Steering wheel torque control method and device, medium and vehicle

Abstract

The invention provides a steering wheel torque control method and device, a medium and a vehicle, and relates to the technical field of intelligent drive.The method comprises the steps that under the condition that the transverse control state of the vehicle is a target driving state, first torque acting on a steering wheel by a driver and second torque output by an auxiliary driving system are obtained in real time; determining a torque coefficient of the auxiliary driving system according to a manual torque threshold lower limit, a manual torque threshold upper limit and the first torque; determining a total torque output by a steering wheel according to the first torque, the second torque and a torque coefficient of the auxiliary driving system; and controlling the vehicle to run according to the total torque output by the steering wheel. When the driver and the auxiliary driving system jointly participate in control, torque output of the auxiliary driving system can be dynamically adjusted, so that smooth man-machine interaction and vehicle control are achieved.

Description

Technical Field

[0001] This disclosure relates to the field of intelligent driving technology, and in particular to a steering wheel torque control method, device, medium, and vehicle. Background Technology

[0002] In modern vehicle control systems, human-machine co-driving refers to a state where lateral control of the vehicle is jointly performed by the driver and the driver assistance system. In this state, how to rationally allocate control between the driver and the driver assistance system, and how to ensure vehicle stability and safety, are among the major challenges currently facing the technological field.

[0003] In related technologies, vehicle lateral control methods typically employ a fixed torque distribution strategy. For example, if the driver's unconscious hand torque remains within a fixed upper or lower limit, the vehicle may deviate from its lane or even leave the lane, leading to the risk of collision with the guardrail or lane departure, making it difficult to achieve optimal torque distribution and vehicle control.

[0004] Therefore, how to dynamically adjust the torque output of the driver assistance system when the driver and the driver assistance system jointly participate in control, so as to achieve smooth human-machine interaction and vehicle control, is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] In view of the above problems, this disclosure provides a steering wheel torque control method, device, medium, and vehicle to overcome or at least partially solve the above problems. The technical solution is as follows: A steering wheel torque control method, the method comprising: When the vehicle's lateral control state is the target driving state, the first torque applied by the driver to the steering wheel and the second torque output by the driver assistance system are acquired in real time. The torque coefficient of the driver assistance system is determined based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque. The total torque output by the steering wheel is determined based on the first torque, the second torque, and the torque coefficient of the driver assistance system. The vehicle is controlled to move based on the total torque output from the steering wheel.

[0006] In this way, by acquiring the first torque applied by the driver to the steering wheel and the second torque output by the driver assistance system in real time, the system can quickly respond to the driver's intentions and the dynamic changes of the vehicle, thereby improving the vehicle's response speed and control precision, and enhancing safety. By setting a lower and upper limit for the hand torque threshold, intervention can be made in a timely manner when the driver's operation exceeds the safe range, preventing accidents caused by driver error. Based on the first torque, the lower and upper limits of the hand torque threshold, the torque coefficient of the driver assistance system is determined. By combining the driver's hand torque, the torque output by the driver assistance system, and the torque coefficient, the final output torque of the steering wheel is calculated. The vehicle is controlled based on the total torque output by the steering wheel. During the transition of control between the driver and the driver assistance system, the driver's operational burden is reduced and driving comfort is improved by rationally allocating control between the driver and the system. By precisely controlling the total torque output by the steering wheel, more precise lateral control of the vehicle can be achieved, reducing abrupt reactions during driving and improving driving smoothness. In human-machine co-driving mode, the torque output of the driver assistance system can be dynamically adjusted to achieve smooth human-machine interaction and vehicle control.

[0007] Optionally, determining the total torque output by the steering wheel based on the first torque, the second torque, and the torque coefficient of the driver assistance system includes: The total torque output by the steering wheel is calculated by summing the product of the second torque and the torque coefficient of the driver assistance system with the first torque.

[0008] In this way, by combining the first torque exerted by the driver on the steering wheel (i.e., the driver's hand torque), the second torque output by the driver assistance system (i.e., the system torque), and the torque coefficient of the driver assistance system, the total torque output by the steering wheel can be dynamically adjusted. By introducing the torque coefficient, the control strategy can be flexibly adjusted according to different driving conditions and driver behavior patterns, improving the system's adaptability and intelligence level, thereby achieving smooth human-machine interaction, reducing the driver's operational burden, and improving driving comfort. In emergency situations or when the driver's operation may affect vehicle safety, the driver assistance system can increase or decrease the control force on the steering wheel by adjusting the torque coefficient, thereby improving vehicle safety.

[0009] Optionally, before determining the torque coefficient of the driver assistance system based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque, the method further includes: When the vehicle is started, the initial hand torque threshold lower limit is set to the hand torque threshold lower limit; When the driving state of the vehicle meets preset conditions, the average torque of the driver within a preset time period is obtained; Calculate the lower limit of the target hand torque threshold based on the average torque and damping torque; Set the target hand torque threshold lower limit as the hand torque threshold lower limit.

[0010] Thus, an adaptive adjustment mechanism for the lower limit of the torque threshold is introduced before determining the torque coefficient of the driver assistance system. An initial lower limit of the hand torque threshold is set when the vehicle starts, and the average torque of the driver over a preset period is acquired when preset conditions are met. Simultaneously, a damping torque is introduced. This damping torque helps reduce steering wheel rebound and vibration, improving driving comfort. The lower limit of the hand torque threshold is adjusted based on the driver's average torque over the preset period and the damping torque. This allows the system to adjust the threshold according to the driver's actual torque input, enabling it to better adapt to different drivers' operating habits and driving styles, thereby improving system adaptability. By dynamically adjusting the lower limit of the hand torque threshold, the system can more accurately identify the driver's intentions, reducing control switching due to misjudgment and thus improving driving safety.

