CN110155172B

CN110155172B - Vehicle running adjusting method and device, vehicle control system and storage medium

Info

Publication number: CN110155172B
Application number: CN201810421205.5A
Authority: CN
Inventors: 向南; 苏奎峰
Original assignee: Tencent Technology Shenzhen Co Ltd; Tencent Dadi Tongtu Beijing Technology Co Ltd
Current assignee: Tencent Technology Shenzhen Co Ltd; Tencent Dadi Tongtu Beijing Technology Co Ltd
Priority date: 2018-05-04
Filing date: 2018-05-04
Publication date: 2021-12-17
Anticipated expiration: 2038-05-04
Also published as: CN110155172A

Abstract

The invention discloses a vehicle running adjusting method and device, a vehicle control system and a storage medium, and belongs to the technical field of vehicles. In the vehicle running adjusting method, in the vehicle running process, the vehicle running automatic control method is recorded in the vehicle automatic driving process, a plurality of actual implementation data of the vehicle and a plurality of corresponding target running data can be compared to obtain a plurality of running deviation data, then the deviation angle of the steering wheel of the vehicle is determined according to the obtained plurality of running deviation data, namely the deviation of the steering wheel of the vehicle can be measured in real time, the real-time deviation of the vehicle in the running process can be further determined, the steering wheel of the steering wheel can be further corrected according to the determined deviation angle of the steering wheel, and then the running error is eliminated dynamically and timely, so that the vehicle running accuracy is improved, and more accurate automatic driving control is realized.

Description

Vehicle running adjusting method and device, vehicle control system and storage medium

Technical Field

The present invention relates to the field of vehicle technologies, and in particular, to a method and an apparatus for adjusting vehicle driving, a vehicle control system, and a storage medium.

Background

With the development of Artificial Intelligence (AI) technology and internet of things technology, the automatic driving technology is also rapidly developed and continuously promoted, for example, an automatic driving automobile can liberate the hands of a user and promote the driving experience of the user by using the automatic driving automobile.

In the automatic driving process, the automatic driving vehicle may cause driving deviation due to some reasons, and further, some differences are generated between the actual driving state and the preset expected driving state, so that the accuracy of automatic driving is reduced, and therefore, how to improve the accuracy of automatic driving is a problem to be considered.

Disclosure of Invention

The embodiment of the invention provides a vehicle running adjusting method and device, a vehicle control system and a storage medium, which are used for improving the accuracy of vehicle running.

In a first aspect, a vehicle driving adjustment method is provided, the method comprising:

obtaining a plurality of actual running data of the vehicle at a plurality of moments;

comparing each of the plurality of actual travel data with a corresponding target travel data to obtain a plurality of travel deviation data, wherein each target travel data is travel data corresponding to a target travel state preset for each time;

determining a deviation angle of a steering wheel of the vehicle according to the plurality of travel deviation data;

and correcting the rotation angle of the steering wheel according to the deviation angle.

In the above technical solution, during the vehicle driving process, for example, during the automatic driving process, a plurality of actual driving data of the vehicle and a plurality of corresponding target driving data may be compared to obtain a plurality of driving deviation data, and then a deviation angle of a steering wheel of the vehicle may be determined according to the obtained plurality of driving deviation data, that is, a deviation of the steering wheel of the vehicle may be measured in real time, so as to clarify a real-time deviation of the vehicle during the driving process, and further, the steering wheel of the steering wheel may be corrected according to the determined deviation angle of the steering wheel, so as to dynamically and timely eliminate a driving error, thereby improving the accuracy of the vehicle driving and realizing the accurate automatic driving.

In one possible design, before determining the deviation angle of the turning angle of the steering wheel of the vehicle according to the plurality of travel deviation data, the method further includes:

and determining that the vehicle has a constant running deviation according to the plurality of running deviation data, wherein the constant running deviation is a stable static deviation of the vehicle.

The vehicle is assembled, a steering wheel or other parts are mounted in the mounting process due to technical differences of operators, the mounting deviations enable the vehicle to have stable static deviations in the driving process, for example, in the use process of the vehicle, the vehicle can also have driving deviations in the driving process due to hardware abnormalities of the vehicle, such as tire abrasion, difference in tire pressure of tires on the left side and the right side of a vehicle body, abrasion of automobile suspension springs and the like, the driving deviations of the vehicle caused by the hardware abnormalities generally do not change too much in a period of time, and therefore the driving deviations of the vehicle caused by the reasons can be regarded as stable static deviations, namely, constant driving deviations in the scheme.

Because the constant running deviation is stable, the deviation can be eliminated more accurately and thoroughly compared with the deviation of dynamic change, so that the deviation can be eliminated more accurately and thoroughly to improve the running accuracy of the vehicle. Therefore, in the present aspect, before determining the deviation angle of the steering wheel of the vehicle according to the plurality of running deviation data, it may be determined that the vehicle has the constant running deviation according to the plurality of running deviation data, so that the subsequent vehicle running calibration method using the angle of the steering wheel of the vehicle can be closer to the actual type of the running deviation, and the method for vehicle running deviation calibration and the cause of the running deviation can be matched as much as possible, and the matching property is higher.

In one possible design, determining that the vehicle has a constant driving deviation based on the plurality of driving deviation data includes:

dividing the plurality of running deviation data into M groups of running deviation data according to a grouping rule that the types of the running deviation data are the same and are divided into one group, wherein M is a positive integer;

determining deviation expected values of all driving deviation data included in each group of driving deviation data aiming at each group of driving deviation data in N groups of driving deviation data in the M groups of driving deviation data, wherein N is a positive integer and is less than or equal to M;

and if the deviation expected value of each group of running deviation data is larger than the corresponding preset deviation expected value, and the fluctuation variation range of all the running deviation data included in each group of running deviation data is smaller than the corresponding preset fluctuation variation range, determining that the vehicle has the constant running deviation.

In the technical scheme, whether the constant driving deviation exists can be determined through one type or multiple types of driving deviation data, the determination mode is simple and convenient, and the scheme has strong applicability.

In one possible embodiment, the plurality of actual driving data are driving data of the same driven road section; determining a deviation angle of a turning angle of a steering wheel of the vehicle from the plurality of travel deviation data, including:

filtering a plurality of course angle deviations corresponding to the plurality of moments to obtain effective course angle deviations;

processing the effective course angle deviation to obtain an average course angle deviation;

and determining the average course angle deviation as the deviation angle of the rotation angle of the steering wheel.

In one possible embodiment, the plurality of actual travel data are divided into at least two groups, each of the at least two groups including actual travel data that are travel data in different traveled route sections; determining a deviation angle of a turning angle of a steering wheel of the vehicle from the plurality of travel deviation data, including:

determining a target group from the at least two groups, wherein the deviation fluctuation amplitude is smaller than or equal to a preset fluctuation amplitude;

filtering all course angle deviations included in each target group in the target groups to obtain effective course angle deviations in each target group;

processing the effective course angle deviation included in each target group to obtain an average course angle deviation;

The above description is made for one driving road section and a plurality of driving road sections, so that the scheme in the embodiment of the invention can be applied to more scenes, and the universality of the scheme is enhanced.

In one possible design, all of the traveled sections corresponding to the plurality of time instants include at least one straight-line traveled section.

