Vehicle control method and device and vehicle

Abstract

The embodiment of the invention provides a vehicle control method and device and a vehicle, and the method comprises the steps that target turning angle information and actual turning angle information of wheels in the vehicle are obtained, the target turning angle information is used for representing the turning angle, indicated by a control instruction of the vehicle, of the wheels, and the actual turning angle information is used for indicating the actual turning angle; the actual steering angle information is used for representing the actual steering angle of the wheel in response to the control instruction; obtaining difference rotation angle information between the actual rotation angle information and the target rotation angle information; in response to the fact that the difference turning angle information is larger than a difference turning angle information threshold value, initial correction information and the accuracy of the initial correction information are determined based on the actual turning angle information, and the initial correction information is used for representing the difference degree between the wheel orientation and the steering wheel orientation under the same wheel steering angle; adjusting the initial correction information by using the accuracy to obtain target correction information; and controlling the vehicle to adjust the actual corner information by using the target correction information. The technical problem of low vehicle control accuracy is solved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle control technology, and in particular, to a vehicle control method, device, and vehicle. Background Art

[0002] At present, the impact of the steering wheel zero offset phenomenon on the lateral control accuracy of the vehicle is becoming increasingly prominent. In the relevant technology, when the vehicle's steering wheel angle is 0 degrees, the ideal state should correspond to the front wheel angle of 0 degrees, to ensure the accuracy and stability of the vehicle when driving in a straight line or performing lateral control. However, due to the precision limitations of the vehicle chassis parameters, such as the inaccuracy of the vehicle's four-wheel alignment, and the natural wear and tear during the use of the vehicle, in fact, when the vehicle's steering wheel angle is 0 degrees, the front wheel angle is not exactly 0 degrees, resulting in the steering wheel zero offset phenomenon, which directly affects the vehicle's lateral control accuracy. Therefore, there is still a technical problem of low vehicle control accuracy.

[0003] There is currently no good solution to the above problems. Summary of the Invention

[0004] The embodiments of the present application provide a vehicle control method, device, and vehicle to at least solve the technical problem of low vehicle control accuracy.

[0005] According to one aspect of an embodiment of the present application, a vehicle control method is provided, which may include: obtaining target steering angle information and actual steering angle information of wheels in the vehicle, wherein the target steering angle information is used to indicate the angle at which the wheel needs to turn as indicated by the vehicle control instruction, and the actual steering angle information is used to indicate the angle at which the wheel actually turns in response to the control instruction; obtaining difference steering angle information between the actual steering angle information and the target steering angle information; in response to the difference steering angle information being greater than a difference steering angle information threshold, determining initial correction information and the accuracy of the initial correction information based on the actual steering angle information, wherein the initial correction information is used to indicate the degree of difference between the orientation of the wheel and the orientation of the steering wheel in the vehicle at the same steering angle of the wheel; adjusting the initial correction information using the accuracy to obtain target correction information, wherein the accuracy of the target correction information is greater than the accuracy of the initial correction information; controlling the vehicle to adjust the actual steering angle information using the target correction information, wherein the difference steering angle information between the adjusted actual steering angle information and the target steering angle information is less than or equal to the difference steering angle information threshold.

[0006] Further, in response to the difference angle information being greater than the difference angle information threshold, initial correction information is determined based on the actual angle information, including: in response to the difference angle information being greater than the difference angle information threshold, initial correction information is determined based on a target number of actual angle information collected by the vehicle within a historical period.

[0007] Furthermore, in response to the difference angle information being greater than the difference angle information threshold, the accuracy of the initial correction information is determined based on the actual angle information, including: in response to the difference angle information being greater than the difference angle information threshold, respectively determining the actual angle information of the target quantity and the difference angle information between the target angle information of the corresponding target quantity; and determining the accuracy based on the difference angle information of the target quantity using an error determination model.

[0008] Furthermore, the accuracy is used to adjust the initial correction information to obtain target correction information, including: an adjustment step, in response to the accuracy being greater than the accuracy threshold, the accuracy is used to adjust the initial correction information to obtain first initial correction information, and a first accuracy corresponding to the first initial correction information is determined; in response to the first accuracy being less than or equal to the accuracy threshold, the first initial correction information is determined as the target correction information; the method also includes: in response to the accuracy being less than or equal to the accuracy threshold, the initial correction information is determined as the target correction information.

[0009] Further, in response to the first accuracy being greater than the accuracy threshold, the first accuracy is determined as the accuracy, and the first initial correction information is determined as the initial correction information, and the process returns to the adjustment step until the accuracy is less than or equal to the accuracy threshold.

[0010] Furthermore, obtaining actual turning angle information of the wheels in the vehicle includes: obtaining actual turning angle information of the steering wheel of the vehicle and the steering ratio of the vehicle, wherein the actual turning angle information of the steering wheel is used to represent the actual steering angle when the steering wheel performs a steering operation, and the steering ratio is used to represent the proportional relationship between the steering angle of the steering wheel and the steering angle of the wheel; dividing the actual turning angle information of the steering wheel by the steering ratio is determined as the actual turning angle information; obtaining target turning angle information of the wheels in the vehicle includes: parsing the target turning angle information from the control instruction sent from the steering wheel to the wheel, wherein the control instruction is triggered by the steering wheel performing a steering operation.

[0011] Furthermore, the target correction information is utilized to control the vehicle to adjust the actual turning angle information, including: determining a wheel angle adjustment strategy based on the target correction information, wherein the angle adjustment strategy is used to represent a rule for adjusting the actual turning angle information; controlling the vehicle to perform an angle adjustment operation on the actual turning angle information in accordance with the angle adjustment strategy to adjust the actual turning angle information; the method also includes: in response to completing the execution of the angle adjustment operation, controlling the vehicle to output a prompt message, wherein the prompt message is used to indicate the adjustment status of the actual turning angle information.

[0012] According to another aspect of an embodiment of the present application, a vehicle control device is further provided, which may include: a first acquisition unit, configured to acquire target steering angle information and actual steering angle information of a wheel in the vehicle, wherein the target steering angle information is used to indicate the angle at which the wheel is required to turn as indicated by a control instruction of the vehicle, and the actual steering angle information is used to indicate the angle at which the wheel actually turns in response to the control instruction; a second acquisition unit, configured to acquire difference steering angle information between the actual steering angle information and the target steering angle information; a determination unit, configured to determine, based on the actual steering angle information, initial correction information and an accuracy of the initial correction information, in response to the difference steering angle information being greater than a difference steering angle information threshold, wherein the initial correction information is used to indicate the degree of difference between the orientation of the wheel and the orientation of the steering wheel in the vehicle at the same steering angle of the wheel; an adjustment unit, configured to adjust the initial correction information using the accuracy to obtain target correction information, wherein the accuracy of the target correction information is greater than the accuracy of the initial correction information; and a control unit, configured to control the vehicle to adjust the actual steering angle information using the target correction information, wherein the difference steering angle information between the adjusted actual steering angle information and the target steering angle information is less than or equal to the difference steering angle information threshold.