[0011] Optionally, the preset conditions include: within a preset time period, the driver's hands are on the steering wheel, the current lane line is a long straight road, the vehicle's heading angle is within a preset angle range, and the distance between the vehicle's axle and the lane line centerline is within a preset distance.

[0012] In this way, by ensuring that the vehicle travels on long, straight roads, with the heading angle within a preset range and the distance between the vehicle's axle and the lane centerline within a preset distance, the vehicle can operate in a relatively stable and predictable environment, thereby improving control precision. Learning from the operating habits of different drivers while meeting preset conditions allows for more personalized driving assistance to be provided to different drivers.

[0013] Optionally, before determining the torque coefficient of the driver assistance system based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque, the method further includes: The initial hand torque threshold upper limit is set to the hand torque threshold upper limit; the initial hand torque threshold upper limit is the hand torque threshold upper limit when the distance between the vehicle axle center and the lane centerline is zero; Real-time measurement of the distance between the vehicle's axle center and the lane centerline; The upper limit of the target hand torque threshold is calculated based on the distance between the vehicle axle and the center line of the lane; the distance between the vehicle axle and the center line of the lane is positively correlated with the upper limit of the hand torque threshold. Set the target hand torque threshold upper limit to the hand torque threshold upper limit.

[0014] By acquiring the distance between the vehicle's axle and the lane centerline in real time and dynamically adjusting the upper limit of the hand torque threshold accordingly, the system can provide smoother steering assistance when the vehicle approaches the lane line, reducing the driver's operational burden and optimizing the driving experience. When the vehicle deviates from the lane centerline, by increasing the upper limit of the hand torque threshold, the system can more actively intervene in lateral control to help the vehicle return to the center of the lane, thereby improving driving safety.

[0015] Optionally, calculating the upper limit of the target hand torque threshold based on the distance between the vehicle axle center and the lane centerline includes: The upper limit of the target hand torque threshold is calculated by multiplying the distance between the vehicle axle and the center line of the lane line by a preset coefficient.

[0016] By adjusting the upper limit of the hand torque threshold using preset coefficients, the lateral position of the vehicle can be controlled more precisely, ensuring that the vehicle stays within the lane or travels along the intended path. Preset coefficients allow users to adjust the upper limit of the hand torque threshold according to specific needs (such as different driving environments or driver preferences), thereby improving the system's flexibility and configurability.

[0017] Optionally, the method further includes: When the first torque is greater than the upper limit of the hand torque threshold, the torque coefficient of the driver assistance system is determined to be zero. When the first torque is less than the lower limit of the hand torque threshold, the torque coefficient of the assisted driving system is determined to be one.

[0018] By setting explicit thresholds for torque coefficients of 0 or 1, the point of control transfer between the driver and the driver assistance system can be clearly defined. When the driver's hand torque exceeds the upper limit, control is fully transferred to the driver; when the hand torque is below the lower limit, control is fully transferred to the driver assistance system. When the driver's hand torque exceeds the upper threshold, the system quickly sets the torque coefficient to 0, allowing the driver to immediately take over vehicle control, improving the system's response speed and aiding in handling emergencies. When the driver's hand torque is below the lower threshold, the system sets the torque coefficient to 1, and the driver assistance system takes over control completely. This provides necessary safety assurance when the driver is inattentive or operates improperly.

[0019] A steering wheel torque control device, the device comprising: The acquisition module is used to acquire, in real time, the first torque applied by the driver to the steering wheel and the second torque output by the driver assistance system when the lateral control state of the vehicle is the target driving state. The determination module is used to determine the torque coefficient of the assisted driving system based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque; The calculation module is used to determine the total torque output by the steering wheel based on the first torque, the second torque, and the torque coefficient of the driver assistance system; The control module is used to control the vehicle's movement based on the total torque output from the steering wheel.

[0020] Optionally, the computing module is specifically used for: The total torque output by the steering wheel is calculated by summing the product of the second torque and the torque coefficient of the driver assistance system with the first torque.

[0021] Optionally, the device further includes a torque lower limit adjustment module, which is specifically used for: When the vehicle is started, the initial hand torque threshold lower limit is set to the hand torque threshold lower limit; When the driving state of the vehicle meets preset conditions, the average torque of the driver within a preset time period is obtained; Calculate the lower limit of the target hand torque threshold based on the average torque and damping torque; Set the target hand torque threshold lower limit as the hand torque threshold lower limit.

[0022] Optionally, the preset conditions include: within a preset time period, the driver's hands are on the steering wheel, the current lane line is a long straight road, the vehicle's heading angle is within a preset angle range, and the distance between the vehicle's axle and the lane line centerline is within a preset distance.

[0023] Optionally, the device further includes a torque upper limit adjustment module, the torque upper limit adjustment module comprising: An initial upper limit setting unit is used to set the initial hand torque threshold upper limit to the hand torque threshold upper limit; the initial hand torque threshold upper limit is the hand torque threshold upper limit when the distance between the vehicle axle center and the lane centerline is zero; The distance acquisition unit is used to acquire the distance between the vehicle's axle center and the lane centerline in real time. The torque upper limit calculation unit is used to calculate the target hand torque threshold upper limit based on the distance between the vehicle axle center and the lane center line; the distance between the vehicle axle center and the lane center line is positively correlated with the hand torque threshold upper limit; The target upper limit setting unit is used to set the target hand torque threshold upper limit to the hand torque threshold upper limit.