Because the straight line section is relatively stable, the vehicle is generally in a relatively stable driving state on the straight line section, and if the direction deviation exists on the straight line section, the vehicle is relatively easy to detect, the obtained driving deviation data can be more accurate by obtaining the actual driving data on the straight line section and comparing the actual driving data with the corresponding target driving data, and the steering wheel is corrected more accurately.

In one possible design, before comparing each of the plurality of actual travel data with the corresponding target travel data, the method further includes:

determining that a speed expectation of a plurality of speeds of the vehicle at a plurality of times is greater than or equal to a first predetermined speed.

When the expected speed value of the plurality of speeds is greater than or equal to the first predetermined speed, it can be indicated that the vehicle is in a steady running state, and the accuracy is higher if the running deviation measurement is performed.

In one possible design, before correcting the rotation angle of the steering wheel according to the deviation angle, the method further includes:

determining that the running speed of the vehicle is less than or equal to a second predetermined speed.

When the speed of the vehicle is low or the vehicle is stopped, the steering wheel angle is corrected, so that the safety can be ensured as much as possible.

In one possible design, after correcting the rotation angle of the steering wheel according to the deviation angle, the method further includes:

obtaining a plurality of actual driving data within a preset time after the corner of the steering wheel is corrected;

determining a new deviation angle of the turning angle of the steering wheel according to the plurality of actual driving data and the plurality of corresponding target driving data;

and if the new deviation angle is smaller than the preset deviation angle, determining that the correction of the rotating angle of the steering wheel is effective.

By the technical scheme, whether the correction is effective or not can be checked, and the validity and timeliness of the correction are ensured.

In a second aspect, there is provided a vehicle running adjustment apparatus comprising:

the system comprises a first obtaining module, a second obtaining module and a control module, wherein the first obtaining module is used for obtaining a plurality of actual running data corresponding to a vehicle at a plurality of moments;

a second obtaining module configured to compare each of the plurality of pieces of actual travel data with a corresponding target travel data, respectively, to obtain a plurality of pieces of travel deviation data, wherein each of the target travel data is travel data corresponding to a target travel state preset for each time;

a first determination module configured to determine a deviation angle of a steering wheel of the vehicle based on the plurality of travel deviation data;

and the correction module is used for correcting the rotation angle of the steering wheel according to the deviation angle.

In one possible design, the apparatus further includes a second determining module to:

before the first determination module determines the deviation angle of the steering wheel of the vehicle according to the plurality of running deviation data, determining that the vehicle has a constant running deviation according to the plurality of running deviation data, wherein the constant running deviation is a stable static deviation of the vehicle.

In one possible design, the second determining module is specifically configured to:

dividing the plurality of running deviation data into M groups of running deviation data according to a grouping rule that the types of the running deviation data are the same and are divided into one group, wherein M is a positive integer; determining deviation expected values of all driving deviation data included in each group of driving deviation data aiming at each group of driving deviation data in N groups of driving deviation data in the M groups of driving deviation data, wherein N is a positive integer and is less than or equal to M; and if the deviation expected value of each group of running deviation data is larger than the corresponding preset deviation expected value, and the fluctuation variation range of all the running deviation data included in each group of running deviation data is smaller than the corresponding preset fluctuation variation range, determining that the vehicle has the constant running deviation.

In one possible embodiment, the plurality of actual driving data are driving data of the same driven road section; the first determining module is specifically configured to:

filtering a plurality of course angle deviations corresponding to the plurality of moments to obtain effective course angle deviations; processing the effective course angle deviation to obtain an average course angle deviation; and determining the average course angle deviation as a deviation angle of the rotation angle of the steering wheel.

In one possible embodiment, the plurality of actual travel data are divided into at least two groups, each of the at least two groups including actual travel data that are travel data in different traveled route sections; the first determining module is specifically configured to:

determining a target group from the at least two groups, wherein the deviation fluctuation amplitude is smaller than or equal to a preset fluctuation amplitude; filtering all course angle deviations included in each target group to obtain effective course angle deviations in each target group; processing the effective course angle deviation included by each target group to obtain an average course angle deviation; and determining the average course angle deviation as a deviation angle of the rotation angle of the steering wheel.

In one possible design, the apparatus further includes a third determining module configured to:

the expected speed values of the plurality of speeds of the vehicle at the plurality of times are determined to be greater than or equal to a first predetermined speed before the second obtaining module compares each of the plurality of actual travel data with the corresponding target travel data, respectively.

In one possible design, the apparatus further includes a fourth determining module configured to:

and determining that the running speed of the vehicle is less than or equal to a second preset speed before the correction module corrects the rotation angle of the steering wheel according to the deviation angle.

In one possible design, the apparatus includes a rework verification module to:

after the correction module corrects the rotation angle of the steering wheel according to the deviation angle, acquiring a plurality of actual driving data within a preset time length after the correction of the rotation angle of the steering wheel; determining a new deviation angle of the turning angle of the steering wheel according to the plurality of actual driving data and the plurality of corresponding target driving data; and if the new deviation angle is smaller than the preset deviation angle, determining that the correction of the rotating angle of the steering wheel is effective.

In a third aspect, there is provided a vehicle running adjustment apparatus, the apparatus comprising:

a memory for storing program instructions;

a processor for calling the program instructions stored in the memory and executing the steps comprised in any of the methods of the first aspect according to the obtained program instructions.

In a fourth aspect, there is provided a vehicle control system, the system comprising:

a vehicle;

a vehicle travel adjustment device for determining a deviation angle of a steering wheel of the vehicle based on a plurality of travel deviation data, correcting the steering angle of the steering wheel based on the deviation angle, and controlling the vehicle to travel at the corrected steering angle of the steering wheel.

In a fifth aspect, there is provided a storage medium storing computer-executable instructions for causing a computer to perform the steps included in any one of the methods of the first aspect.

In a sixth aspect, a vehicle driving adjustment device is provided, which comprises at least one processor and a readable storage medium, and when instructions included in the readable storage medium are executed by the at least one processor, the steps may be included as in any one of the methods of the first aspect.

In a seventh aspect, a chip system is provided, which includes a processor and may further include a memory, and is configured to implement the steps of the method according to any one of the first aspect. The chip system may be formed by a chip, and may also include a chip and other discrete devices.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

FIG. 1 is a schematic diagram of a vehicle driving adjustment method according to an embodiment of the present invention;

fig. 2 is a schematic view of an application scenario of the vehicle driving adjustment method in the embodiment of the present invention;

fig. 3 is a schematic view of another application scenario of the vehicle driving adjustment method according to the embodiment of the invention;

fig. 4a is a schematic view of another application scenario of the vehicle driving adjustment method in the embodiment of the present invention;

fig. 4b is a schematic view of another application scenario of the vehicle driving adjustment method according to the embodiment of the present invention;

fig. 4c is a schematic view of another application scenario of the vehicle driving adjustment method according to the embodiment of the present invention;

FIG. 5 is a flow chart of a vehicle travel adjustment method in an embodiment of the present invention;

FIG. 6 is a schematic illustration of a plurality of travel sections of a vehicle in an embodiment of the invention;

FIG. 7 is a schematic diagram illustrating a decomposition of a motion state of a vehicle into two components according to an embodiment of the present invention;

FIG. 8 is a schematic diagram of a plurality of actual heading angles for the Path _1 road segment in FIG. 6 according to an embodiment of the present invention;

FIG. 9 is a schematic diagram of a plurality of actual heading angles for the Path _2 road segment in FIG. 6 according to an embodiment of the present invention;

FIG. 10 is a schematic diagram illustrating a comparison of a plurality of actual heading angles and a plurality of corresponding target heading angles for the Path _1 road segment in FIG. 6 according to an embodiment of the present invention;

fig. 11 is a schematic structural view of a vehicle running adjustment apparatus in the embodiment of the invention;

FIG. 12 is a schematic configuration diagram of a vehicle control system in the embodiment of the invention;

fig. 13 is another schematic structural diagram of the vehicle travel adjustment device in the embodiment of the invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention. The embodiments and features of the embodiments of the present invention may be arbitrarily combined with each other without conflict. Also, while a logical order is shown in the flow diagrams, in some cases, the steps shown or described may be performed in an order different than here.