[0013] According to another aspect of an embodiment of the present application, a vehicle is further provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the method of each embodiment of the present application is executed when the program is running.

[0014] According to another aspect of an embodiment of the present application, a computer-readable storage medium is also provided, which includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present application.

[0015] According to another aspect of the embodiments of the present application, a computer program product is further provided, including a computer program, which implements the methods in various embodiments of the present application when executed by a processor.

[0016] According to another aspect of an embodiment of the present application, a computer program product is also provided, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present application is implemented.

[0017] According to another aspect of the embodiments of the present application, a computer program is further provided, which implements the methods in various embodiments of the present application when executed by a processor.

[0018] In an embodiment of the present application, if it is necessary to control the vehicle to adjust the actual steering angle information, the target steering angle information and actual steering angle information of the wheels in the vehicle can be obtained, wherein the target steering angle information is used to indicate the angle at which the vehicle control instruction indicates the wheels need to turn, and the actual steering angle information is used to indicate the angle at which the wheels actually turn in response to the control instruction; the difference steering angle information between the actual steering angle information and the target steering angle information is obtained; in response to the difference steering angle information being greater than the difference steering angle information threshold, the initial correction information and the accuracy of the initial correction information are determined based on the actual steering angle information, wherein the initial correction information is used to indicate the degree of difference between the orientation of the wheels and the orientation of the steering wheel in the vehicle at the same steering angle of the wheels; the initial correction information is adjusted using the accuracy to obtain the target correction information, wherein the accuracy of the target correction information is greater than the accuracy of the initial correction information; the target correction information is used to control the vehicle to adjust the actual steering angle information, wherein the difference steering angle information between the adjusted actual steering angle information and the target steering angle information is less than or equal to the difference steering angle information threshold.

[0019] In this embodiment, by collecting and comparing the target turning angle information and the actual turning angle information in real time, the difference turning angle information between the actual turning angle information and the target turning angle information can be determined. When it is detected that the difference turning angle information is greater than the difference turning angle information threshold, the system automatically enters the correction mode, and determines the initial correction information based on the actual turning angle information and the degree of difference between the orientation of the wheel and the orientation of the steering wheel in the vehicle at the same steering angle of the wheel. Subsequently, the initial correction information is iteratively adjusted to obtain more accurate target correction information. By adjusting the vehicle's steering control strategy as described above, it is ensured that the difference turning angle information between the adjusted actual turning angle information and the target turning angle information remains within the difference turning angle information threshold, thereby dynamically compensating for the initial correction information that changes due to wear during vehicle use, solving the technical problem of low vehicle control accuracy and achieving the technical effect of improving vehicle control accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0021] Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present application;

[0022] Figure 2 This is a flow chart of a method for online identification of steering wheel zero bias parameters based on error gradient descent according to an embodiment of the present application;

[0023] Figure 3 2 is a schematic diagram of a vehicle control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0025] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in a sequence other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0026] According to an embodiment of the present application, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0027] In this embodiment, a vehicle control method is provided. Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present application, such as Figure 1 As shown, the process may include the following steps:

[0028] Step S102: obtaining target turning angle information and actual turning angle information of the wheels in the vehicle.

[0029] In the technical solution provided in the above step S102 of the embodiment of the present application, the target turning angle information is used to indicate the angle at which the wheel needs to turn as indicated by the vehicle control instruction, and the actual turning angle information is used to indicate the actual turning angle of the wheel in response to the control instruction.

[0030] In this embodiment, in order to monitor in real time whether the actual response of the vehicle's wheels meets the expected control commands issued by the vehicle, thereby ensuring the accuracy of steering operations and the stability and safety of the vehicle during driving, target and actual steering angle information of the vehicle's wheels can be obtained. The wheels can be front wheels. The target steering angle information can be a control command sent by the vehicle's intelligent driving system or autonomous driving system to the wheel's steering system based on current driving conditions and path planning, indicating the desired steering angle of the wheel. For example, it can be a control angle value issued by the steering system based on the actual control of the wheel angle. The target steering angle information can also be the angle at which the driver turns the steering wheel, which is then converted by the steering system into a specific command to guide the wheel to perform appropriate steering. The actual steering angle information can be an actual feedback value or a measured vehicle parameter. The measured vehicle parameters can include steering wheel angle, wheel angle, vehicle speed, lateral acceleration, etc., for example only and not specifically limited herein.

[0031] Alternatively, the target steering angle information can be calculated by the vehicle's intelligent driving system or automatic control module based on current driving conditions, target path, and vehicle status. Alternatively, the driver can indicate the desired steering angle by rotating the steering wheel. Actual steering angle information can be obtained from sensors installed in the vehicle's steering system, such as a steering wheel angle sensor, wheel angle sensors, and power steering feedback sensors.

[0032] It should be noted that the specific content and acquisition method of the above-mentioned target turning angle information and actual turning angle information are only for illustration and are not specifically limited here.

[0033] In an embodiment of the present application, by obtaining the target turning angle information and actual turning angle information of the wheels in the vehicle, the steering system performance of the vehicle can be effectively monitored in real time, ensuring the accuracy of the subsequent difference angle information between the actual turning angle information and the target turning angle information.

[0034] Step S104: obtaining the difference angle information between the actual angle information and the target angle information.

[0035] In the technical solution provided in the above step S104 of the embodiment of the present application, after obtaining the target turning angle information and actual turning angle information of the wheels in the vehicle, the difference turning angle information between the actual turning angle information and the target turning angle information, that is, the error, can be obtained.

[0036] In this embodiment, before calculating the difference turning angle information, the actual turning angle information may be preprocessed, for example, by performing cleaning, filtering, unit conversion and other preprocessing operations on the actual turning angle information to ensure the accuracy and consistency of the actual turning angle information.

[0037] Optionally, by calculating the difference between the actual and target steering angles, steering system performance can be monitored in real time to ensure steering control accuracy and vehicle stability. Deviations can be promptly identified and corrected, reducing the risk of vehicle loss of control due to steering deviations, improving driving safety and user experience. This can enhance the adaptive capabilities of intelligent driving systems, for example, dynamically adjusting steering control strategies based on the vehicle's actual state and environmental changes to maintain long-term vehicle control performance.

[0038] In the embodiment of the present application, by accurately determining the differential angle information, the accuracy of vehicle steering control can be effectively improved, which plays an important role in achieving safe driving of autonomous vehicles.

[0039] Step S106 : in response to the difference turning angle information being greater than the difference turning angle information threshold, determining initial correction information and the accuracy of the initial correction information based on the actual turning angle information.

