CN113968278B - Vehicle steering wheel correction method and device, electronic equipment and storage medium - Google Patents
Vehicle steering wheel correction method and device, electronic equipment and storage medium Download PDFInfo
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- CN113968278B CN113968278B CN202111364932.0A CN202111364932A CN113968278B CN 113968278 B CN113968278 B CN 113968278B CN 202111364932 A CN202111364932 A CN 202111364932A CN 113968278 B CN113968278 B CN 113968278B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/021—Determination of steering angle
- B62D15/024—Other means for determination of steering angle without directly measuring it, e.g. deriving from wheel speeds on different sides of the car
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The application discloses a vehicle steering wheel correction method, a device, an electronic device and a storage medium, wherein the method comprises the following steps: s1, acquiring a steering wheel corner which is obtained by adopting a linear vehicle dynamics model and corresponds to a real scene of a curve; s2, inquiring a mapping table of steering wheel angle difference degrees of a nonlinear vehicle dynamic model and a linear vehicle dynamic model reflecting different curve simulation scenes according to the corresponding curve real scene to obtain the steering wheel angle difference degree of the corresponding curve real scene; and S3, superposing the steering wheel corner difference degree of the real scene of the corresponding curve and the steering wheel corner obtained by adopting a linear vehicle dynamics model to obtain the actual steering wheel corner of the real scene of the corresponding curve. The method and the device can solve the technical problem that the precision is not high when the vehicle turns in the steering wheel corner planning in the track planning result using the linear model.
Description
Technical Field
The present invention relates to the field of automatic driving technologies, and in particular, to a method and an apparatus for correcting a steering wheel of a vehicle, an electronic device, and a storage medium.
Background
Currently, the mathematical model used to describe a vehicle front steering vehicle is non-linear. In order to calculate the track in real time on a low-computing-force computing platform based on a vehicle nonlinear model, engineering operation usually linearizes the vehicle model based on a steering wheel 0 point, and then optimizes the vehicle model by using the linear model. The method has the advantages of meeting the real-time performance, but has the defect that when the steering wheel rotating angle is large, the linear model deviates from the real model (namely, the nonlinear model) far, so that the calculated steering wheel rotating angle is not accurate enough.
Disclosure of Invention
Therefore, an embodiment of the present application provides a method, an apparatus, an electronic device, and a storage medium for correcting a steering wheel of a vehicle, which solve the technical problem that the accuracy of the steering wheel angle planning is not high when the vehicle turns in the track planning result using a linear model.
In order to solve the technical problem, the technical scheme adopted by the application specifically comprises the following steps:
in a first aspect, a method for correcting a steering wheel of a vehicle provided in an embodiment of the present application includes:
s1, acquiring a steering wheel corner which is obtained by adopting a linear vehicle dynamics model and corresponds to a real scene of a curve;
s2, inquiring a mapping table of steering wheel angle difference degrees of a nonlinear vehicle dynamic model and a linear vehicle dynamic model reflecting different curve simulation scenes according to the corresponding curve real scene to obtain the steering wheel angle difference degree of the corresponding curve real scene;
and S3, superposing the steering wheel corner difference degree of the real scene of the corresponding curve and the steering wheel corner obtained by adopting a linear vehicle dynamics model to obtain the actual steering wheel corner of the real scene of the corresponding curve.
Further, S1 also includes S0 before, where S0 includes:
and establishing a mapping table of steering wheel rotation angle difference degrees of the nonlinear vehicle dynamic model and the linear vehicle dynamic model reflecting different curve simulation scenes.
Preferably, the establishing a mapping table of steering wheel angle difference degrees of the nonlinear vehicle dynamics model and the linear vehicle dynamics model reflecting different curve simulation scenarios includes:
s01, establishing a nonlinear vehicle dynamics model;
s02, configuring different curve simulation scenes;
s03, simulating different curve simulation scenes based on the nonlinear vehicle dynamics model to obtain steering wheel angle difference degrees of the nonlinear vehicle dynamics model and the linear vehicle dynamics model of the different curve simulation scenes;
and S04, establishing a mapping table according to the one-to-one correspondence of the steering wheel corner difference and the curve simulation scene.
