiments, the implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, in the form of a computer program product.

[0180] A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A method for compensating for vehicle deviation, characterized in that, include: If the vehicle driving status information and steering wheel status information continuously meet the short-term deviation compensation trigger condition within a first preset time period, the short-term deviation compensation torque adjustment amount is determined based on the iterative constant and steering wheel torque. The previously determined short-term deviation compensation torque is adjusted based on the short-term deviation compensation torque adjustment amount to obtain the current short-term deviation compensation torque. The current short-term deviation compensation torque is then sent to the power assist motor for short-term deviation compensation. The steering wheel status information includes the steering wheel torque used to characterize the steering force. The process of repeatedly determining the short-term deviation compensation torque adjustment amount based on the iterative constant and steering hand force, adjusting the previously determined short-term deviation compensation torque based on the short-term deviation compensation torque adjustment amount to obtain the current short-term deviation compensation torque, and sending the current short-term deviation compensation torque to the power assist motor for short-term deviation compensation is repeated until the steering wheel torque enters the steering hand force dead zone of short-term deviation compensation. If the vehicle driving status information and steering wheel status information continuously meet the long-term deviation compensation trigger condition within a second preset time period, and the short-term deviation compensation torque continuously exceeds a preset threshold within a third preset time period, the current short-term deviation compensation torque is used as the long-term deviation compensation torque, and the long-term deviation compensation torque is sent to the power assist motor for long-term deviation compensation.

2. The vehicle deviation compensation method according to claim 1, characterized in that, The process of determining the short-term deviation compensation torque adjustment amount based on the iterative constant and steering wheel torque, and adjusting the previously determined short-term deviation compensation torque based on the short-term deviation compensation torque adjustment amount to obtain the current short-term deviation compensation torque includes: Calculate the product of the iterative constant and the steering wheel torque; Based on the direction of the steering wheel torque and the yaw rate in the vehicle driving status information, add a positive or negative sign to the product; Add the product after adding a positive or negative sign to the previously determined short-term deviation compensation torque to obtain the current short-term deviation compensation torque.

3. The vehicle deviation compensation method according to claim 1, characterized in that, Also includes: When the short-term deviation compensation torque is continuously greater than a preset threshold within a third preset time period, the timer for monitoring whether the short-term deviation compensation torque is continuously greater than the preset threshold within the third preset time period is reset to zero.

4. The vehicle deviation compensation method according to claim 1, characterized in that, Also includes: If the vehicle driving status information and steering wheel status information continuously meet the long-term deviation compensation trigger condition within the second preset time period, and the short-term deviation compensation torque continuously exceeds the preset threshold within the third preset time period, then the short-term deviation compensation torque is iterated according to the first preset slope until the short-term deviation compensation torque is reduced to zero. The first preset slope is negatively correlated with vehicle speed.

5. The vehicle deviation compensation method according to claim 1, characterized in that, Also includes: The vehicle status is monitored based on the vehicle driving status information and steering wheel status information. When the vehicle is detected to be in a non-straight driving state, the deviation compensation torque is iterated according to the second preset slope until the deviation compensation torque is reduced to zero.

6. The vehicle deviation compensation method according to claim 1, characterized in that, The vehicle driving status information includes at least vehicle speed and yaw rate, and the steering wheel status information includes at least steering wheel torque, steering wheel angle and steering wheel speed. The short-term deviation compensation triggering conditions include: The vehicle speed is within a first preset vehicle speed range within the first preset time period, and the yaw rate is not higher than a first preset yaw rate threshold within the first preset time period, and the steering wheel torque is within a first preset steering wheel torque range within the first preset time period, and the steering wheel angle is not higher than a first preset steering wheel angle threshold within the first preset time period, and the steering wheel speed is not higher than a first preset steering wheel speed threshold within the first preset time period; And / or, the long-term deviation compensation triggering conditions include: The vehicle speed is within the second preset speed range within the second preset time period, and the yaw rate is not higher than the second yaw rate threshold within the second preset time period, and the steering wheel torque is within the second preset torque range within the second preset time period, and the steering wheel angle is not higher than the second preset steering wheel angle threshold within the second preset time period, and the steering wheel speed is not higher than the second preset steering wheel speed threshold within the second preset time period.

7. A vehicle drift compensation device, characterized in that, include: A short-term deviation compensation unit is used to determine the short-term deviation compensation torque adjustment amount based on an iterative constant and the steering wheel torque if the vehicle driving status information and steering wheel status information continuously meet the short-term deviation compensation trigger condition within a first preset time period. Based on the short-term deviation compensation torque adjustment amount, the previously determined short-term deviation compensation torque is adjusted to obtain the current short-term deviation compensation torque, and the current short-term deviation compensation torque is sent to the power assist motor for short-term deviation compensation. The steering wheel status information includes the steering wheel torque used to characterize the steering force. The iterative update unit is used to repeatedly execute the steps of determining the adjustment amount of the short-term deviation compensation torque based on the iterative constant and steering hand force, adjusting the previously determined short-term deviation compensation torque based on the adjustment amount of the short-term deviation compensation torque to obtain the current short-term deviation compensation torque, and sending the current short-term deviation compensation torque to the power assist motor for short-term deviation compensation, until the steering wheel torque enters the steering hand force dead zone of short-term deviation compensation; The long-term deviation compensation unit is used to send the short-term deviation compensation torque as the long-term deviation compensation torque to the power assist motor for long-term deviation compensation if the vehicle driving status information and steering wheel status information continuously meet the long-term deviation compensation triggering conditions within a second preset time period, and the short-term deviation compensation torque continuously exceeds a preset threshold within a third preset time period.

8. A compensation device for vehicle deviation, characterized in that, It includes at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program so that the vehicle deviation compensation device can implement the vehicle deviation compensation method as described in any one of claims 1 to 6.

9. A computer program product, characterized in that, It includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle deviation compensation method as described in any one of claims 1 to 6.

10. A computer storage medium, characterized in that, The storage medium carries one or more computer programs that, when executed by an electronic device, enable the electronic device to implement the vehicle deviation compensation method as described in any one of claims 1 to 6.

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