Pull detection method and related apparatus

Abstract

A pull detection method, comprising: acquiring first cumulative angle data and second cumulative angle data, wherein the first cumulative angle data is rotational angle data of a left travel module (101) of a vehicle (100) within a first duration, the second cumulative angle data is rotational angle data of a right travel module (102) of the vehicle (100) within the first duration, and the vehicle (100) travels in a straight line within the first duration; and on the basis of the first cumulative angle data and the second cumulative angle data, determining the lateral pull extent of the vehicle (100) when the vehicle travels in a straight line for the first duration, wherein the lateral pull extent is related to the difference between the first cumulative angle data and the second cumulative angle data. The lateral pull extent of a vehicle (100) can be determined on the basis of rotational angle data of a left and a right travel module (101, 102) of the vehicle, such that the lateral pull extent of the vehicle (100) can be directly analyzed from the scenarios where the pull occurs, thereby greatly improving the detection precision and accuracy of the lateral pull extent. Without needing to acquire the coordinates of a starting position and an ending position of the straight-line travel of the vehicle (100) and without relying on lane lines and intelligent driving devices, the lateral pull extent can be conveniently and efficiently determined, thereby having high practicability and compatibility. Further disclosed are a processing apparatus (103, 40), a computing device (50), a vehicle (100), a computer-readable storage medium and a computer program product.

Description

A deviation detection method and related device TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a deviation detection method and related device. BACKGROUND

[0002] Due to factors such as production process assembly, incorrect four-wheel positioning parameters, tire differences, and tire wear during use, a vehicle may deviate to the left or right side while driving straight on a flat road, even if the steering wheel is kept still, i.e., the vehicle deviates. When the vehicle deviates, it is necessary to accurately and timely detect the degree of deviation. When the accuracy of the scheme for detecting the degree of deviation is low, it may result in excessive or insufficient correction when subsequently correcting the deviation, which cannot accurately and quickly solve the problem of vehicle deviation, resulting in poor user experience and easily causing safety problems.

[0003] In some schemes, a vehicle can obtain the horizontal and vertical coordinates of the start and end positions of straight driving through an external signal emitter or a global positioning system (GPS) positioning system, and calculate the horizontal deviation degree through the coordinate difference. This scheme has poor accuracy in obtaining the coordinate position of the vehicle, and the calculated horizontal deviation degree is not accurate enough.

[0004] In other schemes, a vehicle uses new technologies combined with intelligent driving, such as laser radar, vehicle-mounted camera, visual scheme, fusion perception, etc., to obtain the start and end position coordinates of straight driving or even the driving route, and calculate the horizontal deviation degree based on this. However, this scheme relies on automatic driving equipment and function algorithms, and needs clear lane lines on site to accurately identify, which has low practicality.

[0005] How to improve the accuracy of the determined horizontal deviation degree is a technical problem that needs to be solved at present.

[0006] SUMMARY

[0007] The present application provides a deviation detection method and related device, which can determine the horizontal deviation degree of a vehicle according to the angle data of the left and right travel modules, improve the accuracy and precision of the determined horizontal deviation degree, and has high practicality and compatibility without relying on lane lines and intelligent driving equipment.

[0008] In a first aspect, the application provides a deviation detection method, which comprises obtaining first cumulative angle data and second cumulative angle data, and determining a lateral deviation degree of the vehicle in a case of straight driving for a first time length according to the first cumulative angle data and the second cumulative angle data. The first cumulative angle data is the angle data of the left driving module of the vehicle in the first time length, the second cumulative angle data is the angle data of the right driving module of the vehicle in the first time length, and the lateral deviation degree is related to the difference between the first cumulative angle data and the second cumulative angle data. In the first time length, the vehicle drives straight.

[0009] When the vehicle deviates, the angle data of the left driving module and the right driving module of the vehicle will present corresponding characteristics. For example, when the vehicle has left and right tire differences, the angle of the left driving module may be greatly different from the angle of the right driving module, thereby causing the vehicle to deviate to one side of the vehicle in the case of a centered steering wheel. For example, in an ideal case, the angle data of the left driving module and the angle data of the right driving module are consistent when the vehicle drives straight for a period of time. Conversely, if the angle data of the two is inconsistent, or the difference between the angle data of the two reaches a threshold, it indicates that the vehicle may have deviated to one side.

[0010] The application can directly analyze the lateral deviation degree of the vehicle from the generation scene of the deviation by collecting the angle data of the left driving module and the angle data of the right driving module of the vehicle in a period of time, which can significantly reduce the interference of external factors such as the accuracy error of external environment and perception device on the deviation detection, and greatly improve the detection accuracy and accuracy of the lateral deviation degree.

[0011] Moreover, the application does not need to obtain the coordinates of the starting position and the ending position of the straight driving of the vehicle, and does not depend on the lane line and the intelligent driving device, so that the lateral deviation degree can be determined conveniently and quickly, and has high practicability and compatibility.

[0012] In a possible implementation of the first aspect, the left driving module comprises a left motor, the right driving module comprises a right motor, the left motor is configured to drive the left wheel of the vehicle to rotate, the right motor is configured to drive the right wheel of the vehicle to rotate, and / or the left driving module comprises a left wheel, and the right driving module comprises a right wheel.

[0013] The application can obtain the angle data of the left motor rotation in the first time length and the angle data of the right motor rotation in the first time length, and then determine the lateral deviation degree, which can improve the accuracy and precision of determining the lateral deviation degree. The application can also obtain the angle data of the left wheel rotation in the first time length and the angle data of the right wheel rotation in the first time length, and then determine the lateral deviation degree. In this way, for non-electric vehicles such as fuel vehicles, the application can also determine the lateral deviation degree of the vehicle, which has high practicability and compatibility.

[0014] In another possible implementation of the first aspect, in the first time length, the first vehicle travels at a first speed, and the lateral deviation degree of the vehicle in the case of traveling in a straight line for the first time length is determined according to the first cumulative angle data and the second cumulative angle data, including determining the lateral deviation degree of the vehicle in the case of traveling in a straight line at the first speed for the first time length according to the first angle difference and the first speed. The first angle difference is the difference between the first cumulative angle data and the second cumulative angle data, the lateral deviation degree is positively correlated with the first angle difference, and the lateral deviation degree is correlated with the first speed.

[0015] Since the speed of the vehicle affects the lateral deviation degree of the vehicle, the application considers the speed of the vehicle when determining the lateral deviation degree, which can improve the accuracy and precision of the determined lateral deviation degree.

[0016] In another possible implementation of the first aspect, the lateral deviation degree of the vehicle in the case of traveling in a straight line at the first speed for the first time length is determined according to the first angle difference and the first speed, including obtaining a first ratio according to the first angle difference, and determining the lateral deviation degree of the vehicle in the case of traveling in a straight line at the first speed for the first time length according to the first ratio, the first speed and the first corresponding relationship data. The first ratio is the ratio of the first angle difference to the total cumulative angle data of the vehicle in the first time length, and the total cumulative angle data of the vehicle in the first time length is related to the first cumulative angle data and the second cumulative angle data. The first corresponding relationship data is used to describe the mapping relationship between the ratio of the angle difference to the total cumulative angle data of the vehicle, the speed of the vehicle, and the lateral deviation degree of the vehicle, the angle difference is the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle, and the total cumulative angle data of the vehicle is related to the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle.

[0017] The application can map the lateral deviation degree of the vehicle when the vehicle travels in a straight line according to the ratio between the difference between the angle data of the left traveling module and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle, thereby improving the accuracy and precision of determining the lateral deviation degree. Moreover, the application does not depend on lane lines and intelligent driving equipment, and can conveniently and quickly determine the lateral deviation degree, thereby having high practicability and compatibility.

[0018] In a further possible implementation of the first aspect, the left traveling module comprises a left motor, and the right traveling module comprises a right motor, and the method further comprises determining a second ratio. The second ratio is a ratio between the difference between the angle data of the left traveling module and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle when the vehicle is in a non-deviation state.

[0019] Due to tire wear and other factors, the ratio between the difference between the angle data of the left traveling module and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle when the vehicle is in a non-deviation state may not be 0. Therefore, the application needs to determine the ratio between the difference between the angle data of the left traveling module and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle when the vehicle is in a non-deviation state, i.e., the second ratio.

[0020] Further, the application determines the second ratio, and removes the influence of the second ratio on the lateral deviation degree of the vehicle when subsequently determining the lateral deviation degree of the vehicle, thereby improving the accuracy and precision of the determined lateral deviation degree.

[0021] In a further possible implementation of the first aspect, determining the lateral deviation degree of the vehicle when the vehicle travels in a straight line at the first speed for the first time length according to the first ratio, the first speed and the first corresponding relationship data comprises determining the lateral deviation degree of the vehicle when the vehicle travels in a straight line at the first speed for the first time length according to the first ratio, the second ratio, the first speed and the first corresponding relationship data.

[0022] In the above implementation, the application removes the influence of the second ratio on the lateral deviation degree of the vehicle, thereby improving the accuracy and precision of the determined lateral deviation degree.

[0023] In a further possible implementation form of the first aspect, determining the lateral deviation degree of the vehicle under the condition that the vehicle travels straight at the first speed for the first time length according to the first angle difference and the first speed comprises obtaining a third ratio according to the first angle difference, and determining the lateral deviation degree of the vehicle under the condition that the vehicle travels straight at the first speed for the first time length according to the third ratio, the first speed and second corresponding relationship data. The third ratio is a ratio of the first angle difference to a displacement of the vehicle traveling straight in the first time length. The second corresponding relationship data is used to describe a mapping relationship between a ratio of an angle difference to a displacement of the vehicle traveling straight, a speed of the vehicle, and a lateral deviation degree of the vehicle. The angle difference is a difference between an angle data of a left traveling module of the vehicle and an angle data of a right traveling module of the vehicle.