The terms "first" and "second" in the description and claims of the present invention and the above-described drawings are used for distinguishing between different objects and not for describing a particular order. Furthermore, the term "comprises" and any variations thereof, which are intended to cover non-exclusive protection. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements listed, but may alternatively include other steps or elements not listed, or inherent to such process, method, article, or apparatus.

In the embodiment of the present invention, the "plurality" may mean at least two, for example, two, three, or more, and the embodiment of the present invention is not limited.

In addition, the term "and/or" herein is only one kind of association relationship describing an associated object, and means that there may be three kinds of relationships, for example, a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" in this document generally indicates that the preceding and following related objects are in an "or" relationship unless otherwise specified.

Some terms referred to herein are explained below to facilitate understanding by those skilled in the art.

1. The driving data may correspond to driving times, that is, one driving data may correspond to each time during driving of the vehicle, in other words, one driving data may indicate the driving state of the vehicle at the corresponding time.

The traveling data of the vehicle includes, for example, latitude and longitude information of the vehicle, a speed of the vehicle, a heading angle of the vehicle, and the like, and a position of the vehicle can be determined from the latitude and longitude information thereof. In particular implementations, the driving data may be collected by some sensors in the vehicle, such as a Global Positioning System (GPS) in the vehicle to collect longitude and latitude information, an acceleration sensor or an Inertial Measurement Unit (IMU) in the vehicle to collect speed, and an IMU in the vehicle to detect a heading angle of the vehicle, etc.

2. The travel deviation data is data indicating a difference between two travel data.

For example, during actual driving, the driving data of the vehicle at the first time is the first driving data, the driving data of the vehicle at the second time is the second driving data, if the driving states of the first time and the second time are different, difference data exists between the first driving data and the second driving data, and the difference data can be driving deviation data between the first time and the second time.

For another example, at a certain time during the actual travel of the vehicle, the vehicle has actual travel data, and since it is the automatic driving, a corresponding target running state is set in advance for that certain time, and the running data for that target running state is referred to as target running data for example, if the actual travel data and the target travel data at the certain time are identical or the data difference is within a certain tolerance, the autonomous vehicle may be considered to be traveling substantially as expected, when there is a data difference between the actual traveling data and the target traveling data or the data difference is greater than a tolerance, it can be considered that there is a certain deviation between the autonomously driven vehicle and the expected running state, and the difference in data between the actual running data and the target running data can be referred to as running deviation data.

The technical background of the embodiments of the present invention is briefly described below.

As described above, during the driving of the vehicle, for example, during the automatic driving, the automatic driving vehicle may cause a driving deviation due to some reasons, for example, a driving deviation due to abrasion of automobile tires or an installation error when the vehicle leaves a factory, so that some difference may be generated between an actual driving state and a preset expected driving state, and thus the accuracy of the automatic driving may be reduced.

In view of this, the embodiment of the present invention provides a vehicle driving adjustment method to improve the accuracy of vehicle driving and achieve more accurate automatic driving control. Referring to the overall schematic diagram of the vehicle driving adjustment method in the embodiment of the invention shown in fig. 1, according to the actual driving situation of the vehicle, an actual driving path of the vehicle and a reference path (also referred to as a target driving path) corresponding to the actual driving path may be determined, when there is a driving deviation between the actual driving path and the target driving path, some actual driving data may be acquired by a sensor (such as an IMU, a GPS and other sensors) in the vehicle, then the actual driving data is compared with the target driving data corresponding to the target driving path to determine a turning angle deviation of a steering wheel of the vehicle, and finally a certain correction strategy is used to correct the turning angle of the steering wheel of the vehicle according to the determined turning angle deviation of the steering wheel, so as to dynamically and real-timely calibrate the driving deviation of the vehicle, so as to achieve the purpose of improving the accuracy of automatic driving.

Some brief descriptions are given below to application scenarios to which the embodiments of the present invention can be applied, and it should be noted that the application scenarios described below are only used for illustrating the embodiments of the present invention and are not limited. In specific implementation, the technical scheme provided by the embodiment of the invention can be flexibly applied according to actual needs.

Fig. 2 is an application scenario that can be used by the vehicle driving adjustment method in the embodiment of the present invention, where the application scenario includes a vehicle 211, a vehicle 212, a vehicle 213, a server 221, and a server 222, where the vehicle 211 is connected to the server 221 through a network, and the vehicle 212 and the vehicle 213 are connected to the server 222 through another network, that is, one server 221 may be deployed separately for the vehicle 211, the vehicle 211 may be controlled by the server 221, the vehicle 212 and the vehicle 213 may share the service network 222, and the vehicle 212 and the vehicle 213 may be controlled by the server 222. Moreover, the server 221 and the server 222 may be deployed at a remote location, for example, by means of a cloud to control the corresponding vehicle. Taking the vehicle 211 as an example, the vehicle 211 may collect actual driving data through some built-in sensors, and then send the collected actual driving data to the corresponding server 221 through a network, for example, the actual driving data may be sent in real time or periodically, after receiving the actual driving data sent by the vehicle 211, the server 221 may compare the actual driving data with preset target driving data to determine a driving deviation between the actual driving state of the vehicle 211 and an expected target driving state, where the target driving data corresponding to the actual driving data may be stored in the corresponding server in advance, or the target driving data at each time may be determined according to a preset driving path.

Fig. 3 is another application scenario in which the vehicle driving adjustment method according to the embodiment of the present invention can be used, and with respect to the application scenario shown in fig. 2, a road communication device 31 and a road communication device 32 are added to the application scenario of fig. 3, and the road communication device 31 and the road communication device 32 may be disposed on one side or both sides of a road, as shown in fig. 2, and the road communication device 31 communicates with a server 221 and a vehicle 211 respectively through a network, and similarly, the road communication device 32 communicates with a server 222, a vehicle 212 and a vehicle 213 respectively through a network. Taking the vehicle 211 as an example, the vehicle 211 may send the collected actual driving data to the road communication device 31 in real time or periodically, and then the road communication device 31 forwards the actual driving data sent by the vehicle 211 to the server 221.