[0040] In the technical solution provided in the above step S106 of the embodiment of the present application, after obtaining the difference angle information between the actual angle information and the target angle information, the initial correction information and the accuracy of the initial correction information can be determined based on the actual angle information when the difference angle information is greater than the difference angle information threshold. The initial correction information is used to indicate the degree of difference between the orientation of the wheel and the orientation of the steering wheel in the vehicle at the same steering angle of the wheel. The initial correction information can be a zero bias parameter, a zero bias angle (before correction is performed), or a front wheel angle zero bias. The accuracy of the initial correction information, which can also be called the expected error, can be represented by E.

[0041] In this embodiment, when the detected difference angle information exceeds a preset difference angle information threshold, a correction process will be automatically initiated to determine the degree of difference between the orientation of the wheel and the orientation of the steering wheel in the vehicle at the same steering angle of the wheel (for example, 0 degrees), thereby providing a basis for subsequently reducing the steering error of the vehicle and improving the accuracy and stability of the steering control.

[0042] Optionally, the initial correction information reflects the degree of difference between the wheel orientation and the steering wheel orientation caused by the current zero bias parameters before correction is made, which is due to factors such as inaccurate vehicle manufacturing, wear and tear, and environmental changes. The accuracy of the initial correction information is an indicator for evaluating the degree of closeness between the initial correction information and the ideal correction information. Lower accuracy means that the current correction information can more effectively reduce steering errors and improve the steering control accuracy of the vehicle. An error function (such as square error) can be used to quantify the accuracy of the initial correction information, that is, after adding the zero bias angle to the actual turning angle information, the difference turning angle information is recalculated with the target turning angle information, and the mean, variance or standard deviation of this error is calculated.

[0043] In this embodiment, initial correction information is determined based on the difference between the actual and target angles. The accuracy of this initial correction information is assessed through subsequent error calculation and comparison. The correction process is initiated only when the angle difference exceeds a threshold, avoiding unnecessary calculations and intervention, reducing latency, and improving vehicle responsiveness and the real-time nature of intelligent driving.

[0044] Step S108: Using the accuracy, adjust the initial correction information to obtain target correction information.

[0045] In the technical solution provided in step S108 of the embodiment of the present application, when the difference angle information is greater than the difference angle information threshold, after determining the initial correction information and the accuracy of the initial correction information based on the actual angle information, the initial correction information can be adjusted using the accuracy to obtain target correction information. The accuracy of the target correction information is greater than the accuracy of the initial correction information.

[0046] In this embodiment, the accuracy can be used to adjust the initial correction information, that is, to update the estimated value of the zero deflection angle to obtain the target correction information. The target correction information is the zero deflection angle with the minimum error, that is, the final zero deflection angle parameter value.

[0047] Optionally, based on the initial correction information and its accuracy, the initial correction information can be adjusted through an iterative optimization process until a desired high accuracy is achieved, thereby obtaining target correction information. An optimization algorithm such as error gradient descent can be used to determine the direction and magnitude of the adjustment to the initial correction information by calculating the gradient (derivative) of the difference angle information (i.e., the error) with respect to the zero deflection angle.

[0048] Optionally, the initial correction information contains significant errors, but through iterative adjustments using the gradient descent algorithm, it can gradually approach the ideal zero-angle parameter value, i.e., the target correction information. Each iteration adjusts the zero-angle parameter value based on the gradient until the error is minimized, significantly improving the accuracy of the correction information. This entire adjustment process can be performed online without stopping the vehicle or entering a special mode, significantly enhancing the practicality and user experience of intelligent driving features.

[0049] In an embodiment of the present application, through the above steps, the initial correction information can be effectively adjusted until highly accurate target correction information is obtained, thereby providing accurate zero-angle parameter values ​​for the vehicle's intelligent driving function and significantly improving the performance of steering control.

[0050] Step S110 : Using the target correction information, the vehicle is controlled to adjust the actual turning angle information.

[0051] In the technical solution provided in step S110 of the embodiment of the present application, after the initial correction information is adjusted using the accuracy to obtain the target correction information, the target correction information can be used to control the vehicle to adjust the actual turning angle information. The difference between the adjusted actual turning angle information and the target turning angle information is less than or equal to the difference angle threshold.

[0052] In this embodiment, the target correction information is used to control the vehicle's actual steering angle, effectively compensating for errors. This adjustment directly affects the vehicle's steering system, ensuring that steering operations closely match the intelligent driving system's expectations, thereby improving lateral control accuracy and the overall driving experience.

[0053] Optionally, based on the target correction information, a compensation amount that needs to be applied to the actual steering angle information can be calculated. This compensation amount is actually a fine-tuning of the original steering command to offset the steering deviation caused by the zero-bias angle parameter value. By using the compensation amount to update the steering control command sent to the Electronic Control Unit (ECU), it is ensured that the steering command issued by the intelligent driving system takes into account the influence of the zero-bias angle, thereby more accurately controlling the steering action of the wheel. After receiving the updated steering command, the ECU can drive the steering actuator (such as the electric power steering motor) to make corresponding adjustments to make the actual steering angle of the wheel as consistent as possible with the target angle information.

[0054] In the embodiments of this application, the application of target correction information allows the actual turning angle information to better match the target turning angle information, significantly improving the vehicle's stability and maneuverability when driving straight or turning. The use of target correction information accurately compensates for steering system deviations, reduces the difference between the actual turning angle information and the target turning angle information, and ensures more accurate vehicle steering.

[0055] It should be noted that in the vehicle optical information processing method of this embodiment, the vehicle can also interact with roadside equipment and terminal equipment. Optionally, the vehicle can send an information subscription request to the roadside equipment. The message subscription request may include specific types of information that the vehicle needs to receive, such as road conditions, traffic signal status, and forward obstacle warnings. The roadside equipment can respond to the information subscription request and send roadside perception information to the vehicle. For example, the roadside equipment will filter out roadside perception information that meets the vehicle's needs based on its own perception capabilities and stored information, and send it to the vehicle at a certain frequency. In addition to communicating with the roadside equipment, the vehicle can also receive driving scene switching instructions transmitted by the terminal equipment over the network. For example, the driving scene switching instruction can be used to switch the vehicle to energy-saving mode, sports mode, automatic driving mode, etc., so that the vehicle can adapt to the new driving scene.