[0024] Optionally, the torque upper limit calculation unit is specifically used for: The upper limit of the target hand torque threshold is calculated by multiplying the distance between the vehicle axle and the center line of the lane line by a preset coefficient.

[0025] Optionally, the device further includes a torque coefficient determination module, which is specifically used for: When the first torque is greater than the upper limit of the hand torque threshold, the torque coefficient of the driver assistance system is determined to be zero. When the first torque is less than the lower limit of the hand torque threshold, the torque coefficient of the assisted driving system is determined to be one.

[0026] A vehicle includes a memory and a processor, wherein the memory stores executable program code, and the processor is configured to call and execute the executable program code to perform any of the optional steering wheel torque control methods described above.

[0027] A computer-readable storage medium storing a computer program that, when executed by a processor, implements any of the optional steering wheel torque control methods described above.

[0028] A computer program product, when run on a computer, causes the computer to perform the aforementioned steps to implement any of the optional steering wheel torque control methods described above.

[0029] By employing the above technical solutions, this disclosure provides a steering wheel torque control method, device, storage medium, and vehicle. By acquiring in real-time the first torque applied by the driver to the steering wheel and the second torque output by the driver assistance system, it can quickly respond to the driver's intentions and the dynamic changes of the vehicle, thereby improving the vehicle's response speed and control precision, and enhancing safety. By setting a lower and upper limit for the hand torque threshold, timely intervention can be provided when the driver's operation exceeds the safe range, preventing accidents caused by driver error. Based on the first torque, the lower and upper limits of the hand torque threshold, the torque coefficient of the driver assistance system is determined. Combining the driver's hand torque, the torque output by the driver assistance system, and the torque coefficient, the final output torque of the steering wheel is calculated. The vehicle's movement is controlled based on the total torque output by the steering wheel. During the transition of control between the driver and the driver assistance system, by rationally allocating control rights between the driver and the system, the driver's operational burden is reduced, improving driving comfort. Precise control of the total torque output by the steering wheel enables more precise lateral vehicle control, reducing abrupt vehicle reactions during driving and improving driving smoothness. In human-machine co-driving mode, the torque output of the driver assistance system can be dynamically adjusted to achieve smooth human-machine interaction and vehicle control.

[0030] The above description is merely an overview of the technical solution disclosed herein. In order to better understand the technical means of this disclosure and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this disclosure more apparent and understandable, specific embodiments of this disclosure are described below. Attached Figure Description

[0031] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This illustration shows a schematic diagram of the control transfer relationship between the driver and the driver assistance system in lateral control of a vehicle, provided by an embodiment of this disclosure. Figure 2 A schematic flowchart of the steering wheel torque control method provided in an embodiment of this disclosure is shown; Figure 3 This diagram illustrates the relationship between torque and lateral position in vehicle lateral control according to an embodiment of the present disclosure. Figure 4 A schematic diagram of the structure of a steering wheel torque control device provided in an embodiment of this disclosure is shown; Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of this disclosure is shown. Detailed Implementation

[0032] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0033] In modern vehicle control systems, human-machine co-driving refers to a state where lateral control of the vehicle is jointly performed by the driver and the driver assistance system. In this state, how to rationally allocate control between the driver and the driver assistance system, and how to ensure vehicle stability and safety, are among the major challenges currently facing the technological field.

[0034] Vehicle lateral control is divided into three states: driver-driven state, driver assistance system-driven state, and human-machine co-driving state. (Refer to...) Figure 1 As shown, Figure 1This diagram illustrates the control transfer between the driver and the driver assistance system (ADAS) in vehicle lateral control. In the "Driver Driving" state, lateral control is entirely the driver's responsibility. The driver controls the vehicle's position within the lane by operating the steering wheel. In this state, the ADAS does not participate in lateral control; all steering decisions and operations are performed by the driver. In the "System Driving" state, lateral control is entirely the responsibility of the ADAS. The system controls the vehicle's steering based on data from vehicle sensors and preset algorithms to maintain the vehicle's position within the lane. In this state, the driver does not directly operate the steering wheel; instead, the ADAS automatically adjusts the direction based on the environment and vehicle status. In the "Human-Machine Co-driving" state, lateral control is jointly performed by the driver and the ADAS. In this state, the system dynamically adjusts the control strategy based on driver input and the vehicle's real-time status. In this co-driving state, the driver and system share control; the system may assist the driver in steering or, when necessary, allow the driver to take over control. The transition from driver-driven mode to system-driven mode may be achieved by activating lateral functions; the transition from system-driven mode to human-machine co-driving mode is also achieved by activating lateral functions; the transition from human-machine co-driving mode back to system-driven mode or driver-driven mode depends on the driver's operation and the system's judgment.

[0035] In related technologies, vehicle lateral control methods typically employ a fixed torque distribution strategy. For example, if the driver's unconscious hand torque remains within a fixed upper or lower limit, the vehicle may deviate from its lane or even leave the lane, leading to the risk of collision with the guardrail or lane departure, making it difficult to achieve optimal torque distribution and vehicle control.

[0036] Therefore, how to dynamically adjust the torque output of the driver assistance system when the driver and the driver assistance system jointly participate in control, so as to achieve smooth human-machine interaction and vehicle control, is a technical problem that urgently needs to be solved.

[0037] To address the technical problem that a fixed torque distribution strategy cannot dynamically adjust the torque output of the driver assistance system when both the driver and the driver assistance system are involved in control, this disclosure provides a steering wheel torque control method, such as... Figure 2 As shown, Figure 2 This is a schematic flowchart of a steering wheel torque control method provided in an embodiment of this disclosure, the method comprising: S21. When the vehicle's lateral control state is the target driving state, the first torque applied by the driver to the steering wheel and the second torque output by the driver assistance system are acquired in real time.