[0024] In the above implementation form, the lateral deviation degree of the vehicle when traveling straight can be mapped according to the ratio of the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle to the displacement of the vehicle traveling straight, so that the accuracy and precision of determining the lateral deviation degree can be improved. Moreover, the application does not depend on lane lines and intelligent driving devices, and the lateral deviation degree can be determined conveniently and quickly, so that the application has high practicability and compatibility.

[0025] In a further possible implementation form of the first aspect, determining the lateral deviation degree of the vehicle under the condition that the vehicle travels straight at the first speed for the first time length according to the first angle difference and the first speed comprises obtaining a fourth ratio according to the first angle difference, and determining the lateral deviation degree of the vehicle under the condition that the vehicle travels straight at the first speed for the first time length according to the fourth ratio, the first speed and third corresponding relationship data. The fourth ratio is a ratio of the first angle difference to the first time length. The third corresponding relationship data is used to describe a mapping relationship between a ratio of an angle difference to a time length of the vehicle traveling straight, a speed of the vehicle, and a lateral deviation degree of the vehicle. The angle difference is a difference between an angle data of a left traveling module of the vehicle and an angle data of a right traveling module of the vehicle.

[0026] In the above implementation form, the lateral deviation degree of the vehicle when traveling straight can be mapped according to the ratio of the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle to the time length of the vehicle traveling straight, so that the accuracy and precision of determining the lateral deviation degree can be improved. Moreover, the application does not depend on lane lines and intelligent driving devices, and the lateral deviation degree can be determined conveniently and quickly, so that the application has high practicability and compatibility.

[0027] In a further possible implementation form of the first aspect, the left traveling module comprises a left motor, and the right traveling module comprises a right motor, and the first cumulative angle data and the second cumulative angle data are obtained by obtaining first rotation speed data of the left motor and second rotation speed data of the right motor, and the first cumulative angle data is obtained according to the first rotation speed data, and the second cumulative angle data is obtained according to the second rotation speed data.

[0028] In the above implementation form, the angle data of the motor rotation can be obtained according to the rotation speed data of the motor.

[0029] In a further possible implementation form of the first aspect, the left traveling module comprises a left motor, and the right traveling module comprises a right motor, and the first cumulative angle data and the second cumulative angle data are obtained by obtaining first rotation speed data of the left motor and second rotation speed data of the right motor, and the first cumulative angle data is obtained according to the first rotation speed data, and the second cumulative angle data is obtained according to the second rotation speed data.

[0030] In the above implementation form, the first cumulative angle data and the second cumulative angle data can be obtained by the resolver sensor, which can improve the accuracy of the difference between the first cumulative angle data and the second cumulative angle data, and is beneficial to subsequently improving the accuracy and precision of the determined lateral deviation degree.

[0031] In a further possible implementation form of the first aspect, the left traveling module comprises a left wheel, and the right traveling module comprises a right wheel, and the first cumulative angle data and the second cumulative angle data are obtained by obtaining third rotation speed data of the left wheel and fourth rotation speed data of the right wheel, and the first cumulative angle data is obtained according to the third rotation speed data, and the second cumulative angle data is obtained according to the fourth rotation speed data.

[0032] In the above implementation form, the angle data of the wheel rotation can be obtained according to the rotation speed data of the wheel.

[0033] In a further possible implementation form of the first aspect, the left traveling module comprises a left motor, and the right traveling module comprises a right motor, and the method further comprises adjusting the output torque of the left motor and / or the output torque of the right motor according to the lateral deviation degree when the vehicle travels in a straight line for a first time length, so that the lateral deviation degree when the vehicle travels in a straight line tends to 0.

[0034] In the above implementation form, the lateral deviation degree determined by the application can be used for deviation correction, which improves the accuracy of deviation correction, accurately and quickly solves the deviation problem of the vehicle, reduces the influence of the deviation degree of the vehicle on the driving of the vehicle, and improves the user experience.

[0035] In a second aspect, the present application provides a processing device, comprising an obtaining unit configured to obtain first cumulative angle data and second cumulative angle data. The first cumulative angle data is angle data of a left traveling module of a vehicle rotating in a first time period, and the second cumulative angle data is angle data of a right traveling module of the vehicle rotating in the first time period. In the first time period, the vehicle travels in a straight line. The processing device further comprises a processing unit configured to determine a lateral deviation degree of the vehicle in the first time period of straight traveling according to the first cumulative angle data and the second cumulative angle data. The lateral deviation degree is related to a difference between the first cumulative angle data and the second cumulative angle data.

[0036] In a possible implementation of the second aspect, the left traveling module comprises a left motor configured to drive a left wheel of the vehicle to rotate, and the right traveling module comprises a right motor configured to drive a right wheel of the vehicle to rotate. Alternatively or additionally, the left traveling module comprises the left wheel, and the right traveling module comprises the right wheel.

[0037] In another possible implementation of the second aspect, in the first time period, the vehicle travels at a first speed. The processing unit is further configured to determine the lateral deviation degree of the vehicle in the first time period of straight traveling at the first speed according to the first angle difference and the first speed. The first angle difference is a difference between the first cumulative angle data and the second cumulative angle data. The lateral deviation degree is positively related to the first angle difference, and the lateral deviation degree is related to the first speed.

[0038] In another possible implementation of the second aspect, the processing unit is further configured to obtain a first ratio according to the first angle difference, and determine the lateral deviation degree of the vehicle in the first time period of straight traveling at the first speed according to the first ratio, the first speed and first corresponding relationship data. The first ratio is a ratio of the first angle difference to total cumulative angle data of the vehicle in the first time period. The total cumulative angle data of the vehicle in the first time period is related to the first cumulative angle data and the second cumulative angle data. The first corresponding relationship data is used to describe a mapping relationship between a ratio of an angle difference to total cumulative angle data of the vehicle and a speed of the vehicle, and a lateral deviation degree of the vehicle. The angle difference is a difference between angle data of the left traveling module of the vehicle rotating and angle data of the right traveling module of the vehicle rotating. The total cumulative angle data of the vehicle is related to the angle data of the left traveling module of the vehicle rotating and the angle data of the right traveling module of the vehicle rotating.

[0039] In a further possible implementation form of the second aspect, the left traveling module comprises a left motor, the right traveling module comprises a right motor, and the processing unit is further configured to determine a second ratio. The second ratio is a ratio of a difference between the angle data of the left traveling module and the angle data of the right traveling module of the vehicle and the total accumulated angle data of the vehicle when the vehicle is in the non-deviation state.

[0040] In a further possible implementation form of the second aspect, the processing unit is further configured to determine the lateral deviation degree of the vehicle in the case of the first speed and the first time length of straight-line driving according to the first ratio, the second ratio, the first speed, and the first corresponding relationship data.

[0041] In a further possible implementation form of the second aspect, the processing unit is further configured to obtain a third ratio according to the first angle difference, and determine the lateral deviation degree of the vehicle in the case of the first speed and the first time length of straight-line driving according to the third ratio, the first speed, and second corresponding relationship data. The third ratio is a ratio of the first angle difference and the displacement of the vehicle in the first time length of straight-line driving. The second corresponding relationship data is used to describe a mapping relationship between a ratio of an angle difference and a displacement of the vehicle in straight-line driving, a speed of the vehicle, and the lateral deviation degree of the vehicle. The angle difference is a difference between the angle data of the left traveling module and the angle data of the right traveling module of the vehicle.

[0042] In a further possible implementation form of the second aspect, the processing unit is further configured to obtain a fourth ratio according to the first angle difference, and determine the lateral deviation degree of the vehicle in the case of the first speed and the first time length of straight-line driving according to the fourth ratio, the first speed, and third corresponding relationship data. The fourth ratio is a ratio of the first angle difference and the first time length. The third corresponding relationship data is used to describe a mapping relationship between a ratio of an angle difference and a time length of the vehicle in straight-line driving, a speed of the vehicle, and the lateral deviation degree of the vehicle. The angle difference is a difference between the angle data of the left traveling module and the angle data of the right traveling module of the vehicle.

[0043] In a further possible implementation form of the second aspect, the left traveling module comprises a left motor, the right traveling module comprises a right motor, and the acquisition unit is further configured to acquire first rotation speed data of the left motor and second rotation speed data of the right motor. The processing unit is further configured to obtain the first accumulated angle data according to the first rotation speed data, and obtain the second accumulated angle data according to the second rotation speed data.

[0044] In a further possible implementation form of the second aspect, the left traveling module comprises a left motor, the right traveling module comprises a right motor, and the acquisition unit is further configured to acquire the first accumulated angle data through a first rotary transformer sensor, and acquire the second accumulated angle data through a second rotary transformer sensor.

[0045] In a further possible implementation form of the second aspect, the left traveling module comprises a left wheel, the right traveling module comprises a right wheel, and the obtaining unit is further configured to obtain third rotation speed data of the left wheel and fourth rotation speed data of the right wheel. The processing unit is further configured to obtain first cumulative angle data according to the third rotation speed data and second cumulative angle data according to the fourth rotation speed data.

[0046] In a further possible implementation form of the second aspect, the left traveling module comprises a left motor, the right traveling module comprises a right motor, and the processing unit is further configured to adjust an output torque of the left motor and / or an output torque of the right motor according to the lateral deviation degree of the vehicle in the case of straight driving for the first time length, so that the lateral deviation degree of the vehicle in the case of straight driving tends to be close to 0.

[0047] In a third aspect, an embodiment of the present application provides a computing device, comprising a processor and a memory, the memory storing a program, and the processor executing the program stored in the memory, so that the computing device implements the method described in any one of the preceding first aspect.

[0048] In a fourth aspect, the present application provides a vehicle, comprising the preceding processing device or the preceding computing device, and the vehicle is configured to implement the method described in any one of the preceding first aspect.

[0049] In a fifth aspect, an embodiment of the present application provides a computer readable storage medium, configured to store a computer program, the computer program comprising instructions for executing the method described in any one of the preceding first aspect.

[0050] In a sixth aspect, the present application provides a computer program product, comprising computer instructions, when the computer instructions are executed by a processing device, a computing device or a processor, so that the method described in any one of the preceding first aspect is implemented.