[0056] In the above-mentioned steps S102 to S110 of the embodiment of the present application, the difference angle information between the actual angle information and the target angle information can be determined by real-time collection and comparison of the target angle information and the actual angle information. When it is detected that the difference angle information is greater than the difference angle information threshold, the correction mode is automatically entered, and the initial correction information and the degree of difference between the orientation of the wheel and the orientation of the steering wheel in the vehicle at the same steering angle of the wheel are determined based on the actual angle information. Subsequently, the initial correction information is iteratively adjusted to obtain more accurate target correction information. By adjusting the steering control strategy of the vehicle as described above, it is ensured that the difference angle information between the adjusted actual angle information and the target angle information remains within the difference angle information threshold, thereby dynamically compensating for the initial correction information that changes due to wear during the use of the vehicle, solving the technical problem of low control accuracy of the vehicle, and achieving the technical effect of improving the control accuracy of the vehicle.

[0057] The embodiments of the present application are described in detail below in combination with the above steps.

[0058] As an optional implementation, step S106, in response to the difference angle information being greater than the difference angle information threshold, determines initial correction information based on the actual angle information, including: in response to the difference angle information being greater than the difference angle information threshold, determines initial correction information based on the actual angle information of a target number collected by the vehicle within a historical period.

[0059] In this embodiment, in the process of determining initial correction information based on actual turning angle information in response to the difference angle information being greater than the difference angle information threshold, the initial correction information can be determined based on a target number (for example, n groups) of actual turning angle information collected by the vehicle during a historical period when the difference angle information is greater than the difference angle information threshold.

[0060] Optionally, when the detected difference angle information—that is, the deviation between the actual steering angle information and the target steering angle information—exceeds a predetermined difference angle threshold, this indicates significant deviation in the vehicle's steering system, requiring online correction to restore steering control accuracy. To accurately determine the initial correction information, or a preliminary estimate of the zero deviation angle, the system can be based on n sets of actual steering angle information collected recently or over a specific historical period. This actual steering angle information captures the actual performance of the steering system under various conditions.

[0061] For example, assuming the difference angle information threshold is set to 0.5 degrees, and the average value of the actual difference angle information detected is 1.2 degrees, which exceeds the difference angle information threshold, the correction process is triggered. At this time, it can be based on the most recent 20 sets (n=20) of actual angle information collected by the vehicle during the historical period. These actual angle information includes the actual angle of the wheels when the steering wheel is 0 degrees. By analyzing these 20 sets of data, it is found that the average value of the actual angle information is 1.1 degrees and the median is 1.0 degrees, indicating that the vehicle has a zero deviation phenomenon to the left. Therefore, the initial correction information can be preliminarily estimated to be the median of the zero deviation angle, that is, 1.0 degrees.

[0062] In an embodiment of the present application, the actual turning angle information of the target number collected within a historical period is used to determine the initial correction information. The initial correction information is based on the actual performance of the vehicle in the recent period, rather than relying entirely on theoretical values ​​or preset parameters. This allows the correction process to start from a more reasonable starting point, accelerating the convergence process. By utilizing multiple sets of actual turning angle information of the target number collected within a historical period, through statistical processing, accidental measurement errors or outliers can be effectively filtered out, thereby improving the stability and reliability of the zero deviation angle estimation. This correction scheme based on the actual turning angle information of the target number collected within a historical period can automatically adjust as the vehicle usage conditions change (such as wear, aging, etc.), ensuring the long-term accuracy of the steering control and the stability of the intelligent driving function.

[0063] As an optional implementation, step S106, in response to the difference angle information being greater than the difference angle information threshold, determines the accuracy of the initial correction information based on the actual angle information, including: in response to the difference angle information being greater than the difference angle information threshold, respectively determining the actual angle information of the target quantity and the difference angle information between the target angle information of the corresponding target quantity; and determining the accuracy based on the difference angle information of the target quantity using an error determination model.

[0064] In this embodiment, in the process of determining the accuracy of the initial correction information based on the actual angle information in response to the difference angle information being greater than the difference angle information threshold, the difference angle information between the actual angle information of the target quantity and the target angle information of the corresponding target quantity can be determined respectively when the difference angle information is greater than the difference angle information threshold; and the accuracy is determined based on the difference angle information of the target quantity using the error determination model.

[0065] Optionally, a kinematic analysis of the vehicle can be performed, which can be modeled according to the Ackermann steering principle:

[0066]

[0067] Among them, δ can be used to represent the actual front wheel steering angle; δ0 can be used to represent the zero bias of the front wheel steering angle, that is, the front wheel steering angle corresponding to a steering wheel angle of 0; κ can be used to represent the road curvature; L can be used to represent the vehicle wheelbase; and R can be used to represent the turning radius.

[0068] Since the actual front wheel angle cannot be measured directly, it is necessary to calculate it using the actual steering wheel angle information fed back by the vehicle (the steering wheel angle fed back by the vehicle) and the vehicle's steering ratio (speed ratio i). The actual front wheel angle can be determined using the following formula:

[0069]

[0070] Among them, i can be used to represent the steering ratio, which can also be called the speed ratio; δ sw It can be used to indicate the actual steering wheel angle information.

[0071] Alternatively, by recording the measured vehicle parameters in small batches, the zero deviation angle δ0 can be calculated, allowing for parameter calibration and compensation. The data recorded in small batches may not be the final converged value. Multiple groups can be recorded sequentially and solved accordingly, using the results of the previous processing as the initial values ​​for the next group and iterating the solution until convergence is achieved.

[0072] Alternatively, n sets of data are recorded and the expected square error (i.e., expected error E) can be determined by the following formula:

[0073]

[0074] Among them, atan(κ i L) can be used to express the road curvature κ i The front wheel angle of the ideal Ackerman steering model calculated with the vehicle wheelbase L; δ i It can be used to represent the actual front wheel angle at the i-th measurement.

[0075] The above problem is transformed into a problem of finding a suitable parameter to minimize the expected error:

[0076]

[0077] in, It can be used to represent the zero deflection angle that minimizes the expected error.

[0078] The error gradient descent method is used to iteratively solve the problem:

[0079]

[0080] Among them, α can be used to represent the learning rate. Choosing an appropriate learning rate can improve the learning speed and recognition accuracy; d can be used to represent the derivative; Can be used to represent the zero deflection angle at the kth iteration; It can be used to represent the zero deflection at the k+1th iteration.

[0081] After obtaining the above formula, that is:

[0082]

[0083] As an optional implementation, step S108, using accuracy to adjust the initial correction information to obtain target correction information, includes: an adjustment step, in response to the accuracy being greater than the accuracy threshold, using the accuracy to adjust the initial correction information to obtain first initial correction information, and determining a first accuracy corresponding to the first initial correction information; in response to the first accuracy being less than or equal to the accuracy threshold, determining the first initial correction information as target correction information; the method also includes: in response to the accuracy being less than or equal to the accuracy threshold, determining the initial correction information as target correction information.