[0038] The target driving state is the human-machine co-driving state, which refers to the state in which the lateral control of the vehicle (i.e., the lateral position adjustment of the vehicle within the lane) is jointly completed by the driver and the driver assistance system during the vehicle's operation.

[0039] Real-time data acquisition refers to the system continuously monitoring and recording relevant data to obtain the initial torque exerted by the driver on the steering wheel and the secondary torque output by the driver assistance system. Real-time data acquisition is crucial for quickly responding to driver actions and dynamic changes in the vehicle, helping to improve the accuracy and responsiveness of vehicle control.

[0040] The first torque, also known as the driver's hand torque, refers to the torque applied by the driver to the vehicle by turning the steering wheel. The first torque directly reflects the driver's intention to influence the vehicle's lateral control and can be measured using a steering wheel torque sensor.

[0041] The second torque refers to the torque calculated and output by the driver assistance system based on factors such as the vehicle's driving status, road conditions, and driver intentions. It is used to assist the driver in lateral control of the vehicle, thereby improving driving safety and comfort. The second torque is usually calculated by the control algorithm of the driver assistance system and applied to the steering wheel through the vehicle's actuators (such as the electric power steering system).

[0042] By acquiring the driver's hand torque and the torque output by the driver assistance system in real time, the system can more accurately understand the current driving state and the driver's intentions, thereby enabling more reasonable torque distribution and vehicle control.

[0043] S22. Determine the torque coefficient of the assisted driving system based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque.

[0044] Wherein, the lower limit of the hand torque threshold is less than the upper limit of the hand torque threshold; the upper limit of the hand torque threshold is less than the preset limit torque.

[0045] The lower limit of the hand torque threshold is used to indicate the starting point at which the driver begins to significantly participate in the lateral control of the vehicle. When the torque applied by the driver to the steering wheel is lower than this value, the driver assistance system will assume more control responsibility.

[0046] The upper limit of the hand torque threshold is used to indicate the point at which the driver fully takes over the lateral control of the vehicle. When the torque applied by the driver exceeds this value, the driver assistance system will reduce or stop its intervention in the lateral control of the vehicle.

[0047] Optionally, when the first torque is greater than or equal to the lower limit of the hand torque threshold and less than or equal to the upper limit of the hand torque threshold, that is, when the lateral control state of the vehicle is the target driving state, the torque coefficient of the driver assistance system is determined based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque. Determining the torque coefficient of the driver assistance system includes:

[0048] in, This represents the torque coefficient of the driver assistance system. This indicates the first torque. This indicates the lower limit of the hand torque threshold. This indicates the upper limit of the hand torque threshold.

[0049] Additionally, it's important to note that in a vehicle's lateral control system, a preset limiting torque is typically set to ensure driving safety and prevent system overload. The main function of this preset limiting torque is to limit the maximum torque the system can apply, preventing potential hazards caused by excessive torque. For example, when the system detects that the driver's hand torque or other torque input exceeds the preset limiting torque, the system will take appropriate protective measures to prevent possible dangerous situations. The preset limiting torque can be set according to the actual application scenario; specific limitations are not specified here.

[0050] Specifically, in the vehicle's lateral control state under human-machine co-driving conditions, the first torque lies between two threshold values. The torque coefficient is dynamically adjusted between 0 and 1 based on the specific value of the first torque to achieve a smooth transition and cooperation between the driver and the driver assistance system. After determining the torque coefficient, the system applies it to the second torque output by the driver assistance system to calculate the total output torque of the steering wheel. This total output torque is a weighted sum of the driver's hand torque and the torque of the driver assistance system, reflecting their combined contribution to the vehicle's lateral control at the current moment.

[0051] In this way, the system can dynamically adjust the level of intervention of the driver assistance system according to the driver's level of participation, thereby achieving a more intelligent and safer human-machine co-driving experience.

[0052] In some embodiments, before performing step S22 (determining the torque coefficient of the assisted driving system based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque), the following steps may be performed: (1) When the vehicle is started, the lower limit of the initial hand torque threshold is set to the lower limit of the hand torque threshold.

[0053] Specifically, when starting the vehicle, the initial hand torque threshold lower limit is set to the hand torque threshold lower limit. This provides a starting point for the vehicle's lateral control system, ensuring that the system has a clear operating range at startup.

[0054] (2) When the driving state of the vehicle meets the preset conditions, the average torque of the driver within the preset time period is obtained.

[0055] Optionally, the preset conditions include: within a preset time period, the driver's hands are on the steering wheel, the current lane line is a long straight road, the vehicle's heading angle is within a preset angle range, and the distance between the vehicle's axle and the lane line centerline is within a preset distance.

[0056] Sensors on the steering wheel detect whether the driver's hands are on it. This ensures that the driver can respond promptly to any situations requiring manual intervention while the system learns and adjusts.

[0057] The current lane line being a long straight road means that the section of road the vehicle is traveling on is straight, the lane lines are clearly visible, and there are no frequent curves or intersections. This condition helps the system learn and adjust the hand torque threshold more accurately, while reducing interference caused by complex road conditions.

[0058] The vehicle's heading angle is the angle between the vehicle's direction of travel and the center line of the lane. A preset angle range is a reasonable range of angles that indicates the vehicle is essentially maintaining a straight line. For example, the preset angle range can be ±0.5°. This condition ensures that the vehicle learns and adjusts itself while traveling in a straight line, thus avoiding adjustments during turns or lane changes, thereby improving the accuracy and safety of adjustments.