More preferably, the S02 includes:
obtaining different vehicle speed and curve radius pairs;
and configuring different curve simulation scenes according to different pairs of vehicle speeds and curve radii.
More preferably, the acquiring different pairs of vehicle speed and curve radius comprises:
acquiring a value range of the vehicle speed and a value range of the curve radius;
and traversing the value range of the vehicle speed and the value range of the curve radius, matching different vehicle speed values with different curve radius values, and acquiring different pairs of the vehicle speed and the curve radius.
More preferably, the S04 includes:
and establishing a mapping table according to the steering wheel difference degree and the vehicle speed and curve radius pairs of different simulation scenes.
Further, the S03 includes:
simulating different curve simulation scenes based on a nonlinear vehicle dynamics model;
acquiring actual steering wheel corners of different curve simulation scenes and linear steering wheel corners calculated based on a linear vehicle dynamic model in a simulation process;
and (3) subtracting the actual vehicle steering wheel corners of different curve simulation scenes from the linear steering wheel corners calculated based on the linear vehicle dynamics model to obtain the steering wheel corner difference degrees of the different curve simulation scenes.
Further, the linear vehicle dynamics model non-linear vehicle dynamics model is:
wherein the content of the first and second substances,
acceleration of the vehicle in the y-axis, C αf Is the total angular stiffness of the front wheels of the vehicle, m is the mass of the vehicle, C αr Total angular stiffness, v, of the rear wheels of a vehicle x Is the component of the vehicle's speed in the x-axis, v y Is the velocity component of the vehicle in the y-axis,l f distance of the front wheels of the vehicle from the center of gravity of the vehicle, l r Is the distance from the rear wheel of the vehicle to the center of gravity of the vehicle>
For vehicle heading angular speed, delta is tire corner, based on the angular speed of the vehicle>
For angular acceleration of the vehicle, I z Is the moment of inertia about the z-axis, and δ is proportional to the steering wheel angle.
Further, the linear vehicle dynamics model is:
wherein the content of the first and second substances,
is the derivative of x, y is the displacement of the vehicle in the y direction, and->
For the speed of the vehicle in the y-direction, ψ is the vehicle heading angle, based on>
For vehicle heading angular velocity, C αf Is the total angular stiffness of the front wheels of the vehicle, m is the mass of the vehicle, C αr For the total angular stiffness, v, of the rear wheels of the vehicle x Is the component of the vehicle's speed in the x-axis, v y As the component of the vehicle's speed in the y-axis, l f Distance of the front wheels of the vehicle from the center of gravity of the vehicle, l r Is the distance from the rear wheel of the vehicle to the center of gravity of the vehicle>
For vehicle heading angular speed, delta is tire corner, based on the angular speed of the vehicle>
For angular acceleration of the vehicle, I z Is the moment of inertia about the z-axis, and δ is proportional to the steering wheel angle.
In a second aspect, an embodiment of the present application provides a vehicle steering wheel correction apparatus, including:
the acquisition module is used for acquiring a steering wheel corner which is obtained by adopting a linear vehicle dynamics model and corresponds to a real scene of a curve;
the processing module is used for inquiring a mapping table of steering wheel corner difference degrees of a nonlinear vehicle dynamic model and a linear vehicle dynamic model reflecting different curve simulation scenes according to the corresponding curve real scene to obtain the steering wheel corner difference degree of the corresponding curve real scene;
and the correction module is used for superposing the steering wheel corner difference degree of the real scene of the corresponding curve and the steering wheel corner obtained by adopting the linear vehicle dynamics model to calculate so as to obtain the actual steering wheel corner of the real scene of the corresponding curve.
In a third aspect, an embodiment of the present application provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor, where the processor implements the steps of the vehicle steering wheel correction method according to any one of the above items when executing the computer program.
In a fourth aspect, an embodiment of the present application provides a storage medium, in which a computer program is stored, and the computer program, when executed by a processor, implements the steps of the vehicle steering wheel correction method described in any one of the above.