[0084] In this embodiment, the process of adjusting and optimizing the initial correction information using accuracy to obtain target correction information can be further structured to ensure that the resulting target correction information effectively reduces steering control errors while meeting accuracy requirements. When the accuracy is greater than an accuracy threshold, the initial correction information can be adjusted using the accuracy to obtain first initial correction information, and a first accuracy corresponding to the first initial correction information can be determined. When the first accuracy is less than or equal to the accuracy threshold, the first initial correction information can be determined as the target correction information. When the accuracy is less than or equal to the accuracy threshold, the initial correction information can be determined as the target correction information.

[0085] Optionally, the initial correction information is adjusted for the first time, and an error gradient descent algorithm can be used to determine the adjustment direction and amplitude based on the accuracy feedback. After the adjustment is completed, the error between the actual turning angle information and the target turning angle information corresponding to the current correction information is recalculated, and the adjusted accuracy, i.e., the first accuracy, is evaluated. The first accuracy is compared with the preset accuracy threshold to determine whether the requirements are met. If the first accuracy is still greater than the accuracy threshold (meaning that the current correction information is not sufficient to eliminate the steering error), the adjustment continues, and the first initial correction information is used as the starting point for a new round of iteration. If the first accuracy is less than or equal to the accuracy threshold (i.e., it meets the requirements), the first initial correction information is directly determined as the final target correction information, and no additional adjustments are made.

[0086] For example, assuming the initial correction information is δ0, it is first adjusted using the error gradient descent algorithm, resulting in the first initial correction information δ1. After recalculating the error, the first accuracy is evaluated as E1. If E1 is still greater than the accuracy threshold T, δ1 is further adjusted until the error function value falls below T. Conversely, if E1 ≤ T, δ1 is directly determined as the target correction information for subsequent vehicle steering control adjustments.

[0087] In this embodiment, an accuracy threshold is introduced to ensure that the correction process neither over-adjusts and wastes unnecessary resources nor under-adjusts and compromises steering control accuracy. By defining the iterative termination condition, infinite loops are avoided, computational complexity is reduced, and the overall efficiency of the algorithm is improved, ensuring that target correction information is generated based on the required accuracy.

[0088] As an optional implementation, in response to the first accuracy being greater than the accuracy threshold, the first accuracy is determined as the accuracy, and the first initial correction information is determined as the initial correction information, and the process returns to the adjustment step and is executed until the accuracy is less than or equal to the accuracy threshold.

[0089] In this embodiment, when the first accuracy (i.e., the accuracy of the correction information after preliminary adjustment) exceeds the accuracy threshold, the current first accuracy and the first initial correction information can be used as the new accuracy and initial correction information, respectively, and the adjustment step is re-entered for iterative optimization. This process continues until the accuracy is less than or equal to the set accuracy threshold, indicating that the correction of the zero bias parameters has met the expected standard, thereby achieving precise adjustment of the steering control.

[0090] Optionally, the iterative optimization process terminates when the accuracy falls below or equals an accuracy threshold, and the resulting corrections are considered the target corrections that meet the accuracy requirements. To prevent infinite loops, an upper limit on the number of iterations can also be set. When this upper limit is reached, the iterations cease, regardless of whether the accuracy meets the requirements, and the current corrections are considered the target corrections.

[0091] For example, assume that after the first adjustment, the first accuracy is E1 and the accuracy threshold is T. If E1 > T, E1 can be automatically determined as the new accuracy, and the first initial correction information δ1 can be determined as the new initial correction information for subsequent adjustments. Subsequently, the adjustment steps are performed again until the accuracy E ≤ T, that is, the accuracy of the correction information meets the accuracy threshold requirement. The correction information at this point is the target correction information.

[0092] In the embodiments of the present application, by ensuring that corrections are always made in the direction of minimizing errors, even if the initial attempt fails to achieve the expected goal, it can be adjusted automatically and continuously improved until the requirements are met. Setting an accuracy threshold as a termination condition to ensure that the output target correction information meets expectations in terms of accuracy and stability can improve the performance of the vehicle's intelligent driving function. Through multiple iterations, the vehicle can cope with various complex driving environments and vehicle state changes, automatically correct and optimize zero bias parameters, and improve the robustness and intelligence of the steering system.

[0093] As an optional implementation, step S102, obtaining actual steering angle information of the wheels in the vehicle, includes: obtaining actual steering wheel steering angle information of the vehicle, and the steering ratio of the vehicle, wherein the actual steering wheel steering angle information is used to indicate the actual steering angle when the steering wheel performs a steering operation, and the steering ratio is used to indicate the proportional relationship between the steering wheel steering angle and the wheel steering angle; dividing the actual steering wheel steering angle information by the steering ratio to determine the actual steering angle information; obtaining target steering angle information of the wheels in the vehicle, includes: parsing the target steering angle information from the control instruction sent from the steering wheel to the wheel, wherein the control instruction is triggered by the steering wheel performing a steering operation.

[0094] In this embodiment, when obtaining actual steering angle information of the vehicle's wheels, the vehicle's actual steering wheel angle information (the steering wheel angle reported by the vehicle) and the vehicle's steering ratio (speed ratio i) can be obtained. The actual steering wheel angle information can then be divided by the steering ratio to determine the actual steering angle information. When obtaining target steering angle information of the vehicle's wheels, the target steering angle information can be parsed from control commands sent from the steering wheel to the wheels.

[0095] Optionally, actual steering wheel angle information represents the actual steering wheel angle when the driver or intelligent driving system steers the vehicle using the steering wheel. This actual steering wheel angle information can be monitored in real time by the vehicle's sensors and fed back to the central processing unit. The steering ratio, reflecting the proportional relationship between the steering wheel angle and the actual wheel steering angle, is a key parameter of the vehicle's steering system. It not only directly determines the relationship between steering wheel operation and wheel response, but also influences the vehicle's handling performance and driving experience.

[0096] Optionally, the actual steering wheel angle information δ is obtained sw Dividing by the steering ratio i, we can get the actual turning angle information of the wheel, which can be determined by the following formula:

[0097]

[0098] Alternatively, the target angle information can be parsed from control instructions sent by the intelligent driving system to the vehicle's steering actuator (such as the electric power steering system). The control instructions can include the desired steering angle of the wheels, i.e., the target angle information. The intelligent driving system calculates the required target angle information based on the current driving environment, vehicle status, and planned driving path, and encodes the target angle information in the control instructions. These instructions can then be parsed to accurately obtain the target angle information.

[0099] In an embodiment of the present application, by real-time monitoring of the actual steering wheel angle information and steering ratio, the accuracy and completeness of the actual steering wheel angle information and steering ratio are ensured, providing a reliable basis for subsequent zero bias parameter adjustment. By parsing the control instructions, the target angle information can be quickly parsed from the control instructions of the intelligent driving system, ensuring that the vehicle can travel according to the expected path and direction. By accurately obtaining the actual angle information, steering ratio, and target angle information of the steering system, the control strategy can be adjusted according to real-time data to achieve online identification and compensation of zero bias parameters, significantly improving the accuracy of steering control and the vehicle's adaptive driving ability.