[0059] The distance between the vehicle's axle center and the lane centerline within a preset distance refers to the vehicle's position within the lane, meaning the lateral distance between the vehicle's axle center and the lane centerline remains within a certain range. This condition ensures the vehicle maintains an appropriate lateral position within the lane, allowing the system to learn and adjust itself while the vehicle is driving stably, and avoiding unnecessary adjustments when the vehicle deviates from the lane. The preset distance can be selected based on actual conditions. Since the lateral width of a single lane is generally around 3.5 meters, in real-world driving scenarios, it's best to ensure the vehicle's axle center coincides with the lane centerline. Therefore, the preset distance is generally controlled within ±10 centimeters. For example, the preset distance can be 3 centimeters, 5 centimeters, 8 centimeters, or other reasonable values; no specific restrictions are imposed here.

[0060] Specifically, under preset conditions, the driver's average torque over a preset time period is obtained. These preset conditions include the following four: within the preset time period, the driver's hands are on the steering wheel, the current lane is a long straight road, the vehicle's heading angle is within a preset angle range, and the distance between the vehicle's axle and the lane centerline is within a preset distance.

[0061] In this embodiment, by ensuring the vehicle travels on a long, straight road, with the heading angle within a preset range and the distance between the vehicle's axle and the lane centerline within a preset distance, the vehicle can operate in a relatively stable and predictable environment, thereby improving control accuracy. Learning from the operating habits of different drivers while meeting preset conditions allows for more personalized driving assistance to be provided to different drivers.

[0062] (3) Calculate the lower limit of the target hand torque threshold based on the average torque and damping torque.

[0063] The average torque refers to the average torque exerted by the driver on the steering wheel over a preset period of time, calculated by the system under preset conditions. The average torque reflects the typical operating force of the driver under stable driving conditions. The average torque is obtained by collecting all the driver's steering wheel operating torque data over a certain period and then calculating the average value of these data.

[0064] Damping torque is a torque used to describe the damping effect in a steering wheel system. It helps reduce steering wheel rebound and vibration, improving vehicle stability and driving comfort. Damping torque plays an adjustment role in calculating the lower limit of the target hand torque threshold, ensuring that the system can adaptively adjust the control strategy under different driving environments and vehicle dynamics.

[0065] The target hand torque threshold lower limit is the critical value for the intervention and disengagement of the driver assistance system. By dynamically adjusting this threshold, the system can flexibly allocate control between the driver and the driver assistance system according to different drivers' operating habits and the actual driving state of the vehicle. In the embodiments of this disclosure, the target hand torque threshold lower limit can be obtained by summing the average torque and the damping torque.

[0066] (4) Set the target hand torque threshold lower limit as the hand torque threshold lower limit.

[0067] Specifically, after calculating the target lower limit of the hand torque threshold, the system sets it as the current lower limit of the hand torque threshold for subsequent vehicle lateral control. This dynamic adjustment mechanism makes the vehicle's lateral control system more intelligent and adaptable, providing drivers with a more personalized and comfortable driving experience while improving driving safety.

[0068] In this embodiment, an adaptive adjustment mechanism for the lower limit of the torque threshold is introduced before determining the torque coefficient of the assisted driving system. An initial lower limit of the hand torque threshold is set when the vehicle starts, and the average torque of the driver over a preset period is obtained when preset conditions are met. Simultaneously, a damping torque is introduced. The introduction of the damping torque helps reduce steering wheel rebound and vibration, improving driving comfort. The lower limit of the hand torque threshold is adjusted based on the driver's average torque over the preset period and the damping torque. This allows the system to adjust the threshold according to the driver's actual torque input, enabling the system to better adapt to different drivers' operating habits and driving styles, thereby improving the system's adaptability. By dynamically adjusting the lower limit of the hand torque threshold, the system can more accurately identify the driver's intentions, reducing control switching due to misjudgment, thereby improving driving safety.

[0069] In some embodiments, before performing step S22 (determining the torque coefficient of the assisted driving system based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque), the following steps may also be performed: 1) Set the initial hand torque threshold upper limit to the stated hand torque threshold upper limit.

[0070] The initial hand torque threshold upper limit is the upper limit of the hand torque threshold when the distance between the vehicle axle center and the lane centerline is zero.

[0071] Specifically, setting the initial hand torque threshold upper limit to the upper limit of the hand torque threshold when the vehicle is located on the center line of the lane is to ensure that the driver assistance system can apply the maximum control torque to help the vehicle stay in the center of the lane when the vehicle's lateral control state is most stable (i.e. the vehicle is kept in the center of the lane). This initial value serves as a reference point and can be dynamically adjusted according to the actual lateral position of the vehicle to adapt to different driving situations.

[0072] 2) Real-time acquisition of the distance between the vehicle's axle center and the lane centerline.

[0073] The vehicle axle center typically refers to the geometric center of the vehicle, that is, the midpoint of the vehicle's width. In vehicle lateral control, the position of the vehicle axle center is an important reference point for determining whether the vehicle remains within the lane.

[0074] The lane centerline is the line connecting the midpoints of the two boundary lines of a lane, representing the ideal center position of the lane. Vehicles should try to stay on this line to ensure safety and obey traffic rules. Vehicles typically use sensors such as cameras, radar, and lidar to detect the position of lane lines.

[0075] Through image processing and machine learning algorithms, the system can identify lane lines and calculate the distance between the vehicle's axle and the lane centerline. Real-time acquisition of this distance is crucial for quickly responding to changes in the vehicle's lateral position, contributing to improved vehicle control accuracy and responsiveness.