In summary, compared with the prior art, the beneficial effects brought by the technical scheme provided by the embodiment of the present application at least include:
1. according to the embodiment of the application, the steering wheel corner obtained by calculating the linear vehicle dynamics model of the corresponding curve real scene is obtained, then the mapping table reflecting the steering wheel corner difference degrees of the non-linear vehicle dynamics model and the linear vehicle dynamics model of different curve simulation scenes is inquired according to the corresponding curve real scene, the steering wheel corner difference degree of the corresponding curve real scene is obtained, and finally the steering wheel corner difference degree of the corresponding curve real scene and the steering wheel corner obtained by calculating the linear vehicle dynamics model are superposed, so that the actual steering wheel corner of the corresponding curve real scene is obtained. Therefore, the steering wheel angle to be used is accurately calculated when the vehicle turns, and meanwhile, online calculation resources are not increased, so that the use requirement of a user is met.
2. According to the embodiment of the application, different vehicle speeds and curve radius pairs are firstly acquired, then different curve simulation scenes are configured according to the different vehicle speeds and curve radius pairs, the data comprehensiveness of the curve simulation scenes can be improved, the data comprehensiveness of a mapping table is favorably improved, and the accuracy of acquiring the used steering wheel corners is further improved.
3. According to the embodiment of the application, the mapping table is established according to the steering wheel difference and the vehicle speed and curve radius pairs of different simulation scenes, and the steering wheel difference can be directly obtained through the vehicle speed and curve radius pairs, so that people can conveniently and intuitively and quickly correct the steering wheel turning angle of the vehicle.
Drawings
Fig. 1 is a schematic flowchart of a vehicle steering wheel correction method according to a first exemplary embodiment of the present application.
Fig. 2 is a partial schematic flow chart of a vehicle steering wheel correction method according to a third exemplary embodiment of the present application.
Fig. 3 is a schematic structural diagram of a vehicle steering wheel correction apparatus according to a tenth exemplary embodiment of the present application.
Fig. 4 is a schematic structural diagram of an electronic device according to an eleventh exemplary embodiment of the present application.
Detailed Description
The specific embodiments are only for explaining the present application and are not limiting to the present application, and those skilled in the art can make modifications to the embodiments without inventive contribution as required after reading the present specification, but all the embodiments are protected by patent law within the scope of the claims of the present application.
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application.
The terms "comprises," "comprising," or any other variation thereof, in the description and claims of this application, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
In the embodiments of the present application, words such as "exemplary" or "for example" are used to mean serving as an example, instance, or illustration. Any embodiment or design described herein as "exemplary" or "e.g.," is not necessarily to be construed as preferred or advantageous over other embodiments or designs. Rather, use of the word "exemplary" or "such as" is intended to present relevant concepts in a concrete fashion.
The embodiments of the present application will be described in further detail with reference to the drawings.
Fig. 1 is a vehicle steering wheel correction method provided in a first exemplary embodiment of the present application, the main steps of which are described as follows:
s1, acquiring a steering wheel corner which is obtained by adopting a linear vehicle dynamics model and corresponds to a real scene of a curve;
s2, inquiring a mapping table of steering wheel angle difference degrees of a nonlinear vehicle dynamic model and a linear vehicle dynamic model reflecting different curve simulation scenes according to the corresponding curve real scene to obtain the steering wheel angle difference degree of the corresponding curve real scene;
and S3, superposing the steering wheel corner difference degree of the real scene of the corresponding curve and the steering wheel corner obtained by adopting a linear vehicle dynamic model to obtain the actual steering wheel corner of the real scene of the corresponding curve.
In the first exemplary embodiment of the present application, a steering wheel angle calculated by using a linear vehicle dynamics model corresponding to a curve real scene is obtained, a mapping table reflecting steering wheel angle differences between a nonlinear vehicle dynamics model and a linear vehicle dynamics model of different curve simulation scenes is queried according to the corresponding curve real scene, a steering wheel angle difference corresponding to the curve real scene is obtained, and finally the steering wheel angle difference corresponding to the curve real scene and a steering wheel angle calculated by using the linear vehicle dynamics model are superimposed, so that an actual steering wheel angle corresponding to the curve real scene is obtained. Therefore, the steering wheel angle to be used is accurately calculated when the vehicle turns, and meanwhile, online calculation resources are not increased, so that the use requirement of a user is met.