Fig. 4a is another application scenario in which the vehicle driving adjustment method according to the embodiment of the present invention can be used, where the application scenario includes a vehicle 411 and a server 421, where the server 421 is disposed inside the vehicle 411, and in contrast to the manner of disposing the server at a far end shown in fig. 2 and fig. 3, in the application scenario shown in fig. 4a, the server 421 for controlling the vehicle 411 is disposed locally, that is, an on-board server. The server 421 and the vehicle 411 may be in communication connection in a wired or wireless manner, or the server 421 may be embedded in the vehicle 411, actual driving data acquired by the vehicle 411 may be transmitted to the server 421 in real time or periodically, and the server 421 may control the automatic driving of the vehicle 411.

Fig. 4b is another application scenario that can be used in the vehicle driving adjustment method in the embodiment of the present invention, where the application scenario includes a vehicle 412 and a driving control center 422, the driving control center 422 may be, for example, an automatic driving control center, and the driving control center 422 may be embedded in an on-vehicle operating system of the vehicle 412, and equivalently, the driving control center 422 may be regarded as a software function module, real-time control over the vehicle 412 may also be realized through the driving control center 422, and interaction with the driving control center 422 may be realized through a display screen in the vehicle 412.

Fig. 4c is another application scenario that can be used in the vehicle driving adjustment method in the embodiment of the present invention, and as compared with the application scenario shown in fig. 4b, the application scenario of fig. 4c further includes a terminal device 431, the terminal device 431 and the driving control center 422 maintain a communication connection, and interaction with the driving control center 422 can be implemented by operating the terminal device 431, so as to implement control over the vehicle 412.

All the servers in fig. 2-4 c, such as the server 221, the server 222, and the server 421, may be a Personal computer, a large-medium computer, a computer cluster, and so on, and the terminal device 431 therein may be a mobile phone, a tablet computer, a Palmtop (PDA), a notebook computer, an in-vehicle device, an intelligent wearable device (such as a smart watch and a smart bracelet), a Personal computer, and so on.

To further illustrate the technical solutions provided by the embodiments of the present invention, the following detailed description is made with reference to the accompanying drawings and the specific embodiments. Although embodiments of the present invention provide method steps as shown in the following embodiments or figures, more or fewer steps may be included in the method based on conventional or non-inventive efforts. In steps where no necessary causal relationship exists logically, the order of execution of the steps is not limited to that provided by embodiments of the present invention. The method may be executed sequentially or in parallel (for example, in a parallel processor or a multi-thread application environment) according to the method shown in the embodiment or the drawings during the actual vehicle driving adjustment process or the device execution.

Referring to fig. 5, a flowchart of a method for adjusting vehicle driving according to an embodiment of the present invention is shown, and the flow of the method is described as follows.

Step 51: a plurality of actual traveling data of the vehicle at a plurality of times is obtained.

The vehicles may pass through a plurality of road sections during driving, and the road conditions of the passed road sections may be different, for example, the road section passed by the vehicles in the automatic driving process is a curved road section of a cement road, the road section passed by the vehicles in the speed ratio of 15:00-15:02 is a straight road section of a asphalt road, and the like, the stability degree of the vehicles driving on the road sections with different road conditions is generally different, for example, the stability of the vehicles driving on the highway is generally greater than that of the vehicles driving on the urban road, and the vehicles can stably drive for a longer time because the speed on the highway is generally faster and the road is relatively clear.

In the embodiment of the present invention, the driving data of the vehicle during actual driving is referred to as actual driving data, the actual driving data may include driving data such as position, speed, and heading angle during actual driving, and the driving data such as position, speed, and heading angle are regarded as different types of driving data.

Referring to the schematic diagram of the vehicle in the driving process shown in fig. 6, it is assumed that the vehicle passes through three road segments of Path _1, Path _2 and Path _3 in sequence, and is driving on the Path _3 road segment at this time, and it can be seen that Path _1 and Path _3 are both straight line segments, and Path _2 is a curve segment.

The moving vehicle can be regarded as a moving mass point, which can be regarded as a vector movement during the moving process, and for the vehicle at any time, the moving state can be decomposed into components corresponding to two moving data, namely a position and a heading angle, and a rectangular coordinate can be set first, and the subsequent decomposition of the moving state of the vehicle can be decomposed based on the rectangular coordinate, for example, as shown in fig. 7, the moving states of the vehicle at a point a in Path _1 and the vehicle at a point B in Path _2 can be decomposed according to the rectangular coordinate system shown in the upper left corner in fig. 7, the mark of a black circle represents the vehicle, the solid line arrow acting on the black circle represents the actual moving state of the vehicle, and the dotted line arrow represents a schematic diagram for decomposing the actual moving state of the vehicle, in one possible embodiment, for example, the actual driving state of the vehicle at each time can be decomposed into two components, namely a position and a heading angle.

In one possible embodiment, a plurality of actual travel data may be obtained at a plurality of times on a route, that is, the plurality of actual travel data may be in one traveled route, in other words, the plurality of actual travel data are all travel data in the same traveled route.

For example, each of the plurality of actual traveling data is a heading angle on the Path _1 road segment in fig. 6. Assuming that the vehicle travels on the Path _1 road segment for 5 minutes, the heading angles of the vehicle are sequentially collected at intervals of 30 seconds, so that heading angles of 10 moments can be obtained in 5 minutes, and the heading angles in 5 minutes are shown in fig. 8. Since Path _1 is a straight road segment, according to the driving direction of straight going, the heading angles of the vehicle in the 5 minutes on Path _1 road segment are all small, for example, most of the heading angles shown in FIG. 8 are distributed around 4 °, and for the heading angle at the 90 th second, the heading angle at the moment is about 10 °, the difference between the heading angle at the moment and the heading angles at other moments, which are about 4 °, is large, according to the principle of normal distribution, the heading angle acquired at the moment can be regarded as invalid data, that is, the heading angle acquired at the 90 th second, which is about 4 °, is determined as invalid data, and then when the heading angles are subsequently used, the invalid data can be disregarded, that is, the accuracy can be improved.

For another example, each of the plurality of actual traveling data is a heading angle on the Path _2 road segment in fig. 6. Assuming that the vehicle travels on the Path _2 road segment for 2 minutes, the heading angles of the vehicle are sequentially collected at intervals of 10 seconds, so that heading angles at 12 moments can be obtained in 2 minutes, and the heading angles in 2 minutes are shown in fig. 9. Since Path _2 is a curved road segment, and the vehicle is traveling in the curved direction of the curve, the heading angle of the vehicle in 2 minutes on Path _2 is large, for example, most of the heading angles shown in FIG. 9 are distributed around 35 °, but the heading angle at 10 th second is small because the vehicle has just transited from Path _1 of a straight road segment to the curved road segment, so the measurement of the heading angle at 10 th second is less accurate due to sudden change of road conditions, or it can be understood that the heading angle at 10 th second is closer to the actual heading angle of the last traveling road segment (i.e., Path _ 1).

In another possible implementation manner, the plurality of actual traveling data in the embodiment of the present invention may also be a plurality of traveled road segments, that is, the plurality of actual traveling data may be divided into at least two sets of actual traveling data, each set of actual traveling data corresponding to a different traveled road segment, for example, including two sets of actual traveling data, one set of which corresponds to Path _1, for example, a plurality of heading angles in Path _1 road segment shown in fig. 8, and the other set of which corresponds to Path _2, for example, a plurality of heading angles in Path _2 road segment shown in fig. 9, and so on.