[0076] As the vehicle moves, the distance between the vehicle's axle and the lane centerline may change. The system monitors this distance in real time and dynamically adjusts the upper limit of the hand torque threshold accordingly. When the vehicle deviates from the lane centerline, the driver assistance system may need to apply greater control torque to return the vehicle to the center of the lane. Therefore, the upper limit of the hand torque threshold will increase accordingly to allow the system to apply greater torque to adjust the vehicle's lateral position.

[0077] 3) Calculate the upper limit of the target hand torque threshold based on the distance between the vehicle axle and the center line of the lane.

[0078] The distance between the vehicle axle center and the lane centerline is positively correlated with the upper limit of the hand torque threshold.

[0079] The positive correlation between the distance between the vehicle axle and the lane centerline and the upper limit of the hand torque threshold means that the greater the distance between the vehicle axle and the lane centerline, the greater the calculated upper limit of the target hand torque threshold. For example, refer to... Figure 3 As shown, Figure 3 This diagram illustrates the relationship between torque and lateral position in vehicle lateral control. Lateral position refers to the distance between the vehicle's axle center and the lane centerline. The horizontal axis L represents the lateral position (i.e., the distance between the vehicle's axle center and the lane centerline), and the vertical axis... This indicates the upper limit of the hand torque threshold. This indicates a preset limit torque.

[0080] Specifically, the target upper limit of the hand torque threshold is calculated based on the distance between the vehicle's axle and the lane centerline. When the vehicle deviates from the lane centerline (i.e., the distance between the vehicle's axle and the lane centerline increases), the system requires greater torque to adjust the vehicle's lateral position and bring it back to the lane center. Therefore, the upper limit of the hand torque threshold will increase accordingly to allow the driver assistance system to apply greater torque for adjustment. When the vehicle approaches the lane centerline, the system can appropriately lower the upper limit of the hand torque threshold to reduce intervention in driver operation and improve driving comfort.

[0081] Optionally, step 3 above (calculating the upper limit of the target hand torque threshold based on the distance between the vehicle axle and the lane centerline) can be implemented in the following way: The upper limit of the target hand torque threshold is calculated by multiplying the distance between the vehicle axle and the center line of the lane line by a preset coefficient.

[0082] The preset coefficient is used to adjust the degree to which the distance between the vehicle's axle center and the lane centerline affects the upper limit of the target hand torque threshold. The preset coefficient can be adjusted according to the specific needs of the vehicle, the driving environment, or the driver's preferences to achieve more precise control. For example, the preset coefficient can be 2, or other reasonable values; no specific restrictions are imposed here.

[0083] Specifically, the distance between the vehicle's axle and the lane centerline is multiplied by a preset coefficient to obtain a product, which is the upper limit of the target hand torque threshold.

[0084] In this embodiment of the disclosure, by using a preset coefficient to adjust the upper limit of the hand torque threshold, the lateral position of the vehicle can be controlled more precisely, ensuring that the vehicle remains within the lane or travels along the intended path. The preset coefficient allows users to adjust the upper limit of the hand torque threshold according to specific needs (such as different driving environments or driver preferences), thereby improving the flexibility and configurability of the system.

[0085] 4) Set the target hand torque threshold upper limit to the hand torque threshold upper limit.

[0086] Specifically, the calculated target hand torque threshold upper limit is set as the current hand torque threshold upper limit, which means updating the threshold upper limit parameter used for control in the system. By updating the hand torque threshold upper limit, it can be ensured that the degree of intervention of the assisted driving system in the human-machine co-driving state matches the current driving conditions and vehicle state, thereby improving the adaptability and effectiveness of control.

[0087] In this embodiment, by acquiring the distance between the vehicle's axle center and the lane centerline in real time and dynamically adjusting the upper limit of the hand torque threshold accordingly, the system can provide smoother steering assistance when the vehicle approaches the lane line, reducing the driver's operational burden and optimizing the driving experience. When the vehicle deviates from the lane centerline, by increasing the upper limit of the hand torque threshold, the system can more actively intervene in lateral control to help the vehicle return to the lane center, thereby improving driving safety.

[0088] In some embodiments, when the first torque is greater than the upper limit of the hand torque threshold, the torque coefficient of the assisted driving system is determined to be zero; When the first torque is less than the lower limit of the hand torque threshold, the torque coefficient of the assisted driving system is determined to be one.

[0089] It is understood that when the first torque is greater than or equal to the lower limit of the hand torque threshold and less than or equal to the upper limit of the hand torque threshold, the torque coefficient of the assisted driving system takes a value between 0 and 1.

[0090] Optionally, when the first torque is greater than or equal to the lower limit of the hand torque threshold and less than or equal to the upper limit of the hand torque threshold, that is, when the vehicle's lateral control state is a human-machine co-driving state, the torque coefficient of the assisted driving system is determined based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque. Determining the torque coefficient of the assisted driving system includes:

[0091] in, This represents the torque coefficient of the driver assistance system. This indicates the first torque. This indicates the lower limit of the hand torque threshold. This indicates the upper limit of the hand torque threshold.

[0092] Specifically, the first torque refers to the torque applied by the driver through the steering wheel, which reflects the driver's direct input to lateral control of the vehicle. The driver's hand torque is a key indicator for judging the driver's intention and level of participation.

[0093] When the initial torque (driver's hand torque) exceeds the upper limit of the hand torque threshold, the torque coefficient of the driver assistance system is determined to be zero. At this point, the driver assistance system completely disengages from lateral control, handing over full control to the driver. The system no longer applies any torque to avoid conflicting with the driver's intentions. In this state, the driver has complete control over the vehicle's lateral movement, such as lane changing maneuvers within the lane. The vehicle's control system can detect the driver's lane-changing intentions in various ways, such as recognizing a lane-changing intention when the driver activates the turn signal, or monitoring changes in steering wheel angle to assist in determining the lane-changing intention.