[0051] The solutions provided by the second aspect to the sixth aspect above are used to implement or cooperate to implement the method provided in the first aspect, and thus can achieve the same or corresponding beneficial effects as the corresponding method in the first aspect, which will not be described here. BRIEF DESCRIPTION OF DRAWINGS

[0052] The drawings needed in the following embodiment description will be briefly introduced.

[0053] FIG. 1A is a schematic diagram of a vehicle with double-motor rear-wheel independent drive provided by an embodiment of the present application;

[0054] FIG. 1B is a schematic diagram of a vehicle with double-motor front-wheel independent drive provided by an embodiment of the present application;

[0055] FIG. 1C is a schematic diagram of a four-motor four-wheel independent drive vehicle according to an embodiment of the present application;

[0056] FIG. 1D is a schematic diagram of an architecture of a vehicle according to an embodiment of the present application;

[0057] FIG. 2 is a schematic diagram of a scenario according to an embodiment of the present application;

[0058] FIG. 3 is a schematic diagram of a method for detecting deviation according to an embodiment of the present application;

[0059] FIG. 4 is a schematic diagram of a processing apparatus according to an embodiment of the present application;

[0060] FIG. 5 is a schematic diagram of a computing device according to an embodiment of the present application. DETAILED DESCRIPTION

[0061] The system and scenario to which the present application can be applied will be described first. It should be noted that the system architecture and business scenario described in the present application are for more clearly illustrating the technical solutions of the present application, and do not constitute a limitation on the technical solutions provided by the present application. Those skilled in the art can know that, as the system architecture evolves and new business scenarios appear, the technical solutions provided by the present application are also applicable to similar technical problems.

[0062] Please refer to FIG. 1A, which is a schematic diagram of a dual-motor rear-wheel independent drive vehicle according to an embodiment of the present application. As shown in FIG. 1A, the dual-motor rear-wheel independent drive vehicle includes a left front wheel, a left rear wheel, a right front wheel, a right rear wheel, a left rear motor and a right rear motor. The left rear motor is configured to drive the left rear wheel to rotate, and the right rear motor is configured to drive the right rear wheel to rotate, so as to make the vehicle move forward or backward. The leftward traveling module of the dual-motor rear-wheel independent drive vehicle shown in FIG. 1A includes the left rear wheel and the left rear motor, and the rightward traveling module includes the right rear wheel and the right rear motor. For example, the motor can be a hub motor, a wheel motor, an integrated dual-motor drive, two independent single-motor drives, etc.

[0063] Please refer to FIG. 1B, which is a schematic diagram of a dual-motor front-wheel independent drive vehicle according to an embodiment of the present application. As shown in FIG. 1B, the dual-motor front-wheel independent drive vehicle includes a left front wheel, a left rear wheel, a right front wheel, a right rear wheel, a left front motor and a right front motor. The left front motor is configured to drive the left front wheel to rotate, and the right front motor is configured to drive the right front wheel to rotate, so as to make the vehicle move forward or backward. The leftward traveling module of the dual-motor front-wheel independent drive vehicle shown in FIG. 1B includes the left front wheel and the left front motor, and the rightward traveling module includes the right front wheel and the right front motor.

[0064] Please refer to FIG. 1C, which is a schematic diagram of a four-motor four-wheel independent drive vehicle according to an embodiment of the present application. As shown in FIG. 1C, the four-motor four-wheel independent drive vehicle includes a left front wheel, a left rear wheel, a right front wheel, a right rear wheel, a left front motor, a right front motor, a left rear motor and a right rear motor. The left front motor is configured to drive the left front wheel to rotate, the right front motor is configured to drive the right front wheel to rotate, the left rear motor is configured to drive the left rear wheel to rotate, and the right rear motor is configured to drive the right rear wheel to rotate, so as to make the vehicle move forward or backward. The left side moving module of the four-motor four-wheel independent drive vehicle shown in FIG. 1C includes the left front wheel, the left front motor, the left rear wheel and the left rear motor, and the right side moving module includes the right front wheel, the right front motor, the right rear wheel and the right rear motor.

[0065] Please refer to FIG. 1D, which is a schematic diagram of an architecture of a vehicle according to an embodiment of the present application. The vehicle 100 includes a left side moving module 101, a right side moving module 102 and a processing device 103. Of course, the vehicle 100 also includes devices that support vehicle control, such as a braking system, etc., which are not described herein. It should be understood that the type of vehicle shown herein is only an example. In specific implementations, the vehicle 100 can be a car, a truck, a train, a bus, a van, an electric vehicle, etc. FIG. 1D exemplarily illustrates the vehicle 100 as a two-motor rear-wheel independent drive vehicle. In specific implementations, the vehicle 100 can also be the two-motor front-wheel independent drive vehicle shown in FIG. 1B or the four-motor four-wheel independent drive vehicle shown in FIG. 1C, which are not described herein.

[0066] The devices included in the vehicle 100 shown in FIG. 1D are exemplarily described as follows:

[0067] The left side moving module 101 is configured to control the left side wheels of the vehicle 100 to move forward or backward, so as to make the vehicle 100 move forward or backward. Exemplarily, the left side moving module 101 includes a first motor 1011 and / or a first wheel 1012. The first motor 1011 is configured to drive the first wheel 1012 to rotate, so as to make the vehicle 100 move forward or backward. Since the left side moving module 101 rotates continuously when the vehicle is moving, the angle data of the left side moving module 101 rotated in a certain period of time can be obtained.

[0068] The right side traveling module 102 is configured to control the right side wheels of the vehicle 100 to travel forward or backward, so as to make the vehicle 100 move forward or backward. The right side traveling module 102 comprises a second motor 1021 and / or a second wheel 1022, the second motor 1021 is configured to drive the second wheel 1022 to rotate, so as to make the vehicle 100 move forward or backward. Wherein, the left side and the right side are two sides along the traveling direction of the vehicle. Since the right side traveling module 102 rotates continuously when the vehicle travels, the angle data of the right side traveling module 102 rotating in a certain time period can be obtained. Optionally, when the vehicle is a fuel vehicle, the left side traveling module comprises the wheels on the left side of the vehicle, and the right side traveling module comprises the wheels on the right side of the vehicle. Taking a four-wheel fuel vehicle as an example, the left side traveling module comprises the front left wheel and the rear left wheel of the vehicle, and the right side traveling module comprises the front right wheel and the rear right wheel of the vehicle. At this time, the fuel vehicle comprises sensors capable of accurately collecting the wheel speed and half shaft speed of the front left wheel, the rear left wheel, the front right wheel and the rear right wheel.

[0069] The processing device 103 has data acquisition capability and data processing capability. Illustratively, the processing device 103 can obtain first cumulative angle data of the left side traveling module 101 rotating in a first time period, and second cumulative angle data of the right side traveling module 102 rotating in the first time period. Further illustratively, the processing device 103 can determine the lateral deviation degree of the vehicle 100 in a straight line traveling for the first time period according to the first cumulative angle data and the second cumulative angle data. Wherein, the lateral deviation degree is related to the difference between the first cumulative angle data and the second cumulative angle data.

[0070] Illustratively, the left side traveling module 101 comprises a first motor 1011, and the right side traveling module 102 comprises a second motor 1021, and the first cumulative angle data is the angle data of the first motor 1011 rotating in the first time period, and the second cumulative angle data is the angle data of the second motor 1021 rotating in the first time period.

[0071] Further illustratively, the left side traveling module 101 comprises a first wheel 1012, and the right side traveling module 102 comprises a second wheel 1022, and the first cumulative angle data is the angle data of the first wheel 1012 rotating in the first time period, and the second cumulative angle data is the angle data of the second wheel 1022 rotating in the first time period.

[0072] For example, the left traveling module 101 comprises the first motor 1011 and the first wheel 1012, and the right traveling module 102 comprises the second motor 1021 and the second wheel 1022. The first cumulative angle data comprises the angle data of the first motor 1011 and the angle data of the first wheel 1012. The second cumulative angle data comprises the angle data of the second motor 1021 and the angle data of the second wheel 1022.

[0073] As a possible implementation, the left traveling module 101 comprises the first motor 1011, and the right traveling module 102 comprises the second motor 1021. The vehicle 100 further comprises a first resolver sensor and a second resolver sensor. The first resolver sensor is configured to collect the angle data of the first motor 1011. The second resolver sensor is configured to collect the angle data of the second motor 1021. For example, the first resolver sensor collects the first cumulative angle data of the first motor 1011. The second resolver sensor collects the second cumulative angle data of the second motor 1021. For example, the processing device 103 is connected to the first resolver sensor. The processing device 103 can receive the first cumulative angle data sent (or output) by the first resolver sensor through the connection line between them, so as to obtain the first cumulative angle data. For example, the processing device 103 is connected to the second resolver sensor. The processing device 103 can receive the second cumulative angle data sent (or output) by the second resolver sensor through the connection line between them, so as to obtain the second cumulative angle data.

[0074] As a possible implementation, the processing apparatus 103 can be a physical device, for example, the processing apparatus 103 can include one or more of the following modules: a central processing unit (CPU), a microprocessor unit (MPU), an application specific-integrated circuit (ASIC), a field programmable gate array (FPGA), a complex programmable logic device (CPLD), a co-processor (assisting the central processor to complete the corresponding processing and application), a microcontroller unit (MCU), a mobile data center (MDC), and / or an electronic control unit (ECU), a cockpit domain controller (CDC), a vehicle integrated / integration unit (VIU), etc. Further, the processing apparatus includes at least one processor integrated together in the form of a system-on-chip (SOC), which is commonly referred to as SOC by those skilled in the art. The SOC can include at least one processor, and when the SOC includes multiple processors, the types of the multiple processors can be different. In addition, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0075] Of course, the above is described by taking the processing apparatus 103 as an example of a vehicle-mounted device. In some schemes, the processing apparatus 103 can be a physical device arranged outside the vehicle, such as a server, a cloud, or a host, etc. The physical device arranged outside the vehicle communicates and transmits information with the vehicle. As a possible implementation, the processing apparatus 103 can be a software module, such as a virtual machine, software, program code, or a container, etc.