The second exemplary embodiment of the present application is modified from the first exemplary embodiment shown in fig. 1, and the specific modification is as follows:
s0 is also included before S1, where S0 includes:
and establishing a mapping table of steering wheel rotation angle difference degrees of the nonlinear vehicle dynamic model and the linear vehicle dynamic model reflecting different curve simulation scenes.
Specifically, the establishing of the mapping table of the steering wheel angle difference degree of the nonlinear vehicle dynamics model and the linear vehicle dynamics model reflecting different curve simulation scenes includes:
s01, establishing a nonlinear vehicle dynamics model;
s02, configuring different curve simulation scenes;
s03, simulating different curve simulation scenes based on the nonlinear vehicle dynamics model to obtain steering wheel angle difference degrees of the nonlinear vehicle dynamics model and the linear vehicle dynamics model of the different curve simulation scenes;
and S04, establishing a mapping table according to the one-to-one correspondence of the steering wheel corner difference and the curve simulation scene.
A third exemplary embodiment of the present application provides a vehicle steering wheel correction method, which is further improved on the basis of the second exemplary embodiment of the present application, as shown in fig. 2, and the specific improvements are as follows:
the S2 comprises:
obtaining different vehicle speed and curve radius pairs;
and configuring different curve simulation scenes according to different pairs of vehicle speeds and curve radiuses.
According to the third exemplary embodiment of the application, different pairs of the vehicle speed and the curve radius are firstly obtained, and then different curve simulation scenes are configured according to the different pairs of the vehicle speed and the curve radius, so that the data comprehensiveness of the curve simulation scenes can be improved, the data comprehensiveness of a mapping table can be improved, and the precision of obtaining the used steering wheel corner is further improved.
The fourth exemplary embodiment of the present application provides a vehicle steering wheel correction method, which is further improved on the basis of the third exemplary embodiment, specifically improved as follows:
the acquiring different vehicle speed and curve radius pairs comprises:
acquiring a value range of the vehicle speed and a value range of the curve radius;
and traversing the value range of the vehicle speed and the value range of the curve radius, matching different vehicle speed values with different curve radius values, and acquiring different pairs of the vehicle speed and the curve radius.
Through the fourth exemplary embodiment of the application, people can conveniently and quickly, accurately and comprehensively obtain all vehicle speed and curve radius pairs for implementing the vehicle steering wheel correction method.
A fifth example embodiment of the present application provides a vehicle steering wheel correction method, which is further improved on the basis of the third example embodiment, specifically as follows:
the S04 comprises:
and establishing a mapping table according to the steering wheel difference degree and the vehicle speed and curve radius pair of different simulation scenes.
According to the fifth exemplary embodiment of the application, the mapping table is established according to the steering wheel difference and the vehicle speed and curve radius pairs of different simulation scenes, and the steering wheel difference can be directly obtained through the vehicle speed and curve radius pairs, so that people can conveniently and intuitively and quickly correct the steering wheel turning angle of the vehicle.
The sixth to ninth exemplary embodiments of the present application provide a vehicle steering wheel correction method, which is further improved on the basis of the second to fifth exemplary embodiments, specifically as follows:
the S03 comprises:
simulating different curve simulation scenes based on a nonlinear vehicle dynamics model;
acquiring actual vehicle steering wheel corners of different curve simulation scenes and linear steering wheel corners calculated based on a linear vehicle dynamics model in a simulation process;
and (3) subtracting the actual steering wheel angles of the vehicles in different curve simulation scenes from the linear steering wheel angle calculated based on the linear vehicle dynamic model to obtain the steering wheel angle difference degrees of the different curve simulation scenes.
Through the sixth to ninth exemplary embodiments of the present application, the steering wheel angle difference degrees of different curve simulation scenes can be effectively and accurately obtained.