[0100] As an optional implementation, step S110, using target correction information to control the vehicle to adjust the actual turning angle information, includes: determining the wheel angle adjustment strategy based on the target correction information, wherein the angle adjustment strategy is used to represent the rules for adjusting the actual turning angle information; according to the angle adjustment strategy, controlling the vehicle to perform an angle adjustment operation on the actual turning angle information to adjust the actual turning angle information; the method also includes: in response to completing the execution of the angle adjustment operation, controlling the vehicle to output a prompt message, wherein the prompt message is used to prompt the adjustment status of the actual turning angle information.

[0101] In this embodiment, when controlling the vehicle to adjust actual steering angle information using target correction information, a wheel angle adjustment strategy can be determined based on the target correction information. According to the angle adjustment strategy, the vehicle can be controlled to perform an angle adjustment operation on the actual steering angle information to adjust the actual steering angle information. Afterward, upon completion of the angle adjustment operation, the vehicle can be controlled to output a prompt indicating the adjustment status of the actual steering angle information.

[0102] Optionally, a steering angle adjustment strategy can be automatically generated or updated based on the target correction information (i.e., the zero-angle parameter value obtained through online identification). This steering angle adjustment strategy can describe in detail how to correct the current actual steering angle information to achieve the target steering angle information level. The steering angle adjustment strategy may include specific rules such as the direction of adjustment (forward or reverse), the magnitude of adjustment, and the frequency of adjustment to ensure accurate and timely steering control. This is for illustrative purposes only and is not a specific limitation.

[0103] Optionally, based on the steering angle adjustment strategy, the intelligent driving system can generate corresponding control instructions. These control instructions contain specific steering angle adjustment information, such as the adjustment angle and execution timing. After receiving the control instructions, the vehicle's steering actuator (such as the electric power steering system) adjusts the actual steering angle information according to the control instructions to offset the influence of the zero deviation angle and achieve precise steering control.

[0104] Optionally, once the steering angle adjustment is complete, the vehicle can be controlled to output a prompt message to inform the driver or system administrator of the current adjustment status, including whether the adjustment was successful and the actual steering angle information after the adjustment. This prompt message can be presented in various forms, such as the vehicle dashboard display, voice broadcast, and mobile application (Application, referred to as App) push, ensuring the timely and effective transmission of prompt information.

[0105] For example, if the target correction information indicates a 0.5-degree rightward adjustment to offset the effect of the zero yaw angle, this target correction information can be converted into a specific steering angle adjustment strategy, such as executing a fine-tuning adjustment the next time the vehicle is driving straight or making a slight turn. When the steering actuator completes the adjustment, a message "Zero yaw angle corrected, steering control more precise" is displayed on the vehicle's instrument panel, and the actual steering angle information after the adjustment is updated to the database for subsequent online recognition.

[0106] In this embodiment, precise steering adjustments ensure that target correction information is converted into specific control instructions and accurately executed on the vehicle's steering system, achieving real-time compensation for zero slip angle. Providing clear adjustment status feedback to the driver or system administrator enhances operational transparency and improves user trust and satisfaction with intelligent driving functions. Furthermore, outputting prompt information is not limited to user feedback; it also forms part of the vehicle's steering system self-checking and optimization, helping the steering system monitor adjustment results and, when necessary, restart the online identification process, forming a continuously optimized closed-loop control mechanism.

[0107] In an embodiment of the present application, by collecting and comparing the target angle information and the actual angle information in real time, the difference angle information between the actual angle information and the target angle information can be determined. When it is detected that the difference angle information is greater than the difference angle information threshold, the correction mode is automatically entered, and the initial correction information and the degree of difference between the orientation of the wheel and the orientation of the steering wheel in the vehicle at the same steering angle of the wheel are determined based on the actual angle information. Subsequently, the initial correction information is iteratively adjusted to obtain more accurate target correction information. By adjusting the steering control strategy of the vehicle as described above, it is ensured that the difference angle information between the adjusted actual angle information and the target angle information is kept within the difference angle information threshold, thereby dynamically compensating for the initial correction information that changes due to wear during the use of the vehicle, solving the technical problem of low control accuracy of the vehicle, and achieving the technical effect of improving the control accuracy of the vehicle.

[0108] The technical solutions of the embodiments of the present application are illustrated below with reference to preferred implementation methods.

[0109] At present, due to the vehicle chassis precision and wear and tear, the steering wheel is at 0 degrees, but the actual front wheels are not at 0 degrees, there will always be a slight deviation, which is the zero deviation phenomenon.

[0110] To overcome the above-mentioned zero-bias phenomenon, a commonly used method is to calibrate a fixed zero-bias angle value when the vehicle leaves the factory, which is used for lateral control compensation during subsequent driving. However, the limitation of this method is that it is difficult to adapt to the chassis parameters that change due to wear and tear throughout the vehicle's life cycle, resulting in the zero-bias angle becoming larger and larger over time, making it difficult to ensure the long-term control accuracy of the intelligent driving function. It is also possible to record a large amount of vehicle operation data and use mathematical models such as the least squares method to calculate the current zero-bias angle. Although this method can improve the control accuracy to a certain extent, due to the need to record and process a large amount of data, it requires a high computing power of the vehicle's central processing unit (CPU), which increases the hardware cost. In actual applications, the iterative solution process may be slow due to the large amount of data, making it difficult to achieve real-time performance, thereby affecting the response speed of the intelligent driving function and the driving experience. Therefore, there is still a technical problem of low vehicle control accuracy.

[0111] This embodiment of the application proposes a method based on reverse iterative solution of the error gradient to calculate the zero-bias compensation value. This function calculates the error between the transmitted control angle value and the actual feedback value as the vehicle wears out. When the error exceeds a threshold, the function is automatically triggered, and online parameter identification is performed to obtain the current zero-bias angle. The control is then updated and calibrated, and the original zero-bias compensation parameters are modified to compensate the control amount to eliminate the error.

[0112] The method of the embodiment of the present application is further illustrated below.

[0113] Figure 2 Flowchart of a method for online identification of steering wheel zero bias parameters based on error gradient descent according to an embodiment of the present application. Figure 2 As shown, the method may include the following steps:

[0114] Step S201, record n ​​steps of experimental data.

[0115] In this embodiment, n steps of experimental data can be recorded. Each step of experimental data should include the actual steering wheel angle information during the steering operation, the actual wheel angle information, the current zero deviation angle parameter value, and the vehicle driving environment parameters. For example, δ, κ, α, and δ can be assigned the value δ0.

[0116] Optionally, a data recording cycle can be set, for example, to collect data intensively in the first few minutes after the vehicle enters autonomous driving mode, followed by a less frequent data supplementation. Furthermore, to improve data quality, outliers can be ignored or data cleaning can be performed in real time during data recording.