Step 52: each of the plurality of actual travel data is compared with a corresponding target travel data, respectively, to obtain a plurality of travel deviation data, wherein each target travel data is travel data corresponding to a target travel state set in advance for each time.

For an automatically driven vehicle, the driving route of the vehicle may be preset, or the starting point and the ending point may be directly selected, and then the vehicle determines the driving route from the starting point to the ending point according to its own driving control algorithm in combination with a built-in electronic map, and in any way, for each actual driving state of the vehicle in actual driving, there is a corresponding target driving state corresponding to the driving state, and the target driving state may be understood as the state that the user expects the vehicle to drive, i.e. the state that the vehicle theoretically drives accurately after the preset mode or the mode controlled by the vehicle itself, for example, for the Path _1 road segment shown in fig. 6, since Path _1 is a straight road segment, the ideal driving state is driving along a straight direction, and then the vehicle's heading angle should be 0 ° or as close to 0 °, in practice, however, it may be that the vehicle is not travelling at a heading angle close to 0 ° for some reason, for example, an actual travelling pattern is shown in fig. 8, i.e. the vehicle is travelling at a heading angle of about 4 °. Referring to the schematic diagram of the actual heading angle and the target heading angle for the Path _1 road segment in fig. 6 shown in fig. 10, the black circle mark in fig. 10 represents the actual heading angle at each sampling time, and the white circle mark represents the target heading angle corresponding to each sampling time, and it can be seen that there is a heading angle deviation of about 4 ° between the actual heading angle and the target heading angle at each sampling time.

The above is merely an example of the heading angle in one traveled road segment, and it can be understood that other traveled road segments and other travel data may be similarly described above and will not be illustrated herein.

In practice, since the road condition of the straight road section is relatively better than that of other road sections such as a curve, the driving state of the vehicle tends to be more stable on the straight road section, and the vehicle can generally accurately drive in a straight direction on the straight road section, it is more direct and convenient to calculate the driving deviation of the vehicle under the straight road section, and the calculation is less affected by other factors, so as to ensure the accuracy well, in the embodiment of the present invention, when the actual multiple pieces of actual driving state data are collected, at least one piece of driving data in the straight road section can be taken as the reference data, such as Path _1 or Path _3 shown in fig. 6.

Step 53: a deviation angle of a steering wheel of the vehicle is determined based on the plurality of travel deviation data.

Continuing with fig. 10 as an example, the heading angle deviation between each actual heading angle and each corresponding target heading angle may be determined, and then 10 heading angle deviations corresponding to 10 moments may be obtained, at this time, the 10 heading angle deviations may be understood as a plurality of driving deviation data in the embodiment of the present invention.

The above describes the process of obtaining a plurality of driving deviation data by using the type of heading angle as an example, and in practice, other types of driving data, such as position deviation data, may be included. When determining the position deviation data, the position deviation data may be expressed in terms of longitude and latitude, specifically, the actual longitude and latitude at each time is compared with the corresponding target longitude and latitude to obtain the final position deviation data.

In general, the driving deviation may include a deviation of a driving route and/or a deviation of a driving direction, and the deviation of the driving direction is mostly caused by a deviation of a turning angle of a steering wheel of the vehicle, so in the embodiment of the present invention, the correction of the driving deviation is mainly achieved by correcting the deviation of the turning angle of the steering wheel.

And because the course angle deviation of the vehicle can intuitively indicate the corner deviation of the steering wheel, the course angle deviation can be directly determined as the corner deviation of the steering wheel in the embodiment of the invention, so that the direct explicit conversion mode is simple and clear, the efficiency is higher, and the accuracy is higher.

If all the actual travel data are taken from the same traveled road segment, such as the Path _1 shown in fig. 8 or the Path _2 shown in fig. 9. Taking fig. 10 as an example, after obtaining the 10 heading angle deviations shown in fig. 10, for example, the 10 heading angle deviations are respectively represented by Δ h1, Δ h2, Δ h3, Δ h4, Δ h5, Δ h6, Δ h7, Δ h8, Δ h9 and Δ h10 according to the sequence of the acquisition time, further, in order to ensure the objectivity and accuracy of each data, a certain screening manner may be adopted to screen the data to some extent, as described above, since the value of Δ h3 is larger than other differences and does not conform to the rule of positive distribution, Δ h3 may be regarded as invalid data and is not discarded, of course, the data may also be filtered by other screening manners, and embodiments of the present invention are not particularly limited. Then, the expected values of the remaining effective data are determined again, and for example, if the expected values of Δ h1, Δ h2, Δ h4, Δ h5, Δ h6, Δ h7, Δ h8, Δ h9, and Δ h10 are expressed as xhEt _1, and finally xhEt _1 can be directly used as a constant deviation angle of the steering wheel, and if the calculated expected values of Δ h1, Δ h2, Δ h4, Δ h5, Δ h6, Δ h7, Δ h8, Δ h9, and Δ h10 are 3.8 ° as continuing with the example of fig. 10, the deviation angle of the rotation angle of the steering wheel can be considered to be 3.8 °.

If all the actual travel data are taken from different traveled road segments, and if taken from three traveled road segments, such as Path _1, Path _2 and Path _3 shown in fig. 6, all the heading angle deviations can be divided into three groups according to the road segments, for example, the 1 st group, the 2 nd group and the 3 rd group corresponding to Path _1, Path _2 and Path _3, respectively, then firstly, the deviation fluctuation ranges of the 1 st group, the 2 nd group and the 3 rd group can be determined respectively, the deviation fluctuation ranges indicate that all the heading angle deviations are within a preset fluctuation range, if the specified fluctuation range is exceeded, the group data can be abnormal, and through the screening of the deviation fluctuation ranges, for example, the condition that the deviation fluctuation ranges of the 1 st group and the 2 nd group satisfy is determined, so the 1 st group and the 2 nd group can be used as the basis for the deviation of the rotation angle of the subsequent calculation steering wheel, for example, the group 1 and the group 2 are referred to as target groups, and further, the effective heading angle deviation of each target group is obtained by filtering the plurality of heading angle deviations included in each target group, and the filtering method may adopt the foregoing manner, and finally, the effective heading angle deviation included in each target group is processed to obtain an average heading angle deviation, and then, the obtained average heading angle deviation is directly determined as the deviation angle of the rotation angle of the steering wheel. The method of obtaining the average heading angle deviation may be, for example, averaging the effective heading angle deviation data in each target group to obtain an average value of each target group, and finally averaging the average values of all the target groups to obtain a final average heading angle deviation, or directly averaging all the heading angle deviations in all the target groups to obtain a final average heading angle deviation.

In the embodiment of the present invention, the plurality of actual driving data may be acquired when the vehicle is in a stable driving state, or the driving deviation between the actual driving state and the corresponding target driving state may be calculated when the vehicle is in the stable driving state, so that the accuracy of determining the deviation may be ensured as much as possible, and the driving deviation calculated when the vehicle is in the stable driving state may more objectively and accurately represent the stable static deviation actually existing in the vehicle, so that the driving deviation correction method implemented by using the steering angle correction of the steering wheel is more suitable, that is, the driving deviation elimination method is more suitable, and the accuracy is higher.