The linear vehicle dynamics model nonlinear vehicle dynamics model described in the first to ninth exemplary embodiments above is specifically:
wherein, the first and the second end of the pipe are connected with each other,
acceleration of the vehicle in the y-axis, C αf For the total angular stiffness of the front wheels of the vehicle, m is the mass of the vehicle, C αr For the total angular stiffness, v, of the rear wheels of the vehicle x Is the component of the vehicle's speed in the x-axis, v y Is the speed component of the vehicle in the y-axis,/ f Distance of the front wheels of the vehicle from the center of gravity of the vehicle, l r Is the distance from the rear wheel of the vehicle to the center of gravity of the vehicle>
For vehicle heading angular speed, delta is tire corner, based on the angular speed of the vehicle>
For angular acceleration of the vehicle, I z Is the moment of inertia about the z-axis, and δ is proportional to the steering wheel angle.
The linear vehicle dynamics model described in the first to ninth exemplary embodiments is specifically:
wherein the content of the first and second substances,
is the derivative of x, y is the displacement of the vehicle in the y direction, and>
for the speed of the vehicle in the y-direction, ψ is the vehicle heading angle, based on>
For vehicle heading angular velocity, C αf For the total angular stiffness of the front wheels of the vehicle, m is the mass of the vehicle, C αr For the total angular stiffness, v, of the rear wheels of the vehicle x Is the component of the vehicle's speed in the x-axis, v y Is the speed component of the vehicle in the y-axis,/ f Distance of the front wheels of the vehicle to the center of gravity of the vehicle, l r Is the distance from the rear wheel of the vehicle to the center of gravity of the vehicle>
In order for the vehicle to be heading towards an angular velocity, delta is the tire corner, is greater or less than>
For vehicle heading angular acceleration, I z Is the moment of inertia about the z-axis, and δ is proportional to the steering wheel angle.
Fig. 3 is a tenth exemplary embodiment of the present application, which provides a vehicle steering wheel correcting apparatus, including:
the acquisition module is used for acquiring a steering wheel corner which is obtained by adopting a linear vehicle dynamics model and corresponds to a real scene of a curve;
the processing module is used for inquiring a mapping table of steering wheel angle difference degrees of a nonlinear vehicle dynamic model and a linear vehicle dynamic model reflecting different curve simulation scenes according to the corresponding curve real scene to obtain the steering wheel angle difference degree of the corresponding curve real scene;
and the correction module is used for superposing the steering wheel corner difference degree of the real scene of the corresponding curve and the steering wheel corner obtained by adopting the linear vehicle dynamics model to calculate so as to obtain the actual steering wheel corner of the real scene of the corresponding curve.
The above-described respective modules of the vehicle steering wheel correction apparatus may be wholly or partially implemented by software, hardware, and a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
Fig. 4 is an electronic device provided in an eleventh exemplary embodiment of the present application, which may be a server. The device includes a processor, a memory, and a communication interface connected by a system bus. Wherein the processor of the device is configured to provide computing and control capabilities. The memory of the device may be implemented by any type or combination of volatile or non-volatile storage devices, including but not limited to: magnetic disk, optical disk, EEPROM, EPROM, SRAM, ROM, magnetic memory, flash memory, and PROM. The memory of the device provides an environment for the running of an operating system and computer programs stored within it. The communication interface of the device is a network interface, and the network interface is used for connecting and communicating with an external terminal through a network. The computer program, when executed by a processor, implements the steps of the vehicle steering wheel correction method described in the above embodiments.
In a twelfth exemplary embodiment of the present application, a storage medium is provided, which stores a computer program that, when executed by a processor, implements the vehicle steering wheel correction method steps described in the above-described embodiments. Such storage media include, but are not limited to: ROM, RAM, CD-ROM, diskette, and floppy disk.
The following describes a specific method of correcting the steering angle of the steering wheel in each of the above embodiments in detail by using a specific example:
the parameters which need to be set in the curve simulation scene are two parameters of the curve radius and the vehicle speed when the vehicle turns.