[0117] Step S202: Calculate the expected error.

[0118] In this embodiment, the expected error can be calculated using the following formula:

[0119]

[0120] Among them, atan(κ i L) can be used to express the road curvature κ i The front wheel angle of the ideal Ackerman steering model calculated with the vehicle wheelbase L; δ i It can be used to represent the actual front wheel angle at the i-th measurement.

[0121] The above problem is transformed into a problem of finding a suitable parameter to minimize the expected error:

[0122]

[0123] in, It can be used to represent the zero deflection angle that minimizes the expected error.

[0124] The error gradient descent method is used to iteratively solve the problem:

[0125]

[0126] Among them, α can be used to represent the learning rate. Choosing an appropriate learning rate can improve the learning speed and recognition accuracy; d can be used to represent the derivative; Can be used to represent the zero deflection angle at the kth iteration; It can be used to represent the zero deflection at the k+1th iteration.

[0127] After obtaining the above formula, that is:

[0128]

[0129] Step S203: determine whether the current expected error meets the threshold.

[0130] In this embodiment, it is possible to determine whether the currently calculated expected error is less than or equal to a preset expected error threshold. The setting of the expected error threshold can be based on the requirements for steering control accuracy and considerations of computing resources. If the current expected error meets the expected error threshold, step S204 is executed; otherwise, step S201 is executed.

[0131] Optionally, if the expected error always fluctuates within a certain range during multiple iterations but does not decrease significantly, the expected error threshold can be automatically adjusted or the optimization algorithm can be switched to avoid falling into a local optimal solution.

[0132] Step S204: output the current result.

[0133] In this embodiment, when the expected error meets the expected error threshold requirement, the current zero deflection angle parameter value is output. As target correction information, this marks the end of an iteration cycle of the online identification method. When outputting the results, additional information can also be provided, such as the detailed process of this iteration and the amount of computing resources consumed, for subsequent analysis or to help system administrators understand the adjustment status.

[0134] In the embodiment of the present application, computing power is saved by recording errors in small batches of data, and error gradient descent is used for iterative solution, ultimately obtaining a zero deflection parameter value with higher precision, which can offset the control calibration and improve control accuracy.

[0135] According to another aspect of an embodiment of the present application, corresponding to the embodiment of the above-mentioned vehicle control method, an embodiment of the present application further provides a vehicle control device.

[0136] Figure 3 is a schematic diagram of a vehicle control device according to an embodiment of the present application, such as Figure 3 As shown, the vehicle control 30 may include: a first acquisition unit 31 , a second acquisition unit 32 , a determination unit 33 , an adjustment unit 34 and a control unit 35 .

[0137] The first acquisition unit 31 is used to obtain target steering angle information and actual steering angle information of the wheels in the vehicle, wherein the target steering angle information is used to indicate the angle at which the wheels need to turn as indicated by the vehicle control instruction, and the actual steering angle information is used to indicate the angle at which the wheels actually turn in response to the control instruction.

[0138] The second obtaining unit 32 is configured to obtain difference angle information between the actual angle information and the target angle information.

[0139] The determination unit 33 is used to determine initial correction information and the accuracy of the initial correction information based on the actual angle information in response to the difference angle information being greater than the difference angle information threshold, wherein the initial correction information is used to indicate the degree of difference between the orientation of the wheel and the orientation of the steering wheel in the vehicle at the same steering angle of the wheel.

[0140] The adjusting unit 34 is configured to adjust the initial correction information using the accuracy to obtain target correction information, wherein the accuracy of the target correction information is greater than the accuracy of the initial correction information.

[0141] The control unit 35 is configured to control the vehicle to adjust actual turning angle information using the target correction information, wherein the difference turning angle information between the adjusted actual turning angle information and the target turning angle information is less than or equal to a difference turning angle information threshold.

[0142] Optionally, the determining unit 33 includes: a first determining module, configured to determine initial correction information based on a target amount of actual turning angle information collected by the vehicle within a historical period in response to the difference turning angle information being greater than a difference turning angle information threshold.

[0143] Optionally, the determination unit 33 includes: a second determination module, used to determine the actual turning angle information of the target quantity and the difference turning angle information between the target turning angle information of the corresponding target quantity in response to the difference turning angle information being greater than the difference turning angle information threshold; a third determination module, used to determine the accuracy based on the difference turning angle information of the target quantity using an error determination model.

[0144] Optionally, the adjustment unit 34 includes: a first adjustment module, used for the adjustment step, in response to the accuracy being greater than the accuracy threshold, using the accuracy to adjust the initial correction information to obtain first initial correction information, and determining the first accuracy corresponding to the first initial correction information; a fourth determination module, used for determining the first initial correction information as target correction information in response to the first accuracy being less than or equal to the accuracy threshold; and a fifth determination module, used for determining the initial correction information as target correction information in response to the accuracy being less than or equal to the accuracy threshold.

[0145] Optionally, the vehicle control device 30 may also include: a loop iteration unit, used to determine the first accuracy as the accuracy and the first initial correction information as the initial correction information in response to the first accuracy being greater than the accuracy threshold, and return to execute from the adjustment step until the accuracy is less than or equal to the accuracy threshold.

[0146] Optionally, the first acquisition unit 31 includes: a first acquisition module, used to acquire the actual steering wheel angle information of the vehicle, and the steering ratio of the vehicle, wherein the actual steering wheel angle information is used to indicate the actual steering angle when the steering wheel performs a steering operation, and the steering ratio is used to indicate the proportional relationship between the steering wheel steering angle and the wheel steering angle; a sixth determination module, used to divide the actual steering wheel angle information by the steering ratio to determine the actual steering angle information; the first acquisition unit 31 includes: a parsing module, used to parse the target angle information from the control instruction sent from the steering wheel to the wheel, wherein the control instruction is triggered by the steering wheel performing a steering operation.

[0147] Optionally, the control unit 35 includes: a seventh determination module, used to determine the wheel angle adjustment strategy based on the target correction information, wherein the angle adjustment strategy is used to represent the rules for adjusting the actual angle information; a second adjustment module, used to control the vehicle to perform an angle adjustment operation on the actual angle information in accordance with the angle adjustment strategy to adjust the actual angle information; a control module, used to control the vehicle to output prompt information in response to completing the angle adjustment operation, wherein the prompt information is used to prompt the adjustment status of the actual angle information.