In a specific implementation, for example, when the expected speed values of the speeds of the vehicle at the aforementioned times are greater than or equal to a first predetermined speed, or when the expected speed values of the speeds of the vehicle at the aforementioned times are greater than or equal to the first predetermined speed, and fluctuation changes among the speeds remain stable, the vehicle is considered to be in a stable running state, wherein the first predetermined speed is, for example, 3m/s (about 10Km/h), because 3m/s is a speed at which the vehicle can just run, the first predetermined speed may be set as large as possible, for example, to 90Km/h or 110Km/h, and so on, since the larger the speed of the vehicle indicates that the vehicle is capable of running stably. And, for the same travel section, for example, Path _1, Path _2 or Path _3 in fig. 6, the fluctuation changes of the multiple speeds on each travel section can be kept as stable as possible, and the fluctuation changes of the multiple speeds of the vehicle are stable to indicate that the travel state of the vehicle is not changed suddenly, so that the vehicle can be indirectly reflected to be in the stable travel state.

Step 54: and correcting the rotation angle of the steering wheel according to the deviation angle.

After obtaining the deviation angle of the steering wheel with the deviated direction, the deviation angle may be directly used as a correction angle of the steering wheel, and finally the steering wheel may be corrected by the determined correction angle, for example, the deviation angle of the determined steering wheel is 3.8 °, which means that the deviation angle of the steering wheel is more than 3.8 ° on the basis of normal driving, so that the steering wheel may be controlled to rotate 3.8 ° in the opposite direction, so as to realize accurate correction of the steering wheel, thereby improving the driving accuracy of the vehicle.

In addition, after the deviation angle of the steering wheel is determined, the steering angle of the steering wheel may be corrected at an appropriate timing, for example, a correction operation may be performed when the current running speed of the vehicle is equal to or less than a second predetermined speed, which may be a speed indicating that the vehicle has stopped or is close to stopping, for example, the second predetermined speed may be set to 0, or may be set to 1m/s, or may be set to 2m/s, or the like, in order to ensure safety, in order to avoid as much as possible a problem of safety due to a large deviation or even an abnormal stop of the vehicle caused by correcting the steering angle of the steering wheel.

Generally, the driving deviation of the vehicle may include a deviation of a driving route and/or a deviation of a driving direction, and causes of the deviations may be different, for example, the driving deviation caused by inaccurate automatic driving control algorithm or control error generally has a short period of change and is often easy to change suddenly, for example, such a deviation with unstable dynamic state is called dynamic variation, and for example, a mounting deviation of a steering wheel or other parts during mounting of the vehicle due to technical difference of operators during assembly of the vehicle, and the mounting deviations cause a stable static deviation during driving of the vehicle, and for example, during use of the vehicle, a driving deviation may be caused during driving of the vehicle due to abrasion of tires, difference in height of the tires at left and right sides of a vehicle body due to different tire pressures of the tires, abrasion of suspension springs of the vehicle, and other hardware abnormalities of the vehicle itself, since the foregoing will not generally change much due to hardware anomalies over a period of time, the driving deviation of the vehicle caused by these reasons can be regarded as a steady static deviation, or a steady static deviation of the vehicle caused by some other reasons, which is not necessarily illustrated here.

The above-described stable static deviation is referred to as a constant driving deviation in the embodiments of the present invention, and the constant driving deviation is generally not changed greatly and is constant in a period of time, and the calibration of the constant driving deviation in time can ensure that the deviation is eliminated by the vehicle for a longer time, and the automatic driving of the vehicle is controlled by combining with a more accurate automatic driving control algorithm, so that the automatic driving process of the vehicle can be controlled more accurately, and the accuracy of the automatic driving is improved. Moreover, because the constant driving deviation is constant, the deviation can be eliminated more accurately compared with the deviation of dynamic change, so that the deviation can be eliminated more accurately and completely, and the accuracy is further improved.

In view of the above, in the embodiment of the present invention, before determining the deviation angle of the steering wheel of the vehicle according to the plurality of running deviation data, it may be determined that the vehicle has the constant running deviation according to the plurality of running deviation data, so that the method of subsequently calibrating the running of the vehicle by using the angle of the steering wheel of the vehicle can be closer to the actual type of the running deviation, the method of calibrating the running deviation of the vehicle can be matched with the cause of the running deviation as much as possible, and the matching property is higher.

In a specific implementation, it may be determined whether the vehicle has a constant running deviation based on a plurality of running deviation data existing between the actual running state and the target running state.

First, the plurality of travel deviation data may be divided into M groups of travel deviation data according to a grouping rule in which the travel deviation types are the same and are grouped into one group, and M may be, for example, 2, 3, or the like. The driving deviation type is data to which the driving deviation data belongs, and as described above, the driving deviation data may include three types, i.e., a position, a heading angle, and a speed, and it is assumed that all the driving deviation data are divided into 2 sets of driving deviation data, i.e., a position and a heading angle.

Then, for each set of running deviation data in at least one of the 2 sets of running deviation data including the position and the heading angle, the expected deviation value of all the running deviation data included in each set of running deviation data is determined. For example, all the position travel deviation data in the position travel deviation data group include 10 position deviation data of Δ d1, Δ d2, Δ d3, Δ d4, Δ d5, Δ d6, Δ d7, Δ d8, Δ d9, and Δ d10, and it can be calculated that the expected value of the 10 position deviation data is xdEt _1 and the standard deviation is xdDt _ 1.

Further, when xdEt _1 is larger than a predetermined desired value, and the fluctuation variation range of the 10 pieces of positional deviation data Δ d1, Δ d2, Δ d3, Δ d4, Δ d5, Δ d6, Δ d7, Δ d8, Δ d9, and Δ d10 is smaller than a predetermined fluctuation variation range, it can be determined that the vehicle has a constant running deviation. Among them, the fluctuation range of the 10 position deviation data Δ d1, Δ d2, Δ d3, Δ d4, Δ d5, Δ d6, Δ d7, Δ d8, Δ d9 and Δ d10 can be directly expressed as the ratio of xdDt _1 to xdEt _1, for example, a possible judgment condition is that xdDt _1 is not less than 0.1m, and that (xdDt _1/xdEt _1) is not more than 5% can make the vehicle have a constant running deviation because when xdDt _1 not less than 0.1m indicates that there is a position deviation and (xdDt _1/xdEt _1) not more than 5% can indicate that the fluctuation of the existing position deviation is small and stable, and when there is both a deviation and the existing deviation is stable, it can be determined that the vehicle has a constant running deviation.

The above is exemplified by the position deviation, in the specific implementation process, the heading angle deviation may also be used to determine whether the constant driving deviation exists in the similar determination manner, and in order to improve the accuracy of the determination as much as possible, the position deviation and the heading angle deviation may also be simultaneously determined whether the constant driving deviation exists in the manner described above, that is, whether the constant driving deviation exists may be determined by one type or multiple types of driving deviation data, and for the sake of brevity, it is not described in detail here.