Whereas the wheelbase of a typical vehicle (i.e. the sum of the distance from the front wheels of the vehicle to the centre of gravity of the vehicle and the distance from the rear wheels of the vehicle to the centre of gravity of the vehicle) is approximately 2.8m, the maximum tyre rotation angle of the vehicle will not exceed 35 degrees.
From the two-wheel kinematics model R = L/tan θ, where R is the curve radius, L is the wheel base, and θ is the tire corner, it can be seen that the minimum value of R is about 4m. And theta representing the tire rotational angle is in a proportional relationship with theta representing the steering wheel rotational angle.
When the tire rotation angle is 1 °, the curve radius is 160m. Therefore, the radius of the curve ranges from 4.0m to 160m, and the corresponding turning angle range of the tire ranges from 1 degree to 35 degrees.
The maximum speed of the automatic driving vehicle is about 120km/h, namely 33m/s, so that the value range of the vehicle speed is 0m/s-33m/s for the automatic driving vehicle. At this time, the number of test scenarios and the accuracy of parameter selection need to be weighed. If the vehicle speed is chosen to an accuracy of 0.1m/s, there will be as many as 330 intervals of values for the vehicle speed alone. Whereas, when the radius of the curve is chosen to an accuracy of 1m, there will be 156 intervals of values. Considering both vehicle speed and curve radius, there will be 330 × 156=51480 curve simulation scenarios. However, in actual testing, a vehicle speed accuracy of 0.1m/s and a curve radius accuracy of 1m (i.e., a tire cornering accuracy of about 0.25 °) are not required. Such accuracy is also well above that required for actual testing. Under the condition of balancing calculation force and precision requirements, the total curve simulation scenes with the tire rotation angle precision of 1 degree (the precision of the radius of the corresponding curve is approximately 4 m), the vehicle speed precision of 1m/s and the two parameters of the radius of the curve and the vehicle speed are selected to be 35 multiplied by 33= 1155. And, complete a full set of tests on the AWS test platform can be controlled at the hourly level.
After the simulation is finished, the tire rotation angle theta can be obtained for each curve simulation scene. After all simulation is finished, for the vehicle speed and the curve radius of each sampling point (namely a single simulation point), the difference degree (namely delta theta) of the tire rotation angles of the linear model and the nonlinear model is recorded, then the delta theta is converted into delta according to the proportional relation between the theta and the delta, and after all simulation results are obtained, a mapping table of delta = f (V, R) can be established.
Under the condition of automatic driving of real vehicle running, the steering wheel angle is calculated based on a linear model, delta is calculated according to the radius of a curve, the vehicle speed and a mapping table, and finally delta plus delta is issued to the vehicle for controlling.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of each functional unit or module is illustrated, and in practical applications, the above-mentioned function may be distributed as different functional units or modules as required, that is, the internal structure of the apparatus described in this application may be divided into different functional units or modules to implement all or part of the above-mentioned functions.
While the present embodiments have been described with reference to the accompanying drawings, it is to be understood that the present embodiments are not limited to those precise embodiments, which are intended to be illustrative rather than restrictive, and that various changes and modifications may be effected therein by one skilled in the art without departing from the scope of the appended claims.
Claims (12)
1. A vehicle steering wheel correction method, characterized by comprising:
s1, acquiring a steering wheel corner calculated by adopting a linear vehicle dynamic model corresponding to a real scene of a curve;
s2, inquiring a mapping table of steering wheel angle difference degrees of a nonlinear vehicle dynamic model and a linear vehicle dynamic model reflecting different curve simulation scenes according to the corresponding curve real scene to obtain the steering wheel angle difference degree of the corresponding curve real scene;
and S3, superposing the steering wheel corner difference degree of the real scene of the corresponding curve and the steering wheel corner obtained by adopting a linear vehicle dynamics model to obtain the actual steering wheel corner of the real scene of the corresponding curve.
2. The vehicle steering wheel correction method according to claim 1, characterized in that S1 is preceded by S0, the S0 including:
and establishing a mapping table reflecting the steering wheel angle difference degree of the nonlinear vehicle dynamic model and the linear vehicle dynamic model of different curve simulation scenes.