[0148] In an embodiment of the present application, a first acquisition unit 31 acquires target steering angle information and actual steering angle information of a wheel in a vehicle, wherein the target steering angle information indicates the steering angle of the wheel as instructed by a control command of the vehicle, and the actual steering angle information indicates the steering angle of the wheel in response to the control command; a second acquisition unit 32 acquires differential steering angle information between the actual steering angle information and the target steering angle information; a determination unit 33 determines, in response to the differential steering angle information being greater than a differential steering angle information threshold, initial correction information and an accuracy of the initial correction information based on the actual steering angle information, wherein the initial correction information indicates the degree of difference between the orientation of the wheel and the orientation of the steering wheel in the vehicle at the same steering angle of the wheel; an adjustment unit 34 adjusts the initial correction information using the accuracy to obtain target correction information, wherein the accuracy of the target correction information is greater than the accuracy of the initial correction information; and a control unit 35 controls the vehicle to adjust the actual steering angle information using the target correction information, wherein the differential steering angle information between the adjusted actual steering angle information and the target steering angle information is less than or equal to the differential steering angle information threshold. This solves the technical problem of low battery control accuracy in the vehicle and achieves the technical effect of improving battery control accuracy in the vehicle.

[0149] An embodiment of the present application further provides a vehicle, comprising: a memory storing an executable program; and a processor for running the program, wherein the method of each embodiment of the present application is executed when the program is running.

[0150] An embodiment of the present application further provides a computer-readable storage medium, which includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present application.

[0151] An embodiment of the present application further provides a computer program product, including a computer program, which implements the methods in various embodiments of the present application when executed by a processor.

[0152] An embodiment of the present application further provides a computer program product, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present application is implemented.

[0153] The embodiments of the present application further provide a computer program, which, when executed by a processor, implements the methods in the above-mentioned embodiments of the present application.

[0154] In the above embodiments of the present application, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0155] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0156] 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 units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0157] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0158] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, read-only memory (ROM), random access memory (RAM), mobile hard disk, magnetic disk or optical disk, etc., various media that can store program code.

[0159] The above is only a preferred embodiment of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: include: Obtaining target steering angle information and actual steering angle information of a wheel in a vehicle, wherein the target steering angle information is used to indicate the steering angle of the wheel as instructed by a control instruction of the vehicle, and the actual steering angle information is used to indicate the steering angle of the wheel in response to the control instruction; Acquire difference angle information between the actual angle information and the target angle information; In response to the difference turning angle information being greater than a difference turning angle information threshold, determining initial correction information and an accuracy of the initial correction information based on the actual turning angle information, wherein the initial correction information is used to indicate a degree of difference between an orientation of the wheel and an orientation of a steering wheel in the vehicle at a same steering angle of the wheel; Using the accuracy, adjusting the initial correction information to obtain target correction information, wherein the accuracy of the target correction information is greater than the accuracy of the initial correction information; The target correction information is used to control the vehicle to adjust the actual turning angle information, wherein the difference turning angle information between the adjusted actual turning angle information and the target turning angle information is less than or equal to the difference turning angle information threshold.

2. The method according to claim 1, characterized in that In response to the difference turning angle information being greater than a difference turning angle information threshold, determining initial correction information based on the actual turning angle information includes: In response to the difference turning angle information being greater than a difference turning angle information threshold, the initial correction information is determined based on a target amount of actual turning angle information collected by the vehicle within a historical period.

3. The method according to claim 2, characterized in that In response to the difference turning angle information being greater than a difference turning angle information threshold, determining accuracy of initial correction information based on the actual turning angle information includes: In response to the difference turning angle information being greater than a difference turning angle information threshold, respectively determining the difference turning angle information between the target number of actual turning angle information and the corresponding target turning angle information of the target number; The accuracy is determined based on the target quantity of the difference rotation angle information using an error determination model.

4. The method according to claim 1, wherein Using the accuracy, adjusting the initial correction information to obtain target correction information includes: an adjusting step, in response to the accuracy being greater than an accuracy threshold, adjusting the initial correction information using the accuracy to obtain first initial correction information, and determining a first accuracy corresponding to the first initial correction information; In response to the first accuracy being less than or equal to the accuracy threshold, determining the first initial correction information as the target correction information; The method further includes determining the initial correction information as the target correction information in response to the accuracy being less than or equal to the accuracy threshold.

5. The method according to claim 4, characterized in that In response to the first accuracy being greater than the accuracy threshold, the first accuracy is determined as the accuracy, and the first initial correction information is determined as the initial correction information, and the process returns to starting from the adjustment step until the accuracy is less than or equal to the accuracy threshold.

6. The method according to claim 1, characterized in that Get the actual steering angle information of the vehicle's wheels, including: Acquiring actual steering wheel angle information of the vehicle and a steering ratio of the vehicle, wherein the actual steering wheel angle information is used to indicate the actual steering angle of the steering wheel when performing a steering operation, and the steering ratio is used to indicate the proportional relationship between the steering wheel steering angle and the wheel steering angle; dividing the actual steering wheel angle information by the steering ratio to determine the actual steering angle information; Obtain target turning angle information of the vehicle's wheels, including: The target turning angle information is parsed from the control instruction sent by the steering wheel to the wheels, wherein the control instruction is triggered by the steering wheel performing the steering operation.

7. The method according to claim 1, characterized in that Using the target correction information, controlling the vehicle to adjust the actual turning angle information includes: determining a steering angle adjustment strategy for the wheel based on the target correction information, wherein the steering angle adjustment strategy is used to represent a rule for adjusting the actual steering angle information; controlling the vehicle to perform a turning angle adjustment operation on the actual turning angle information according to the turning angle adjustment strategy to adjust the actual turning angle information; The method further includes: in response to the completion of the steering angle adjustment operation, controlling the vehicle to output prompt information, wherein the prompt information is used to prompt the adjustment status of the actual steering angle information.

8. A vehicle control device, characterized in that: include: a first acquiring unit, configured to acquire target turning angle information and actual turning angle information of a wheel in a vehicle, wherein the target turning angle information is used to indicate an angle at which the wheel is to be turned as instructed by a control instruction of the vehicle, and the actual turning angle information is used to indicate an actual turning angle of the wheel in response to the control instruction; a second acquiring unit, configured to acquire difference angle information between the actual angle information and the target angle information; a determining unit configured to determine, in response to the difference turning angle information being greater than a difference turning angle information threshold, initial correction information and an accuracy of the initial correction information based on the actual turning angle information, wherein the initial correction information is used to indicate a degree of difference between an orientation of the wheel and an orientation of a steering wheel in the vehicle at a same turning angle of the wheel; an adjusting unit, configured to adjust the initial correction information using the accuracy to obtain target correction information, wherein the accuracy of the target correction information is greater than the accuracy of the initial correction information; A control unit is used to control the vehicle to adjust the actual turning angle information using the target correction information, wherein the difference turning angle information between the adjusted actual turning angle information and the target turning angle information is less than or equal to the difference turning angle information threshold.

9. A vehicle, characterized in that: include: a memory storing an executable program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 7 when running.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored executable program, wherein when the executable program is run, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 7.

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