After the correction of the turning angle of the steering wheel, a plurality of actual traveling data within a predetermined time period (for example, within 1 day or within 3 days) after the correction of the turning angle of the steering wheel may be obtained, and a new deviation angle of the turning angle of the steering wheel may be determined according to the plurality of actual traveling data and a plurality of corresponding target traveling data, in a specific implementation process, the new deviation angle of the turning angle of the steering wheel may be calculated and obtained according to the manner of determining the deviation angle of the turning angle of the steering wheel described above, and if the new deviation angle is smaller than the predetermined deviation angle, for example, smaller than 0.5 °, the correction of the turning angle of the steering wheel may be considered to be valid, that is, after the correction of the turning angle of the steering wheel, whether the correction is valid or not may be checked, and if the correction is determined to be valid, the vehicle may be continuously controlled to travel according to the corrected turning angle of the steering wheel, if the correction is determined to be invalid, the correction calibration can be continuously performed according to the method, and meanwhile, prompt information can be output, so that a user can be reminded that the vehicle has running deviation at present and can not be calibrated, the user can know the problems of the vehicle in time according to the prompt information, and a corresponding processing method is further adopted.

Based on the same inventive concept, the embodiment of the present invention provides a vehicle running adjustment device, which may be a server, such as any one of the servers in fig. 2 to 4c, or may also be a running control center 422 in fig. 4b or 4c, for example. The vehicle travel adjusting device may be a hardware structure, a software module, or a hardware structure plus a software module. The vehicle running adjusting device can be realized by a chip system, and the chip system can be formed by a chip and can also comprise the chip and other discrete devices.

Referring to fig. 11, the vehicle driving adjustment apparatus according to the embodiment of the present invention may include a first obtaining module 1101, a second obtaining module 1102, a first determining module 1103, and a correcting module 1104. Wherein:

a first obtaining module 1101, configured to obtain a plurality of actual traveling data corresponding to a plurality of times of a vehicle;

a second obtaining module 1102 for comparing each of the plurality of actual travel data with a corresponding target travel data, respectively, to obtain a plurality of travel deviation data, wherein each target travel data is travel data corresponding to a target travel state set in advance for each time;

a first determining module 1103 for determining a deviation angle of a turning angle of a steering wheel of the vehicle according to the plurality of travel deviation data;

and a correcting module 1104, configured to correct the rotation angle of the steering wheel according to the deviation angle.

In one possible embodiment, the vehicle driving adjustment device further includes a second determination module configured to:

before the first determining module 1103 determines the deviation angle of the steering wheel of the vehicle according to the plurality of running deviation data, it determines that the vehicle has a constant running deviation according to the plurality of running deviation data, wherein the constant running deviation is a stable static deviation of the vehicle.

In a possible implementation manner, the second determining module is specifically configured to:

In one possible embodiment, the plurality of actual driving data are driving data in the same driven road section; the first determining module 1103 is specifically configured to:

In one possible embodiment, the plurality of actual travel data are divided into at least two groups, each of the at least two groups including actual travel data that are travel data in different traveled links; the first determining module 1103 is specifically configured to:

determining a target group from the at least two groups, wherein the deviation fluctuation amplitude is smaller than or equal to a preset fluctuation amplitude; filtering all course angle deviations included in each target group to obtain effective course angle deviations in each target group; processing the effective course angle deviation included in each target group to obtain an average course angle deviation; and determining the average course angle deviation as a deviation angle of the rotation angle of the steering wheel.

In one possible embodiment, all the traveled sections corresponding to the plurality of time instants include at least one straight-line traveled section.

In a possible implementation, the apparatus further includes a third determining module configured to:

before the second obtaining module 1102 compares each of the plurality of actual travel data with the corresponding target travel data, respectively, it is determined that the expected speed values of the plurality of speeds of the vehicle at the plurality of times are greater than or equal to a first predetermined speed.

In a possible implementation, the apparatus further includes a fourth determining module configured to:

before the correction module 1104 corrects the steering angle of the steering wheel according to the deviation angle, it is determined that the running speed of the vehicle is equal to or less than a second predetermined speed.

In one possible embodiment, the apparatus includes a revision verification module configured to:

after the correction module 1104 corrects the rotation angle of the steering wheel according to the deviation angle, obtaining a plurality of actual driving data within a preset time length after correcting the rotation angle of the steering wheel; determining a new deviation angle of the turning angle of the steering wheel according to the plurality of actual driving data and the plurality of corresponding target driving data; and if the new deviation angle is smaller than the preset deviation angle, determining that the correction of the rotating angle of the steering wheel is effective.

All relevant contents of each step related to the foregoing vehicle driving adjustment method embodiment may be referred to the functional description of the corresponding functional module in the embodiment of the present invention, and are not described herein again.

The division of the modules in the embodiments of the present invention is schematic, and only one logical function division is provided, and in actual implementation, there may be another division manner, and in addition, each functional module in each embodiment of the present invention may be integrated in one processor, or may exist alone physically, or two or more modules are integrated in one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode.

Based on the same inventive concept, please refer to fig. 12, an embodiment of the invention provides a vehicle control system 1201, the vehicle control system 1201 includes a vehicle 1202 and a vehicle travel adjusting device 1203, and communication can be performed between the vehicle 1202 and the vehicle travel adjusting device 1203. The vehicle travel adjustment means 1203 may be a software functional module or a hardware entity (e.g., a server), the vehicle travel adjustment means 1203 may be disposed inside or outside the vehicle 1202, the vehicle travel adjustment means 1203 is configured to determine a deviation angle of a steering wheel of the vehicle 1202 according to a plurality of travel deviation data, correct the steering wheel according to the deviation angle, and control the vehicle 1202 to travel with the corrected steering wheel steering angle.

Further, the vehicle running adjustment apparatus 1203 in the embodiment of the present invention may implement all the steps in the foregoing vehicle running adjustment method, and for the description of the vehicle running adjustment apparatus 1203 in the embodiment of the present invention, reference may be made to the foregoing description of the vehicle running adjustment method, and the description will not be repeated here.

Based on the same inventive concept, another vehicle driving adjustment device is provided in the embodiment of the present invention, please refer to fig. 13, which shows a schematic structural diagram of the vehicle driving adjustment device provided in the embodiment of the present invention, and the vehicle driving adjustment device may be, for example, the server 221, the server 222, or the server 421 in fig. 2 to fig. 4 c. Specifically, the method comprises the following steps:

the vehicle travel adjustment device includes a processor 1301, a system Memory 1304 of a Random Access Memory (RAM) 1302 and a Read Only Memory (ROM) 1303, and a system bus 1305 connecting the system Memory 1304 and the processor 1301. The vehicle travel adjustment apparatus also includes a basic input/output system (I/O system) 1306 for facilitating information transfer between various devices within the computer, and a mass storage device 1307 for storing an operating system 1313, application programs 1314, and other program modules 1315.

The processor 1301 is a control center of the vehicle travel adjustment apparatus, and may connect various parts of the entire vehicle travel adjustment apparatus by using various interfaces and lines, and perform various functions and process data of the vehicle travel adjustment apparatus by operating or executing instructions stored in a memory (e.g., the random access memory 132 and the read only memory 1303) and calling data stored in the memory, thereby monitoring the vehicle travel adjustment apparatus as a whole.