3. The vehicle steering wheel correction method according to claim 2, wherein the establishing a mapping table of steering wheel angle differences between the non-linear vehicle dynamics model and the linear vehicle dynamics model reflecting different curve simulation scenarios includes:
s01, establishing a nonlinear vehicle dynamics model;
s02, configuring different curve simulation scenes;
s03, simulating different curve simulation scenes based on the nonlinear vehicle dynamics model to obtain steering wheel angle difference degrees of the nonlinear vehicle dynamics model and the linear vehicle dynamics model of the different curve simulation scenes;
and S04, establishing a mapping table according to the one-to-one correspondence of the steering wheel corner difference and the curve simulation scene.
4. The vehicle steering wheel correction method according to claim 3, characterized in that the S02 includes:
obtaining different vehicle speed and curve radius pairs;
and configuring different curve simulation scenes according to different pairs of vehicle speeds and curve radii.
5. The vehicle steering wheel correction method according to claim 4, wherein the obtaining different vehicle speed and curve radius pairs comprises:
acquiring a value range of the vehicle speed and a value range of the curve radius;
and traversing the value range of the vehicle speed and the value range of the curve radius, matching different vehicle speed values with different curve radius values, and acquiring different pairs of the vehicle speed and the curve radius.
6. The vehicle steering wheel correction method according to claim 5, characterized in that the S04 includes:
and establishing a mapping table according to the steering wheel difference degree and the vehicle speed and curve radius pair of different simulation scenes.
7. The vehicle steering wheel correction method according to any one of claims 3 through 6, wherein the S03 includes:
simulating different curve simulation scenes based on a nonlinear vehicle dynamics model;
acquiring actual vehicle steering wheel corners of different curve simulation scenes and linear steering wheel corners calculated based on a linear vehicle dynamics model in a simulation process;
and (3) subtracting the actual steering wheel angles of the vehicles in different curve simulation scenes from the linear steering wheel angle calculated based on the linear vehicle dynamic model to obtain the steering wheel angle difference degrees of the different curve simulation scenes.
8. The vehicle steering wheel correction method according to any one of claims 1 to 6, characterized in that the nonlinear vehicle dynamics model is:
wherein, the first and the second end of the pipe are connected with each other,
acceleration of the vehicle in the y-axis, C αf For the total angular stiffness of the front wheels of the vehicle, m is the mass of the vehicle, C αr For the total angular stiffness, v, of the rear wheels of the vehicle x Is the component of the vehicle's speed on the x-axis, v y As the component of the vehicle's speed in the y-axis, l f Distance of the front wheels of the vehicle to the center of gravity of the vehicle, l r Is the distance from the rear wheel of the vehicle to the center of gravity of the vehicle>
Is the vehicle heading angular velocity, delta is the tire rotation angle,
for angular acceleration of the vehicle, I z Is the moment of inertia about the z-axis, and delta is proportional to the steering wheel angle.
9. The vehicle steering wheel correction method according to any one of claims 1 to 6, characterized in that the linear vehicle dynamics model is:
wherein the content of the first and second substances,
is the derivative of x, y is the displacement of the vehicle in the y direction, and->
For the speed of the vehicle in the y-direction, ψ is the vehicle heading angle, based on>
For vehicle heading angular velocity, C αf Is the total angular stiffness of the front wheels of the vehicle, m is the mass of the vehicle, C αr For the total angular stiffness, v, of the rear wheels of the vehicle x Is the component of the vehicle's speed on the x-axis, v y As the component of the vehicle's speed in the y-axis, l f Distance of the front wheels of the vehicle from the center of gravity of the vehicle, l r Is the distance from the rear wheel of the vehicle to the center of gravity of the vehicle>
In order for the vehicle to be heading towards angular velocity,δ is the tire corner, in conjunction with a sun or a sun gear>
For angular acceleration of the vehicle, I z Is the moment of inertia about the z-axis, and delta is proportional to the steering wheel angle.