[0076] Please refer to FIG. 2, which is a schematic diagram of a scenario provided by an embodiment of the present application. As shown in FIG. 2, when the vehicle 100 travels in a straight line in the first time duration, it should theoretically travel from position 1 to position 2. However, due to the lateral deviation problem of the vehicle 100, when the vehicle 100 travels in a straight line in the first time duration, it actually travels from position 1 to position 3. The lateral deviation degree of the vehicle includes the ratio of the lateral displacement b of the vehicle when traveling in a straight line in the first time duration to the longitudinal displacement a of the vehicle when traveling in a straight line in the first time duration, i.e., the value of b / a.

[0077] Exemplarily, as shown in FIG. 2, the processing apparatus 103 can acquire first cumulative angle data of the left traveling module 101 rotating clockwise in the first time duration and second cumulative angle data of the right traveling module 102 rotating clockwise in the first time duration. Further, the processing apparatus 103 can determine the lateral deviation degree of the vehicle 100 when traveling in a straight line in the first time duration according to the first cumulative angle data and the second cumulative angle data. The lateral deviation degree is related to the difference between the first cumulative angle data and the second cumulative angle data. For example, the processing apparatus 103 maps the lateral deviation degree of the vehicle 100, i.e., the value of b / a, through the difference between the first cumulative angle data and the second cumulative angle data.

[0078] Optionally, the foregoing is to facilitate understanding of an exemplary vehicle provided by the present scheme, and is not intended to limit the application scenarios of the present scheme. The scheme provided by the present application is also applicable to similar devices with traveling wheels and data processing capabilities, such as logistics robots. In addition, the number of wheels of the vehicle 100 shown in FIG. 1D is also exemplary. In specific implementation, the vehicle 100 can include more (e.g., six wheels, eight wheels) number of wheels.

[0079] As a possible implementation, the processing device 103 acquires first cumulative angle data of rotation of the left traveling module 101 in a first time length and second cumulative angle data of rotation of the right traveling module 102 in the first time length. Further, the processing device 103 can determine the lateral deviation degree of the vehicle 100 in a case where the vehicle 100 travels in a straight line for the first time length according to the first cumulative angle data and the second cumulative angle data. The present application can directly analyze the lateral deviation degree of the vehicle from a scenario where the deviation occurs by collecting angle data of rotation of the left traveling module and angle data of rotation of the right traveling module of the vehicle in a time length, which can significantly reduce interference of external factors such as external environment, accuracy error of a perception device, and the like on deviation detection, and can greatly improve detection accuracy and precision of the lateral deviation degree. Moreover, the present application does not need to acquire coordinates of a starting position and an ending position of straight-line travel of the vehicle, and does not depend on a lane line and an intelligent driving device, and can conveniently and quickly determine the lateral deviation degree, and has high practicability and compatibility.

[0080] The method of the embodiment of the present application is described in detail below.

[0081] Referring to FIG. 3, FIG. 3 is a flowchart of a deviation detection method provided by the embodiment of the present application. Optionally, the method can be applied to a vehicle, for example, the vehicle 100 shown in FIG. 1D, and can be executed by the processing device 103 in the vehicle 100.

[0082] The deviation detection method shown in FIG. 3 can include steps S301 and S302. The steps S301 and S302 are specifically as follows.

[0083] Step S301: The processing device acquires first cumulative angle data and second cumulative angle data.

[0084] The processing device is a device with data processing capability. For example, the processing device is the processing device 103 shown in FIG. 1D.

[0085] The vehicle includes a left traveling module and a right traveling module. For example, the left traveling module is the left traveling module 101 shown in FIG. 1D, and the right traveling module is the right traveling module 102 shown in FIG. 1D.

[0086] The first cumulative angle data is angle data of rotation of the left traveling module of the vehicle in a first time length, and the second cumulative angle data is angle data of rotation of the right traveling module of the vehicle in the first time length. In the first time length, the vehicle travels in a straight line.

[0087] As shown in FIG. 2, the vehicle 100 should theoretically travel from the position 1 to the position 2 when the vehicle 100 travels in a straight line in the first time duration. However, due to the lateral deviation problem of the vehicle 100, the vehicle 100 actually travels from the position 1 to the position 3 when the vehicle 100 travels in a straight line in the first time duration. The processing device can obtain the angle data of the rotation of the left traveling module of the vehicle in the first time duration, i.e., the first cumulative angle data. The processing device can also obtain the angle data of the rotation of the right traveling module of the vehicle in the first time duration, i.e., the second cumulative angle data.

[0088] In some embodiments, the left traveling module comprises a left motor, and the right traveling module comprises a right motor. In some embodiments, the left traveling module comprises a left wheel, and the right traveling module comprises a right wheel. The left motor is configured to drive the left wheel of the vehicle to rotate, and the right motor is configured to drive the right wheel of the vehicle to rotate.

[0089] For example, the left traveling module comprises a left motor, and the right traveling module comprises a right motor. In this case, the first cumulative angle data is the angle data of the rotation of the left motor in the first time duration, and the second cumulative angle data is the angle data of the rotation of the right motor in the first time duration.

[0090] For another example, the left traveling module comprises a left wheel, and the right traveling module comprises a right wheel. In this case, the first cumulative angle data is the angle data of the rotation of the left wheel in the first time duration, and the second cumulative angle data is the angle data of the rotation of the right wheel in the first time duration.

[0091] For another example, the left traveling module comprises a left motor and a left wheel, and the right traveling module comprises a right motor and a right wheel. In this case, the first cumulative angle data comprises the angle data of the rotation of the left motor in the first time duration and the angle data of the rotation of the left wheel in the first time duration, and the second cumulative angle data comprises the angle data of the rotation of the right motor in the first time duration and the angle data of the rotation of the right wheel in the first time duration.

[0092] As a possible implementation, the left traveling module includes a left motor, the right traveling module includes a right motor, and the vehicle further includes a first resolver sensor and a second resolver sensor, the first resolver sensor being configured to collect angle data of rotation of the left motor, and the second resolver sensor being configured to collect angle data of rotation of the right motor. Illustratively, the first resolver sensor collects first cumulative angle data of rotation of the left motor within a first time duration, and the second resolver sensor collects second cumulative angle data of rotation of the right motor within the first time duration. Illustratively, the processing device is connected to the first resolver sensor, and the processing device can acquire the first cumulative angle data by receiving the first cumulative angle data sent (or output) by the first resolver sensor through a connection line between the first resolver sensor and the processing device. Further illustratively, the processing device is connected to the second resolver sensor, and the processing device can acquire the second cumulative angle data by receiving the second cumulative angle data sent (or output) by the second resolver sensor through a connection line between the second resolver sensor and the processing device.

[0093] As another possible implementation, the left traveling module includes a left motor, the right traveling module includes a right motor, and the processing device can acquire first rotation speed data of the left motor and second rotation speed data of the right motor, and obtain first cumulative angle data according to the first rotation speed data and obtain second cumulative angle data according to the second rotation speed data. Illustratively, the processing device obtains the first cumulative angle data by integrating the first rotation speed data and obtains the second cumulative angle data by integrating the second rotation speed data. Optionally, the first rotation speed data can be acquired by the first resolver sensor, and the second rotation speed data can be acquired by the second resolver sensor. Further optionally, the first rotation speed data and the second rotation speed data can be calculated based on a speed of the vehicle. For example, the rotation speed of the motor can be calculated according to the following formula: motor rotation speed = (maximum speed of the vehicle * speed ratio) / 0.377 / tire radius, wherein the speed ratio is related to a speed ratio of a main reducer and a speed ratio of a transmission, and the tire radius refers to a tire radius of a wheel driven by the motor.

[0094] As another possible implementation, the left traveling module includes a left wheel, the right traveling module includes a right wheel, and the processing device can acquire third rotation speed data of the left wheel and fourth rotation speed data of the right wheel, and obtain first cumulative angle data according to the third rotation speed data and obtain second cumulative angle data according to the fourth rotation speed data. Similarly, the processing device can obtain the first cumulative angle data by integrating the third rotation speed data and obtain the second cumulative angle data by integrating the fourth rotation speed data. Optionally, the third rotation speed data can be acquired by a first wheel speed sensor, and the fourth rotation speed data can be acquired by a second wheel speed sensor.

[0095] As a further possible implementation, the left traveling module includes a left motor and the right traveling module includes a right motor. The processing device can acquire data of the left motor and data of the right motor, and calculate first cumulative angle data according to the data of the left motor and calculate second cumulative angle data according to the data of the right motor. Optionally, the data of the left motor includes current data and voltage data of the left motor, and the data of the right motor includes current data and voltage data of the right motor. Illustratively, the processing device can determine angle data of the motor rotation by using a field oriented control (FOC) technique in combination with the data of the motor, such as the current data and the voltage data of the motor.

[0096] As a possible implementation, when the steering wheel angle of the vehicle is maintained unchanged within the first time length or the steering wheel angle of the vehicle is always within a first range within the first time length, it is considered that the vehicle travels in a straight line within the first time length. The first range can be a predefined range, for example, ±x degrees. Illustratively, the initial steering wheel angle of the vehicle is y degrees, and when the steering wheel angle of the vehicle is always within the range of y±x degrees within the first time length, it is considered that the vehicle travels in a straight line within the first time length.

[0097] As a possible implementation, when the vehicle travels in a straight line within the first time length, the wheels have no skidding phenomenon. Illustratively, when the processing device determines that the wheels have a skidding phenomenon, the first cumulative angle data and the second cumulative angle data acquired by the processing device cannot be used to determine the lateral deviation degree of the vehicle.

[0098] As a possible implementation, in the case where the processing device acquires the first cumulative angle data according to the first rotary variable sensor and acquires the second cumulative angle data according to the second rotary variable sensor, the signals collected by the first rotary variable sensor and the second rotary variable sensor within the first time length have no abrupt change. When the signals collected by the first rotary variable sensor and / or the second rotary variable sensor within the first time length have an abrupt change, the first cumulative angle data acquired by the first rotary variable sensor and the second cumulative angle data acquired by the second rotary variable sensor cannot be used to determine the lateral deviation degree of the vehicle.