[0094] When the initial torque (driver's hand torque) is less than the lower limit of the hand torque threshold, the torque coefficient of the driver assistance system is set to one. At this point, the driver assistance system completely takes over lateral control and assumes full control responsibility. By dynamically adjusting the torque coefficient, the system can flexibly distribute control between the driver and the driver assistance system to adapt to different driving situations and driver intentions. This mechanism improves the system's adaptability and safety, ensuring that the driver can take over control promptly when needed, while also allowing the system to provide assistance when appropriate.

[0095] In this embodiment, by setting a specific threshold for the torque coefficient to be 0 or 1, the point of control transfer between the driver and the driver assistance system can be clearly defined. When the driver's hand torque exceeds the upper limit, control is completely transferred to the driver; when the hand torque is below the lower limit, control is completely transferred to the driver assistance system. When the driver's hand torque exceeds the upper threshold, the system quickly sets the torque coefficient to 0, allowing the driver to immediately take over vehicle control, improving the system's response speed and aiding in handling emergencies. When the driver's hand torque is below the lower threshold, the system sets the torque coefficient to 1, and the driver assistance system completely takes over control, providing necessary safety assurance when the driver is inattentive or operates improperly.

[0096] S23. Determine the total torque output by the steering wheel based on the first torque, the second torque, and the torque coefficient of the driver assistance system.

[0097] In some embodiments, step S23 (determining the total torque output by the steering wheel based on the first torque, the second torque, and the torque coefficient of the driver assistance system) can be implemented in the following manner: The total torque output by the steering wheel is calculated by summing the product of the second torque and the torque coefficient of the driver assistance system with the first torque.

[0098] The first torque refers to the torque applied by the driver through the steering wheel. The second torque refers to the torque calculated and output by the driver assistance system based on factors such as the vehicle's driving status, road conditions, and driver intent. The torque coefficient is a value between 0 and 1, used to adjust the proportion of the torque output by the driver assistance system in the total torque.

[0099] Specifically, first, the product of the second torque output by the driver assistance system and the torque coefficient of the driver assistance system is calculated. Then, this product is summed with the first torque applied by the driver to the steering wheel to obtain the total torque output by the steering wheel. The calculation formula is as follows:

[0100] Should It is the torque that ultimately acts on the steering wheel to control the vehicle's lateral movement. It integrates the driver's intentions with the assistance of driver-assistance systems to achieve more precise and safer lateral control.

[0101] In this embodiment, the total torque output by the steering wheel is dynamically adjusted by combining the first torque exerted by the driver on the steering wheel (i.e., the driver's hand torque), the second torque output by the driver assistance system (i.e., the system torque), and the torque coefficient of the driver assistance system. By introducing the torque coefficient, the control strategy can be flexibly adjusted according to different driving conditions and driver behavior patterns, improving the system's adaptability and intelligence level, thereby achieving smooth human-machine interaction, reducing the driver's operational burden, and improving driving comfort. In emergency situations or when the driver's operation may affect vehicle safety, the driver assistance system can increase or decrease the control force on the steering wheel by adjusting the torque coefficient, thereby improving vehicle safety.

[0102] S24. Control the vehicle's movement based on the total torque output from the steering wheel.

[0103] The total torque output by the steering wheel refers to the resultant torque acting on the steering wheel, which includes the torque applied by the driver (first torque) and the torque added by the driver assistance system as needed (second torque).

[0104] Specifically, by precisely controlling the total torque output from the steering wheel, the vehicle's steering can be precisely controlled, thus guiding the vehicle to travel along a predetermined path. In vehicles, electric power steering (EPS) systems or other steering assistance systems are typically used to adjust the steering mechanism based on the total torque output from the steering wheel.

[0105] For example, in emergency situations, such as avoiding obstacles or suddenly changing lanes, the system can quickly adjust the torque output to improve the vehicle's responsiveness and safety.

[0106] Precise control of steering torque reduces the driver's workload, especially at low speeds or when parked, improving driving comfort. At high speeds, precise torque control helps the driver maintain more stable vehicle control, reducing deviations caused by wind or uneven road surfaces.

[0107] During human-machine co-driving, if the driver's unconscious hand torque remains within a fixed upper and lower limit, the vehicle may deviate from its lane, or even leave the lane, potentially leading to a collision with the guardrail or lane departure. This solution considers both the driver's hand torque and the vehicle's lateral position within the lane. When the vehicle deviates from the lane centerline, the upper limit of the hand torque threshold increases, and the system's output control torque also strengthens, thus engaging in a game with the driver's hand torque. This serves two purposes: it attracts the driver's attention and it helps control the vehicle to avoid leaving the lane. This solution ensures that the driver can comfortably enter human-machine co-driving mode near the lane centerline, while also providing some degree of control when the vehicle moves away from the lane line, enhancing driving safety.

[0108] In the above scheme, by acquiring the first torque applied by the driver to the steering wheel and the second torque output by the driver assistance system in real time, the system can quickly respond to the driver's intentions and the dynamic changes of the vehicle, thereby improving the vehicle's response speed and control precision, and enhancing safety. By setting a lower and upper limit for the hand torque threshold, intervention can be made in a timely manner when the driver's operation exceeds the safe range, preventing accidents caused by driver error. Based on the first torque, the lower and upper limits of the hand torque threshold, the torque coefficient of the driver assistance system is determined. By combining the driver's hand torque, the torque output by the driver assistance system, and the torque coefficient, the final output torque of the steering wheel is calculated. The vehicle is controlled based on the total torque output by the steering wheel. During the transition of control between the driver and the driver assistance system, the driver's operational burden is reduced and driving comfort is improved by rationally allocating control between the driver and the system. By precisely controlling the total torque output by the steering wheel, more precise lateral control of the vehicle can be achieved, reducing abrupt reactions during driving and improving driving smoothness. In human-machine co-driving mode, the torque output of the driver assistance system can be dynamically adjusted to achieve smooth human-machine interaction and vehicle control.