Optionally, the processor 1301 may include one or more processing units, and the processor 1301 may integrate an application processor and a modem processor, where the application processor mainly handles an operating system, a user interface, an application program, and the like, and the modem processor mainly handles wireless communication. It is to be appreciated that the modem processor described above may not be integrated into processor 1301. In some embodiments, processor 1301 and memory may be implemented on the same chip, or in some embodiments, they may be implemented separately on separate chips.

The processor 1301 may be a general-purpose processor, such as a Central Processing Unit (CPU), a digital signal processor, an Application Specific Integrated Circuit (ASIC), a field programmable gate array or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof, configured to implement or perform the methods, steps, and logic blocks disclosed in embodiments of the present invention. A general purpose processor may be a microprocessor or any conventional processor or the like. The steps of a method disclosed in connection with the embodiments of the present invention may be directly implemented by a hardware processor, or may be implemented by a combination of hardware and software modules in the processor.

The memory, which is a non-volatile computer-readable storage medium, may be used to store non-volatile software programs, non-volatile computer-executable programs, and modules. The Memory may include at least one type of storage medium, and may include, for example, a flash Memory, a hard disk, a multimedia card, a card-type Memory, a RAM, a Static Random Access Memory (SRAM), a Programmable Read Only Memory (PROM), a ROM, a Electrically Erasable Programmable Read-Only Memory (EEPROM), a magnetic Memory, a magnetic disk, an optical disk, and so on. The memory is any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited to such. The memory in embodiments of the present invention may also be circuitry or any other device capable of performing a storage function for storing program instructions and/or data.

The basic input/output system 1306 includes a display 1308 for displaying information and an input device 1309, such as a mouse, keyboard, etc., for user input of information. Wherein a display 1308 and input device 1309 are connected to the processor 1301 via a basic input/output system 1306 connected to the system bus 1305. The basic input/output system 1306 may also include an input/output controller for receiving and processing input from a number of other devices, such as a keyboard, mouse, or electronic stylus. Similarly, an input-output controller may also provide output to a display screen, a printer, or other type of output device.

The mass storage device 1307 is connected to the processor 1301 through a mass storage controller (not shown) connected to the system bus 1305. The mass storage device 1307 and its associated computer-readable media provide non-volatile storage for the vehicle ride control package. That is, the mass storage device 1307 may include a computer-readable medium (not shown) such as a hard disk or CD-ROM drive.

Without loss of generality, the computer-readable media may comprise computer storage media and communication media. Computer storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data. Computer storage media includes RAM, ROM, EPROM, EEPROM, flash memory or other solid state memory technology, CD-ROM, DVD, or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices. Of course, those skilled in the art will appreciate that the computer storage media is not limited to the foregoing. The system memory 904 and mass storage device 907 described above may be collectively referred to as memory.

Based on the same inventive concept, embodiments of the present invention also provide a storage medium storing computer instructions, which, when executed on a computer, cause the computer to perform the steps of the vehicle driving adjustment method as described above.

Based on the same inventive concept, embodiments of the present invention further provide a vehicle driving adjustment apparatus, which includes at least one processor and a readable storage medium, and when instructions included in the readable storage medium are executed by the at least one processor, the steps of the vehicle driving adjustment method may be as described above.

Based on the same inventive concept, the embodiment of the present invention further provides a chip system, where the chip system includes a processor and may further include a memory, and is configured to implement the steps of the vehicle driving adjustment method. The chip system may be formed by a chip, and may also include a chip and other discrete devices.

In some possible embodiments, the aspects of the vehicle running adjustment method provided by the present invention may also be realized in the form of a program product including program code for causing a computer to perform the steps of the vehicle running adjustment method according to the various exemplary embodiments of the present invention described above when the program product is run on the computer.

As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, optical storage, and the like) having computer-usable program code embodied therein.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims

1. A vehicle travel adjustment method, characterized by comprising:

if the deviation expected value of each group of running deviation data is larger than the corresponding preset deviation expected value, and the fluctuation variation range of all running deviation data included in each group of running deviation data is smaller than the corresponding preset fluctuation variation range, determining that the vehicle has a constant running deviation, wherein the constant running deviation is a stable static deviation of the vehicle;

2. The method according to claim 1, wherein the plurality of actual travel data are all travel data in the same traveled section;

determining a deviation angle of a turning angle of a steering wheel of the vehicle from the plurality of travel deviation data, including:

3. The method according to claim 1, wherein the plurality of actual travel data are divided into at least two groups, each of the at least two groups including actual travel data that are travel data in different traveled road sections;

filtering all course angle deviations included in each target group to obtain effective course angle deviations in each target group;

processing the effective course angle deviation included by each target group to obtain an average course angle deviation;

4. The method according to claim 2 or 3, wherein at least one straight-line travel section is included in all the travel sections corresponding to the plurality of time instants.

5. The method according to any one of claims 1 to 3, further comprising, before comparing each of the plurality of actual travel data with the corresponding target travel data, respectively:

6. A method according to any one of claims 1-3, further comprising, before correcting the steering angle of the steering wheel according to the deviation angle:

7. The method according to any one of claims 1 to 3, further comprising, after correcting the rotation angle of the steering wheel according to the deviation angle:

8. A vehicle travel adjustment apparatus, characterized by comprising:

a second determination module, configured to divide the plurality of driving deviation data into M groups of driving deviation data according to a grouping rule that the types of the driving deviation data are the same and are divided into one group, where M is a positive integer, and determine, for each of N groups of driving deviation data in the M groups of driving deviation data, an expected deviation value of all driving deviation data included in each group of driving deviation data, where N is a positive integer and is less than or equal to M, and if the expected deviation value of each group of running deviation data is larger than the corresponding expected deviation value, and the fluctuation variation range of all the running deviation data included in each set of running deviation data is smaller than the corresponding preset fluctuation variation range, determining that the vehicle has a constant driving deviation, wherein the constant driving deviation is a stable static deviation of the vehicle;

9. The apparatus according to claim 8, wherein the plurality of actual travel data are all travel data in the same traveled section; the first determining module is specifically configured to:

10. The apparatus according to claim 8, wherein the plurality of actual traveling data are divided into at least two groups, each of the at least two groups including actual traveling data that are traveling data in different traveled sections; the first determining module is specifically configured to:

11. The apparatus according to claim 8 or 9, wherein all of the traveled road segments corresponding to the plurality of time instants include at least one straight-line traveled road segment.

12. The apparatus of any one of claims 8-10, wherein the apparatus further comprises a third determination module to:

13. A vehicle travel adjustment apparatus, characterized by comprising:

a memory for storing program instructions;

a processor for calling program instructions stored in said memory and for executing the steps comprised in the method of any one of claims 1 to 7 in accordance with the obtained program instructions.

14. A vehicle control system, characterized in that the system comprises:

a vehicle;

vehicle driving adjustment means for performing the steps of:

determining a deviation angle of a steering wheel of the vehicle according to the plurality of travel deviation data; and correcting the steering angle of the steering wheel according to the deviation angle, and controlling the vehicle to run at the corrected steering angle of the steering wheel.

15. A storage medium storing computer-executable instructions for causing a computer to perform the steps comprising the method of any one of claims 1-7.