[0099] Step S302: The processing device determines the lateral deviation degree of the vehicle when the vehicle travels in a straight line within the first time length according to the first cumulative angle data and the second cumulative angle data.

[0100] The degree of lateral deviation includes the ratio of the lateral displacement of the vehicle traveling in a straight line during the first time period to the longitudinal displacement of the vehicle traveling in a straight line during the first time period. For ease of distinction, this can be referred to as the lateral deviation amount. For example, as shown in Figure 2, the lateral displacement of the vehicle traveling in a straight line during the first time period is b, and the longitudinal displacement of the vehicle traveling in a straight line during the first time period is a. The lateral deviation amount of the vehicle includes the value of b / a.

[0101] The degree of lateral drift includes lateral drift levels, for example, three levels: slight drift, moderate drift, and severe drift. The processing device can determine the lateral drift level when the vehicle travels in a straight line for a first duration based on first and second accumulated angle data. Optionally, the processing device can determine a fifth ratio based on the first and second accumulated angle data, and obtain the vehicle's lateral drift level based on the fifth ratio and a first threshold. The first threshold is a preset value and can be related to factors such as vehicle speed and vehicle model. For example, when the difference between the fifth ratio and the first threshold is less than a second threshold, the vehicle's lateral drift level is considered slight. When the difference between the fifth ratio and the first threshold is greater than the second threshold and less than a third threshold, the vehicle's lateral drift level is considered moderate. When the difference between the fifth ratio and the first threshold is greater than the third threshold, the vehicle's lateral drift level is considered severe. The second and third thresholds are preset values ​​and can be related to factors such as vehicle speed and vehicle model.

[0102] In one possible implementation, the processing device determines a first angle difference based on first cumulative angle data and second cumulative angle data, obtains a first ratio based on the first angle difference, and determines the degree of lateral deviation when the vehicle travels in a straight line for a first duration based on the first ratio. Here, the first angle difference is the difference between the first cumulative angle data and the second cumulative angle data; the degree of lateral deviation is positively correlated with the first angle difference; and the first ratio is the ratio of the first angle difference to the total cumulative angle data of the vehicle within the first duration, which is related to both the first and second cumulative angle data. For example, the total cumulative angle data of the vehicle within the first duration is half the sum of the first and second cumulative angle data. Exemplarily, when the degree of lateral deviation includes the amount of lateral deviation, the first ratio can be approximately equivalent to the amount of lateral deviation. Further exemplarily, when the degree of lateral deviation includes the level of lateral deviation, the first ratio can be approximately equal to a fifth ratio, and the processing device can then obtain the level of lateral deviation based on the fifth ratio.

[0103] As another possible implementation, the processing device determines the lateral deviation degree of the vehicle in the first time period when the vehicle travels straight at the first speed according to the first angle difference and the first speed. The lateral deviation degree is related to the first speed, and the first angle difference is described above.

[0104] Optionally, the vehicle may not travel at a constant speed in the first time period, and the processing device can determine the first speed according to speed data of the vehicle in the first time period. For example, the vehicle travels at a second speed for 80% of the time in the first time period and travels at other speeds for 20% of the time, and the processing device can consider the second speed as the first speed. The 80% and 20% are only one possible example, and other designs can also be used in actual use, which are not listed here.

[0105] As another possible implementation, the processing device determines the lateral deviation degree of the vehicle in the first time period when the vehicle travels straight at the first speed according to the first ratio, the first speed, and first corresponding relationship data. The first corresponding relationship data is used to describe a mapping relationship between a ratio of an angle difference and total accumulated angle data of the vehicle, a speed of the vehicle, and a lateral deviation degree of the vehicle, the angle difference is a difference between an angle data of a left traveling module of the vehicle and an angle data of a right traveling module of the vehicle, the total accumulated angle data of the vehicle is related to the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle, and the first ratio is described above.

[0106] Optionally, in the case that the lateral deviation degree includes a lateral deviation amount, the first corresponding relationship data is used to describe a mapping relationship between the ratio of the angle difference and the total accumulated angle data of the vehicle, the speed of the vehicle, and the lateral deviation amount of the vehicle. For example, in the case that the lateral deviation degree includes the lateral deviation amount, the processing device can find the lateral deviation amount of the vehicle corresponding to the first ratio and the first speed in the first corresponding relationship data, and output the lateral deviation amount of the vehicle. For another example, in the case that the lateral deviation degree includes a lateral deviation level, the processing device can find the lateral deviation amount of the vehicle corresponding to the first ratio and the first speed in the first corresponding relationship data, and the lateral deviation amount of the vehicle corresponding to the first ratio and the first speed can be equal to the fifth ratio described above, and then the processing device can obtain the lateral deviation level according to the fifth ratio.

[0107] Optionally, the first corresponding relationship data can be obtained by offline calibration in advance. Optionally, when the first corresponding relationship data of a certain type of vehicle is obtained by offline calibration in advance, the first corresponding relationship data can be applied to all vehicles of the type for vehicle lateral deviation detection, without the need to offline calibrate the first corresponding relationship data of each vehicle of the type.

[0108] For example, the vehicle is tested under the first condition to obtain the first corresponding relationship data of the vehicle. The first condition includes that the test is performed on a straight road with clean, dry, flat asphalt or concrete pavement. The straight road has a length greater than a first length, a width greater than a first width, a longitudinal slope less than a first slope, a lateral slope less than a second slope, and a lateral wind speed of the straight road less than a second speed. The vehicle is clean, the vehicle windows and the ventilation device in the vehicle cabin are closed, the driving mode is the comfort mode, the tire pressure of the left and right tires of the vehicle is filled to a specified value, the type, tread pattern, tread depth, and tire pressure of the left and right tires on the same drive axle are consistent, and the tread depth of the tread pattern of the left and right tires is not less than 50% of the initial tread depth. The load state of the vehicle is the curb load. The first length is a pre-set length threshold, for example, 200 meters. The first width is a pre-set width threshold, for example, 6 meters. The first slope and the second slope are pre-set slope thresholds, for example, the first slope is 0.1%, and the second slope is 0.5%. The second speed is a pre-set wind speed threshold, for example, 2 m / s.

[0109] For example, the lateral deviation degree includes the lateral deviation amount, the first corresponding relationship data is used to describe the mapping relationship between the ratio of the angle difference to the total cumulative angle data of the vehicle and the speed of the vehicle, and the lateral deviation amount of the vehicle. The following describes how the first corresponding relationship data is determined.

[0110] As a possible implementation, the left traveling module includes a left motor, and the right traveling module includes a right motor. The vehicle is tested by driving at a certain speed on the aforementioned straight road for a first distance with a torque difference between the output torque of the left motor and the output torque of the right motor being a different value. The first distance is a pre-set distance threshold, for example, 250 meters. The application records and calculates the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle, the total cumulative angle data of the vehicle, and the lateral deviation amount of the vehicle. Optionally, the lateral deviation amount of the vehicle can be measured by a tape measure.

[0111] Further, the application analyzes and processes the mapping relationship between the difference between the angle data of the left traveling module and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle, and the lateral deviation of the vehicle, to obtain the mapping relationship between the ratio of the difference between the angle data of the left traveling module and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle and the lateral deviation of the vehicle when the vehicle travels straight at the speed. Alternatively, the application can also analyze and process the mapping relationship between the torque difference between the output torque of the left motor and the output torque of the right motor and the lateral deviation of the vehicle, to obtain the mapping relationship between the torque difference between the output torque of the left motor and the output torque of the right motor and the lateral deviation of the vehicle when the vehicle travels straight at the speed.

[0112] Alternatively, the torque difference between the output torque of the left motor and the output torque of the right motor can be 0-mk Nm, …, 0-2k Nm, 0-k Nm, 0 Nm, 0+k Nm, 0+2k Nm, …, or 0+mk Nm, etc. Wherein, m is greater than 0 and m is an integer, and k is greater than 0. The speed of the vehicle can be any speed in the speed range of the vehicle. Illustratively, the application tests the vehicle at the first speed on the straight road at the first distance with the steering wheel angle of 0, and the torque difference between the output torque of the left motor and the output torque of the right motor is each of the plurality of torque differences in the above examples. Wherein, the first speed belongs to the speed range of the vehicle. The application can obtain the mapping relationship between the ratio of the difference between the angle data of the left traveling module and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle and the lateral deviation of the vehicle when the vehicle travels straight at the first speed. The application can also obtain the mapping relationship between the torque difference between the output torque of the left motor and the output torque of the right motor and the lateral deviation of the vehicle when the vehicle travels straight at the first speed.

[0113] Further, the above-mentioned test is performed at different speeds in the speed range of the vehicle, and then the present application obtains the mapping relationship between the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle and the speed of the vehicle and the lateral deviation amount, i.e., the first corresponding relationship data. In addition, the present application obtains the mapping relationship between the torque difference between the output torque of the left motor and the output torque of the right motor and the speed of the vehicle and the lateral deviation amount of the vehicle, which can be referred to as the fourth corresponding relationship data. The lateral deviation degree includes the lateral deviation amount, and the fourth corresponding relationship data is used to describe the mapping relationship between the torque difference between the output torque of the left motor and the output torque of the right motor and the speed of the vehicle and the lateral deviation degree of the vehicle.

[0114] As another possible implementation, the left traveling module includes a left motor, and the right traveling module includes a right motor. The vehicle is tested by driving at a certain speed on the straight road for a first distance at different steering wheel angles, where the torque difference between the output torque of the left motor and the output torque of the right motor is 0. The first distance is described above. The present application records and calculates the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle, and the lateral deviation amount of the vehicle. Optionally, the lateral deviation amount of the vehicle can be measured by a tape measure.