10. A vehicle steering wheel correction apparatus, characterized by comprising:
the acquisition module is used for acquiring a steering wheel corner which corresponds to a real scene of a curve and is obtained by calculation through a linear vehicle dynamic model;
the processing module is used for inquiring a mapping table of steering wheel corner difference degrees of a nonlinear vehicle dynamic model and a linear vehicle dynamic model reflecting different curve simulation scenes according to the corresponding curve real scene to obtain the steering wheel corner difference degree of the corresponding curve real scene;
and the correction module is used for superposing the steering wheel corner difference degree of the real scene of the corresponding curve and the steering wheel corner obtained by adopting the linear vehicle dynamics model to calculate so as to obtain the actual steering wheel corner of the real scene of the corresponding curve.
11. An electronic device, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the vehicle steering wheel correction method according to any one of claims 1 to 9 when executing the computer program.
12. A storage medium, characterized in that the storage medium has stored therein a computer program which, when being executed by a processor, carries out the steps of the vehicle steering wheel correction method according to any one of claims 1 to 9.
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| CN202111364932.0A CN113968278B (en) | 2021-11-17 | 2021-11-17 | Vehicle steering wheel correction method and device, electronic equipment and storage medium |
| PCT/CN2022/130818 WO2023088144A1 (en) | 2021-11-17 | 2022-11-09 | Vehicle steering wheel correction method and apparatus, and electronic device and storage medium |
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| CN202111364932.0A CN113968278B (en) | 2021-11-17 | 2021-11-17 | Vehicle steering wheel correction method and device, electronic equipment and storage medium |
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| JP3669668B2 (en) * | 1998-07-10 | 2005-07-13 | 本田技研工業株式会社 | Vehicle wheel slip angle detection device |
| JP4604685B2 (en) * | 2004-11-26 | 2011-01-05 | トヨタ自動車株式会社 | Device for determining vehicle turning travel assist yaw moment |
| JP2008265461A (en) * | 2007-04-18 | 2008-11-06 | Honda Motor Co Ltd | Vehicle body slip angle-estimating device |
| DE102008026233B4 (en) * | 2008-05-29 | 2017-01-12 | Volkswagen Ag | Method and apparatus for steering wheel angle offset compensation |
| US9045144B2 (en) * | 2013-05-09 | 2015-06-02 | Robert Bosch Gmbh | Third-order polynomial-based course prediction for driver assistance functions |
| US9278713B2 (en) * | 2013-12-11 | 2016-03-08 | GM Global Technology Operations LLC | Collision avoidance control integrated with EPS controller |
| CN107031654B (en) * | 2017-02-20 | 2019-03-01 | 同济大学 | A kind of automobile slip angle estimation method of multi-information fusion |
| CN107380161B (en) * | 2017-07-18 | 2018-03-09 | 吉林大学 | A kind of active steering control device for aiding in driver to realize desired ride track |
| CN108820039B (en) * | 2018-05-11 | 2020-08-28 | 江苏大学 | System and method for transversely controlling curve of unmanned vehicle |
| CN108944943B (en) * | 2018-07-11 | 2020-04-14 | 北京航空航天大学 | Bend following model based on risk dynamic balance theory |
| CN111125854B (en) * | 2018-10-31 | 2024-03-29 | 百度在线网络技术（北京）有限公司 | Optimization method and device for vehicle dynamics model, storage medium and terminal equipment |
| CN112394734A (en) * | 2020-11-27 | 2021-02-23 | 苏州感测通信息科技有限公司 | Vehicle track tracking control method based on linear model predictive control algorithm |
| CN112298354B (en) * | 2020-12-30 | 2022-01-28 | 成都信息工程大学 | State estimation method for steering wheel and front wheel corner of steering system of unmanned automobile |
| CN113063414A (en) * | 2021-03-27 | 2021-07-02 | 上海智能新能源汽车科创功能平台有限公司 | Vehicle dynamics pre-integration construction method for visual inertia SLAM |
| CN113968278B (en) * | 2021-11-17 | 2023-04-11 | 广州文远知行科技有限公司 | Vehicle steering wheel correction method and device, electronic equipment and storage medium |
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