[0115] Further, the present application obtains the mapping relationship between the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle and the lateral deviation amount of the vehicle at the speed of the vehicle driving straight, according to the recorded difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle, and the lateral deviation amount of the vehicle. Optionally, the present application also obtains the mapping relationship between the steering wheel angle and the lateral deviation amount of the vehicle at the speed of the vehicle driving straight, according to the recorded difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle, and the lateral deviation amount of the vehicle.

[0116] Optionally, the steering wheel angle can be 0-np degrees, 0-2p degrees, 0-p degrees, 0 degrees, 0+p degrees, 0+2p degrees, or 0+np degrees, etc. Wherein, n is greater than 0 and n is an integer, and p is greater than 0. The certain speed of the vehicle can be any speed in the speed range of the vehicle. For example, the vehicle of the present application is tested to travel at a first speed on the straight road at a first distance at a constant speed in a straight line under the condition that the torque difference between the output torque of the left motor and the output torque of the right motor is 0 and the steering wheel angle is each of the plurality of angles in the above example. The present application can obtain the mapping relationship between the difference value between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle when the vehicle travels at a first speed in a straight line, and the lateral deviation amount. The present application can also obtain the mapping relationship between the steering wheel angle and the lateral deviation amount of the vehicle when the vehicle travels at a first speed in a straight line.

[0117] Further, different speeds in the speed range of the vehicle are selected for the above test, and then the present application can obtain the mapping relationship between the difference value between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle, and the speed of the vehicle, and the lateral deviation amount, i.e. the first corresponding relationship data. And the mapping relationship between the steering wheel angle of the vehicle and the speed of the vehicle, and the lateral deviation amount of the vehicle, which can be referred to as the fifth corresponding relationship data, is convenient for distinguishing. The lateral deviation degree includes the lateral deviation amount, and the fifth corresponding relationship data is used to describe the mapping relationship between the steering wheel angle of the vehicle and the speed of the vehicle, and the lateral deviation degree of the vehicle.

[0118] Optionally, the above embodiments can be combined, for example, the present application can jointly obtain the mapping relationship between the difference value between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle and the total cumulative angle data of the vehicle, and the speed of the vehicle, and the lateral deviation amount, i.e. the first corresponding relationship data, according to all the test data. In this way, the first corresponding relationship data is obtained by combining all the test data, which can improve the accuracy and precision of the obtained first corresponding relationship data.

[0119] Since the vehicle is in the non-drifting state due to tire wear and other factors, the ratio of the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle to the total cumulative angle data of the vehicle may not be 0. Therefore, the application needs to determine the ratio of the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle to the total cumulative angle data of the vehicle when the vehicle is in the non-drifting state, so as to distinguish the second ratio. Moreover, since the tire wear and other conditions of each vehicle may be different, the second ratio may be different when each vehicle is in the non-drifting state, so the application needs to determine the second ratio of each vehicle.

[0120] As a possible implementation, the second ratio can be determined by big data self-learning. Illustratively, when the vehicle travels at a first speed for a second distance in a valid straight-line driving condition, and the steering wheel angle of the vehicle is maintained unchanged during the period of traveling the second distance (for ease of description, referred to as the first time period), or the steering wheel angle of the vehicle is always within a second range during the first time period, and the driver of the vehicle does not correct the steering wheel of the vehicle, it is considered that the vehicle travels in a straight line and the vehicle is in a non-drifting state during the first time period. The valid straight-line driving condition includes that the lateral slope of the road traveled by the vehicle during the period is less than a third slope, the tire pressure of the tire of the wheel of the vehicle is normal, and the wheel of the vehicle has no slip phenomenon. Optionally, the valid straight-line driving condition can be the same as the first condition described above. The second range can be a pre-defined range, for example, ±z degrees. Illustratively, the initial steering wheel angle of the vehicle is y degrees, and when the steering wheel angle of the vehicle is always within the range of y±z degrees during the first time period, it is considered that the steering wheel angle of the vehicle has no large change. Optionally, the second range can be the same as the first range described above. The third slope is a pre-set slope threshold, for example, the third slope is 0.1%.

[0121] Illustratively, the application obtains the ratio of the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle to the total cumulative angle data of the vehicle during the first time period described above, so as to distinguish the sixth ratio.

[0122] Optionally, the sixth ratio is the ratio of the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle to the total cumulative angle data of the vehicle when the vehicle is in the non-drifting state. That is, the sixth ratio is the second ratio described above.

[0123] Further, the processing device determines the lateral drifting degree of the vehicle when the vehicle travels in a straight line at the first speed for the first time period according to the first ratio, the second ratio, the first speed, and the first corresponding relationship data.

[0124] Exemplarily, the lateral runout degree comprises a lateral runout amount, and the processing device finds, in the first corresponding relationship data, a lateral runout amount corresponding to the difference between the first ratio and the second ratio and the first speed, and outputs the lateral runout amount of the vehicle. In this way, the second ratio is removed from the influence on the lateral runout degree of the vehicle, and the accuracy and precision of the determined lateral runout degree can be improved.

[0125] Exemplarily, in the case where the lateral runout degree comprises a lateral runout level, the lateral runout amount corresponding to the difference between the first ratio and the second ratio and the first speed can be equal to the fifth ratio, and the processing device can obtain the lateral runout level according to the fifth ratio.

[0126] Exemplarily, the lateral runout amount corresponding to the difference between the first ratio and the second ratio and the first speed can be equal to the fifth ratio, and the processing device can obtain the lateral runout level according to the fifth ratio.

[0127] Optionally, the application can select driving data meeting the above working conditions and conditions in the daily driving process of the vehicle, and then determine the second ratio through big data self-learning, without the need for factory calibration for each vehicle, which can reduce the workload.

[0128] Optionally, since the second ratio of each vehicle can not change greatly within a certain distance, the application can consider using the same second ratio when the distance traveled by the vehicle meets the preset distance range, without the need to determine the second ratio of the vehicle again each time the lateral runout is detected. For example, the currently determined second ratio of the vehicle is M, and the distance traveled by the vehicle from this moment is accumulated. When the accumulated distance is less than the preset distance threshold, the second ratio M can be continued to be used when the lateral runout is detected.

[0129] As a possible implementation, the left traveling module comprises a left motor and a left wheel, the right traveling module comprises a right motor and a right wheel, the first cumulative angle data comprises angle data of the left motor rotating in the first time length and angle data of the left wheel rotating in the first time length, and the second cumulative angle data comprises angle data of the right motor rotating in the first time length and angle data of the right wheel rotating in the first time length.

[0130] Exemplarily, the lateral runout degree comprises a lateral runout amount, the processing device can determine a third lateral runout amount according to the angle data of the left motor rotating in the first time length and the angle data of the right motor rotating in the first time length, and determine a fourth lateral runout amount according to the angle data of the left wheel rotating in the first time length and the angle data of the right wheel rotating in the first time length. Further, the processing device determines the lateral runout degree of the vehicle in the case of straight driving for the first time length according to the third lateral runout amount and the fourth lateral runout amount. For example, the lateral runout degree comprises a lateral runout amount, and the lateral runout amount of the vehicle in the case of straight driving for the first time length is the average of the third lateral runout amount and the fourth lateral runout amount. Similarly, the processing device can determine a third lateral runout amount according to the angle data of the left motor rotating in the first time length and the angle data of the right motor rotating in the first time length, and determine a fourth lateral runout amount according to the angle data of the left wheel rotating in the first time length and the angle data of the right wheel rotating in the first time length, which can be referred to the aforementioned embodiments and will not be described here.

[0131] Exemplarily, the lateral runout degree comprises a lateral runout level, the processing device determines a fifth ratio according to the angle data of the left motor rotating in the first time length and the angle data of the right motor rotating in the first time length, for example, H1. The processing device determines a fifth ratio according to the angle data of the left wheel rotating in the first time length and the angle data of the right wheel rotating in the first time length, for example, H2. Further, the fifth ratio determined by the processing device according to the first cumulative angle data and the second cumulative angle data can be the average of H1 and H2, and then the processing device can obtain the lateral runout level according to the average of H1 and H2.

[0132] The above is to determine the lateral runout degree of the vehicle according to the mapping relationship between the ratio of the angle difference and the total cumulative angle data of the vehicle, and the speed of the vehicle and the lateral runout degree of the vehicle. In actual use, the lateral runout degree of the vehicle can also be determined according to other mapping relationships. Two possible mapping relationships are exemplarily introduced below.

[0133] The mapping relationship one is a mapping relationship between the ratio of the angle difference and the displacement of the vehicle driving in a straight line, the speed of the vehicle, and the lateral deviation degree of the vehicle. For the convenience of distinguishing, it is referred to as second corresponding relationship data. Exemplarily, the processing device can obtain a third ratio according to the first angle difference, and determine the lateral deviation degree of the vehicle driving in a straight line at the first speed for the first time length according to the third ratio, the first speed, and the second corresponding relationship data. The third ratio is the ratio of the first angle difference and the displacement of the vehicle driving in a straight line for the first time length. The angle difference is described above. Similarly, in the case that the lateral deviation degree includes the lateral deviation amount, the processing device can find the lateral deviation amount of the vehicle corresponding to the third ratio and the first speed in the second corresponding relationship data, and output the lateral deviation amount of the vehicle. Similarly, in the case that the lateral deviation degree includes the lateral deviation level, the processing device can find the lateral deviation amount of the vehicle corresponding to the third ratio and the first speed in the second corresponding relationship data, and the lateral deviation amount of the vehicle corresponding to the third ratio and the first speed can be equal to the fifth ratio described above, and then the processing device can obtain the lateral deviation level according to the fifth ratio. Similarly to the above embodiments, the details are not described herein.

[0134] The mapping relationship two is a mapping relationship between the ratio of the angle difference and the time length of the vehicle driving in a straight line, the speed of the vehicle, and the lateral deviation degree of the vehicle. For the convenience of distinguishing, it is referred to as third corresponding relationship data. Exemplarily, the processing device can obtain a fourth ratio according to the first angle difference, and determine the lateral deviation degree of the vehicle driving in a straight line at the first speed for the first time length according to the fourth ratio, the first speed, and the third corresponding relationship data. The fourth ratio is the ratio of the first angle difference and the first time length. The angle difference is described above. Similarly, in the case that the lateral deviation degree includes the lateral deviation amount, the processing device can find the lateral deviation amount of the vehicle corresponding to the fourth ratio and the first speed in the third corresponding relationship data, and output the lateral deviation amount of the vehicle. Similarly, in the case that the lateral deviation degree includes the lateral deviation level, the processing device can find the lateral deviation amount of the vehicle corresponding to the fourth ratio and the first speed in the third corresponding relationship data, and the lateral deviation amount of the vehicle corresponding to the fourth ratio and the first speed can be equal to the fifth ratio described above, and then the processing device can obtain the lateral deviation level according to the fifth ratio. Similarly to the above embodiments, the details are not described herein.

[0135] As a possible implementation, the processing device can correct the deviation of the vehicle.

[0136] As a possible implementation, the left traveling module comprises a left motor, and the right traveling module comprises a right motor. The processing device can further adjust the output torque of the left motor and / or the output torque of the right motor according to the lateral deviation degree of the vehicle when the vehicle travels straight for the first time length, so that the lateral deviation degree of the vehicle when the vehicle travels straight tends to be 0. For example, the processing device can further adjust the difference between the output torque of the left motor and the output torque of the right motor according to the lateral deviation degree of the vehicle when the vehicle travels straight for the first time length, for example, to apply a torque difference so that the lateral deviation degree of the vehicle when the vehicle travels straight tends to be 0, or so that the ratio of the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle to the total cumulative angle data of the vehicle is the same as the second ratio.

[0137] For example, the processing device expects to adjust the difference between the output torque of the left motor and the output torque of the right motor when the steering wheel angle is 0, so that the ratio of the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle to the total cumulative angle data of the vehicle is the same as the second ratio.

[0138] As another possible implementation, the processing device can further adjust the output torque of the steering motor according to the lateral deviation degree of the vehicle when the vehicle travels straight for the first time length, so that the lateral deviation degree of the vehicle when the vehicle travels straight tends to be 0. For example, the processing device can further adjust the output torque of the steering motor according to the lateral deviation degree of the vehicle when the vehicle travels straight for the first time length, for example, by applying a torque difference to the left wheel and the right wheel through the steering motor so that the lateral deviation degree of the vehicle when the vehicle travels straight tends to be 0, or so that the ratio of the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle to the total cumulative angle data of the vehicle is the same as the second ratio.

[0139] For example, the processing device expects to adjust the output torque of the steering motor when the steering wheel angle is 0, so that the ratio of the difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle to the total cumulative angle data of the vehicle is the same as the second ratio.

[0140] Optionally, the processing device can use the fourth and fifth corresponding relationship data obtained above when performing the above deviation correction operation.

[0141] In this way, the lateral deviation degree determined by the present application can be used for deviation correction, improving the accuracy of deviation correction, reducing the impact of the deviation degree of the vehicle on the driving of the vehicle, and improving the user experience.

[0142] Optionally, the vehicle further comprises a display screen, and the processing device can further output notification information to the display screen, the notification information being used to notify the user of the lateral deviation degree of the vehicle in the case of straight driving for the first time length, and prompt the user to detect and maintain the vehicle.

[0143] In the embodiment shown in FIG. 3, the processing device can determine the lateral deviation degree of the vehicle according to the angle data of the left and right travel modules, for example, by mapping the lateral deviation degree of the vehicle in straight driving through the difference between the angle data of the left and right travel modules. By collecting the angle data of the left travel module and the angle data of the right travel module during a period of travel, the present application can directly analyze the lateral deviation degree of the vehicle from the scene of deviation generation, which can significantly reduce the interference of external factors such as external environment, sensing device accuracy error, etc. on deviation detection, and can greatly improve the detection accuracy and accuracy of the lateral deviation degree. Moreover, the present application does not need to obtain the coordinates of the starting position and the ending position of the vehicle in straight driving, and does not depend on lane lines and intelligent driving devices, so it can conveniently and quickly determine the lateral deviation degree, and has high practicability and compatibility.

[0144] The above describes the method of the embodiments of the present application in detail. The following describes some devices for implementing the foregoing method. It should be understood that the devices provided in the embodiments of the present application, and the division of units therein, are only a logical division of functions, and can be all or partially integrated into one physical entity, or physically separated.

[0145] In addition, the units in the device can be implemented in the form of processor calling software, for example, the device comprises a processor, the processor is connected with a memory, the memory stores instructions, and the processor calls the instructions stored in the memory to implement any one of the above methods or to implement the functions of each unit of the device, wherein the processor is a general processor, for example, a central processing unit (CPU) or a microprocessor, and the memory is a memory in the device or a memory outside the device.

[0146] Alternatively, the units in the apparatus can be implemented in the form of hardware circuitry, and part or all of the units can be implemented through design of hardware circuitry, which can be understood as one or more processors. For example, in one implementation, the hardware circuitry is an application-specific integrated circuit (ASIC) that is designed through logical relationship of elements in the circuit to implement part or all of the units. For another example, in another implementation, the hardware circuitry is a programmable logic device (PLD) that can be implemented through a field programmable gate array (FPGA). The FPGA can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured through a configuration file, so as to implement part or all of the units. All the units of the above apparatus can be implemented in the form of calling software by the processor, or in the form of hardware circuit, or part of them are implemented in the form of calling software by the processor, and the remaining part is implemented in the form of hardware circuit.

[0147] In the embodiments of the present application, the processor is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as a central processing unit (CPU) or a digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationship of hardware circuit, which is fixed or can be reconfigured. For example, the processor is an application-specific integrated circuit (ASIC) or a hardware circuit implemented by a programmable logic device (PLD), such as an FPGA. In the reconfigurable hardware circuit, the processor loads the configuration document to implement the hardware circuit configuration. The process can be understood as the process in which the processor loads instructions to implement part or all of the units. It can be seen that each unit in the apparatus can be one or more processors (or processing circuits) configured to implement the above method, such as a CPU, a GPU, a microprocessor, a DSP, an ASIC, an FPGA, or a combination of at least two of these processor forms.

[0148] In addition, all or some of the units in the above apparatus can be integrated or can be independent. In one implementation, the units are integrated to be in the form of a system on a chip (SOC). The SOC can include at least one processor for implementing any of the above methods or functions of the units of the apparatus. The at least one processor can be of different types, such as CPUs and FPGAs.

[0149] The following lists several possible apparatuses.

[0150] Referring to FIG. 4, FIG. 4 is a structural schematic diagram of a processing apparatus provided in an embodiment of the present application, i.e., processing apparatus 40. Optionally, the processing apparatus 40 can be a standalone device, for example, the processing apparatus 40 can be the processing apparatus 103 shown in FIG. 1D. Alternatively, the processing apparatus 40 can also be a device in a standalone device (such as a node), for example, a chip or an integrated circuit, etc. The processing apparatus 40 is used to implement the runout detection method shown in FIG. 3.

[0151] As shown in FIG. 4, the processing apparatus 40 includes an obtaining unit 401 and a processing unit 402. The obtaining unit 401 is used to implement one or more operations of obtaining, receiving, listening, transmitting, sending, etc., for example, to obtain first cumulative angle data and second cumulative angle data. The first cumulative angle data is the angle data of the left travel module of the vehicle rotating in a first time period, and the second cumulative angle data is the angle data of the right travel module of the vehicle rotating in the first time period. Further, other operations for implementing the runout detection method are also included.

[0152] The processing unit 402 is used to implement one or more operations of processing, calculating, determining, generating, updating, etc., for example, to determine the lateral runout degree of the vehicle in a straight line for a first time period according to the first cumulative angle data and the second cumulative angle data. The lateral runout degree is related to the difference between the first cumulative angle data and the second cumulative angle data. In the first time period, the vehicle travels in a straight line. Further, other operations for implementing the runout detection method are also included.

[0153] The related description can refer to the description of the embodiment shown in FIG. 3, which will not be repeated here.

[0154] Referring to FIG. 5, FIG. 5 is a structural schematic diagram of a computing device provided in an embodiment of the present application. The computing device is a device with processing capability. Here, the device can be a physical device, such as a server (e.g., a rack-mounted server), a mainframe, etc., or can be a virtual device, such as a virtual machine, a container, etc.

[0155] As shown in FIG. 5, the computing device 50 includes a processor 501 and a memory 502, and one or more programs, possibly including a communication interface 503. It should be understood that the number of processors and memories in the computing device 50 is not limited by the present application.

[0156] The processor 501 is a module for performing operations, and can include a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MP), a digital signal processor (DSP), a micro controller unit (MCU), or one or more integrated circuits for controlling the execution of programs of the above solutions.

[0157] The memory 502 is configured to provide a storage space, in which application data, user data, an operating system, and computer programs, etc. can be optionally stored. The memory 502 can include a read-only memory (ROM) or other types of static storage devices that can store static information and instructions, a random access memory (RAM) or other types of dynamic storage devices that can store information and instructions, and can also be an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, an optical disc storage (including a compact disc, a laser disc, an optical disc, a digital versatile disc, a Blu-ray disc, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium capable of carrying or storing desired program codes in the form of instructions or data structures and capable of being accessed by a computer, but is not limited thereto.

[0158] The memory 502 can exist independently and be connected to the processor 501 through a bus. The memory 502 can also be integrated with the processor 501.

[0159] The communication interface 503 is configured to provide information input or output for the at least one processor. The communication interface 503 can be configured to receive data transmitted from outside and / or transmit data to outside. The communication interface 503 can be a wired link interface including an Ethernet cable, or a wireless link (Bluetooth, general wireless transmission, and other wireless communication technologies) interface. Optionally, the communication interface 503 can further include a transmitter (such as a radio frequency transmitter, an antenna, etc.) or a receiver coupled with the interface.

[0160] In the embodiments of the present application, the one or more programs described above are stored in the memory 502 in the form of program codes, and are configured to be executed by the processor 501. The programs include instructions for implementing the steps in the runout detection method shown in FIG. 3. That is, the memory 502 stores executable instructions, and the processor 501 executes the executable instructions to implement the instructions for implementing the steps in the runout detection method shown in FIG. 3. That is, the memory 502 stores instructions for executing the runout detection method shown in FIG. 3.

[0161] The embodiments of the present application also provide a vehicle including the processing device 40 or the computing device 50 described above, and the vehicle is configured to implement the runout detection method described above, such as the runout detection method shown in FIG. 3.

[0162] The embodiments of the present application also provide a computer program product including instructions. The computer program product can be a software or program product including instructions, which can be run on a computing device or stored in any available medium. The computer program instructions are configured to implement the runout detection method described above, such as the runout detection method shown in FIG. 3.

[0163] The embodiments of the present application also provide a computer readable storage medium. The computer readable storage medium is configured to store a computer program including instructions for implementing the runout detection method described above, such as the runout detection method shown in FIG. 3.

[0164] The computer readable storage medium can be any available medium that the information interaction device and / or the computing device can store, or a data storage device such as a data center including one or more available media. The available media can be a magnetic medium (for example, a floppy disk, a hard disk, a magnetic tape), an optical medium, or a semiconductor medium (for example, a solid state disk), etc.

[0165] In the present application, the word "exemplary" or "for example" is used to mean "an example of" or "an example, only. Any embodiment or design solution described as "exemplary" or "for example" in the present application should not be construed as preferred or advantageous over other embodiments or design solutions. In fact, the use of the word "exemplary" or "for example" is intended to present concepts in a concrete manner.

[0166] In the present application, "at least one" refers to one or more, and "multiple" refers to two or more. "At least one of the following (one)" or the like refers to any combination of the items, including any combination of single or multiple items. For example, at least one of a, b, or c can mean a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple. "And / or" describes the association relationship between the associated objects, which means that there can be three relationships, for example, A and / or B, which can mean that A exists alone, A and B exist together, and B exists alone, where A and B can be singular or plural. The character " / " generally represents an "or" relationship between the associated objects.

[0167] In addition, unless otherwise stated, the ordinal numbers "first", "second", etc. used in the embodiments of the present application are used to distinguish a plurality of objects, and are not used to limit the order, time sequence, priority or importance of the plurality of objects.

[0168] Those of ordinary skill in the art can understand that all or part of the steps of the above-mentioned embodiments can be completed by hardware, or by programs instructing relevant hardware to complete, and the programs can be stored in a computer readable storage medium, which can be a read-only memory, a magnetic disk or an optical disk, etc.

[0169] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements for some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the protection scope of the technical solutions of the embodiments of the present application.

Claims

1. A method of runout detection, the method comprising: The method comprises: obtaining first cumulative angle data and second cumulative angle data, the first cumulative angle data being angle data of rotation of a left traveling module of a vehicle in a first time length, the second cumulative angle data being angle data of rotation of a right traveling module of the vehicle in the first time length, the vehicle traveling in a straight line in the first time length; determining, according to the first cumulative angle data and the second cumulative angle data, a lateral deviation degree of the vehicle in the case of traveling in a straight line for the first time length, the lateral deviation degree being related to a difference between the first cumulative angle data and the second cumulative angle data.

2. The method of claim 1, wherein, The left traveling module comprises a left motor, and the right traveling module comprises a right motor, the left motor being configured to drive a left wheel of the vehicle to rotate, and the right motor being configured to drive a right wheel of the vehicle to rotate. And / or, The left traveling module comprises a left wheel, and the right traveling module comprises a right wheel.

3. The method according to claim 1 or 2, characterized in that, In the first time length, the first vehicle travels at a first speed; The determining, according to the first cumulative angle data and the second cumulative angle data, of the lateral deviation degree of the vehicle in the case of traveling in a straight line for the first time length comprises: determining, according to a first angle difference and the first speed, the lateral deviation degree of the vehicle in the case of traveling in a straight line at the first speed for the first time length, the first angle difference being a difference between the first cumulative angle data and the second cumulative angle data, the lateral deviation degree being positively related to the first angle difference, and the lateral deviation degree being related to the first speed.

4. The method of claim 3, wherein The determining, according to a first angle difference and the first speed, of the lateral deviation degree of the vehicle in the case of traveling in a straight line for the first time length comprises: obtaining a first ratio according to the first angle difference, the first ratio being a ratio of the first angle difference to total cumulative angle data of the vehicle in the first time length, the total cumulative angle data of the vehicle in the first time length being related to the first cumulative angle data and the second cumulative angle data; determining, according to the first ratio, the first speed, and first corresponding relationship data, the lateral deviation degree of the vehicle in the case of traveling in a straight line at the first speed for the first time length; wherein the first corresponding relationship data is configured to describe a mapping relationship between a ratio of an angle difference to total cumulative angle data of the vehicle and a speed of the vehicle, and a lateral deviation degree of the vehicle, the angle difference being a difference between angle data of rotation of a left traveling module of the vehicle and angle data of rotation of a right traveling module of the vehicle, the total cumulative angle data of the vehicle being related to the angle data of rotation of the left traveling module of the vehicle and the angle data of rotation of the right traveling module of the vehicle.

5. The method of claim 4, wherein, The left traveling module comprises a left motor, and the right traveling module comprises a right motor, and the method further comprises: determining a second ratio, the second ratio being a ratio of a difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle and the total accumulated angle data of the vehicle when the vehicle is in a non-drifting state.

6. The method of claim 5, wherein, The determining the lateral deviation degree of the vehicle in the case of the vehicle traveling in a straight line at the first speed for the first time length according to the first ratio, the first speed, and the first corresponding relationship data comprises: The determining the lateral deviation degree of the vehicle in the case of the vehicle traveling in a straight line at the first speed for the first time length according to the first ratio, the second ratio, the first speed, and the first corresponding relationship data comprises:

7. The method of claim 3, wherein The determining the lateral deviation degree of the vehicle in the case of the vehicle traveling in a straight line at the first speed for the first time length according to the first angle difference and the first speed comprises: obtaining a third ratio according to the first angle difference, the third ratio being a ratio of the first angle difference and the displacement of the vehicle traveling in a straight line within the first time length; determining the lateral deviation degree of the vehicle in the case of the vehicle traveling in a straight line at the first speed for the first time length according to the third ratio, the first speed, and a second corresponding relationship data; The second corresponding relationship data is used to describe a mapping relationship between a ratio of an angle difference and a displacement of the vehicle traveling in a straight line, a speed of the vehicle, and a lateral deviation degree of the vehicle, the angle difference being a difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle.

8. The method of claim 3, wherein The determining the lateral deviation degree of the vehicle in the case of the vehicle traveling in a straight line at the first speed for the first time length according to the first angle difference and the first speed comprises: obtaining a fourth ratio according to the first angle difference, the fourth ratio being a ratio of the first angle difference and the first time length; determining the lateral deviation degree of the vehicle in the case of the vehicle traveling in a straight line at the first speed for the first time length according to the fourth ratio, the first speed, and a third corresponding relationship data; The third corresponding relationship data is used to describe a mapping relationship between a ratio of an angle difference and a time length of the vehicle traveling in a straight line, a speed of the vehicle, and a lateral deviation degree of the vehicle, the angle difference being a difference between the angle data of the left traveling module of the vehicle and the angle data of the right traveling module of the vehicle.

9. The method according to any one of claims 1 to 8, characterized in that, The left traveling module comprises a left motor, and the right traveling module comprises a right motor, and the obtaining the first accumulated angle data and the second accumulated angle data comprises: obtaining first rotation speed data of the left motor and second rotation speed data of the right motor; obtaining the first accumulated angle data according to the first rotation speed data; obtaining the second accumulated angle data according to the second rotation speed data.

10. The method according to any one of claims 1 to 8, characterized in that, The left traveling module comprises a left motor, and the right traveling module comprises a right motor, and the obtaining the first accumulated angle data and the second accumulated angle data comprises: acquire the first cumulative angle data through a first resolver sensor; acquire the second cumulative angle data through a second resolver sensor.

11. The method according to any one of claims 1 to 8, characterized in that, The left traveling module includes a left wheel, and the right traveling module includes a right wheel, and the acquiring the first cumulative angle data and the second cumulative angle data includes: acquiring third rotation speed data of the left wheel and fourth rotation speed data of the right wheel; acquiring the first cumulative angle data according to the third rotation speed data; acquiring the second cumulative angle data according to the fourth rotation speed data.

12. The method according to any one of claims 1 to 11, characterized in that, The left traveling module includes a left motor, and the right traveling module includes a right motor, and the method further includes: adjusting an output torque of the left motor and / or an output torque of the right motor according to the lateral deviation degree of the vehicle in the case of straight driving for the first duration, so that the lateral deviation degree of the vehicle in the case of straight driving tends to be close to 0.

13. A processing device, characterized by The processing device includes: an acquiring unit configured to acquire first cumulative angle data and second cumulative angle data, the first cumulative angle data being angle data of a left traveling module of the vehicle rotated in a first duration, and the second cumulative angle data being angle data of a right traveling module of the vehicle rotated in the first duration, the vehicle being in straight driving in the first duration; a processing unit configured to determine a lateral deviation degree of the vehicle in the case of straight driving for the first duration according to the first cumulative angle data and the second cumulative angle data, the lateral deviation degree being related to a difference between the first cumulative angle data and the second cumulative angle data.

14. A computing device, comprising: The computing device includes a processor and a memory, the memory storing a program, and the processor executing the program to cause the computing device to implement the method of any one of claims 1-12.

15. A vehicle characterized by comprising: The vehicle includes the processing device of claim 13 or the computing device of claim 14.

16. A computer-readable storage medium, characterized in that, The computer readable storage medium is configured to store a computer program, the computer program including instructions for executing the method of any one of claims 1-12.

17. A computer program product, characterised in that, The computer program product includes instructions that, when executed by a processor, cause the method of any one of claims 1-12 to be implemented. The computer program product includes instructions that, when executed by a processor, cause the method of any one of claims 1-12 to be implemented.

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