[0109] This disclosure embodiment can divide the steering wheel torque control device into functional modules according to the above method example. For example, each function can be divided into its own functional module, or two or more functions can be integrated into one processing unit. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this disclosure embodiment is illustrative and only represents one logical functional division; other division methods may be used in actual implementation.

[0110] In addition, such as Figure 4 As shown, Figure 4 This is a schematic diagram of a steering wheel torque control device 400 provided in an embodiment of the present disclosure. The device includes: The acquisition module 401 is used to acquire, in real time, the first torque applied by the driver to the steering wheel and the second torque output by the driver assistance system when the lateral control state of the vehicle is the target driving state. The determining module 402 is used to determine the torque coefficient of the assisted driving system based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque; The calculation module 403 is used to determine the total torque output by the steering wheel based on the first torque, the second torque, and the torque coefficient of the driver assistance system; The control module 404 is used to control the vehicle's movement based on the total torque output by the steering wheel.

[0111] Optionally, the calculation module 403 is specifically used for: The total torque output by the steering wheel is calculated by summing the product of the second torque and the torque coefficient of the driver assistance system with the first torque.

[0112] Optionally, the device further includes a torque lower limit adjustment module, which is specifically used for: When the vehicle is started, the initial hand torque threshold lower limit is set to the hand torque threshold lower limit; When the driving state of the vehicle meets preset conditions, the average torque of the driver within a preset time period is obtained; Calculate the lower limit of the target hand torque threshold based on the average torque and damping torque; Set the target hand torque threshold lower limit as the hand torque threshold lower limit.

[0113] Optionally, the preset conditions include: within a preset time period, the driver's hands are on the steering wheel, the current lane line is a long straight road, the vehicle's heading angle is within a preset angle range, and the distance between the vehicle's axle and the lane line centerline is within a preset distance.

[0114] Optionally, the device further includes a torque upper limit adjustment module, the torque upper limit adjustment module comprising: An initial upper limit setting unit is used to set the initial hand torque threshold upper limit to the hand torque threshold upper limit; the initial hand torque threshold upper limit is the hand torque threshold upper limit when the distance between the vehicle axle center and the lane centerline is zero; The distance acquisition unit is used to acquire the distance between the vehicle's axle center and the lane centerline in real time. The torque upper limit calculation unit is used to calculate the target hand torque threshold upper limit based on the distance between the vehicle axle center and the lane center line; the distance between the vehicle axle center and the lane center line is positively correlated with the hand torque threshold upper limit; The target upper limit setting unit is used to set the target hand torque threshold upper limit to the hand torque threshold upper limit.

[0115] Optionally, the torque upper limit calculation unit is specifically used for: The upper limit of the target hand torque threshold is calculated by multiplying the distance between the vehicle axle and the center line of the lane line by a preset coefficient.

[0116] Optionally, the device further includes a torque coefficient determination module, which is specifically used for: When the first torque is greater than the upper limit of the hand torque threshold, the torque coefficient of the driver assistance system is determined to be zero. When the first torque is less than the lower limit of the hand torque threshold, the torque coefficient of the assisted driving system is determined to be one.

[0117] Regarding the apparatus in the above embodiments, the specific manner in which each unit performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0118] Figure 5 This is a structural schematic diagram of a vehicle 500 provided in an embodiment of this disclosure. For example, as shown... Figure 5 As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a steering wheel torque control method.

[0119] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0120] When each function is divided into modules corresponding to its specific function, the vehicle may include: an acquisition module, a determination module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional descriptions of the corresponding modules, and will not be repeated here.

[0121] The vehicle provided in this embodiment is used to execute the above-described steering wheel torque control method, and thus can achieve the same effect as the above-described implementation method.

[0122] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0123] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules, and circuits as described in the embodiments of this disclosure. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0124] This embodiment also provides a computer-readable storage medium (including but not limited to disk storage, compact disc read-only memory (CD-ROM), optical storage, etc.) storing computer program code. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement the steering wheel torque control method provided in the above embodiment.

[0125] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a steering wheel torque control method provided in the above embodiment.

[0126] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0127] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0128] In the embodiments provided in this disclosure, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms.

[0129] In the description of this disclosure, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure.

[0130] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0131] The above are merely embodiments of this disclosure and are not intended to limit the scope of this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of the claims of this disclosure.

Claims

1. A steering wheel torque control method, characterized in that, The method includes: When the vehicle's lateral control state is the target driving state, the first torque applied by the driver to the steering wheel and the second torque output by the driver assistance system are acquired in real time. The torque coefficient of the driver assistance system is determined based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque. The total torque output by the steering wheel is determined based on the first torque, the second torque, and the torque coefficient of the driver assistance system. The vehicle is controlled to move based on the total torque output from the steering wheel.

2. The method according to claim 1, characterized in that, The step of determining the total torque output by the steering wheel based on the first torque, the second torque, and the torque coefficient of the driver assistance system includes: The total torque output by the steering wheel is calculated by summing the product of the second torque and the torque coefficient of the driver assistance system with the first torque.

3. The method according to claim 1, characterized in that, Before determining the torque coefficient of the driver assistance system based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque, the method further includes: When the vehicle is started, the initial hand torque threshold lower limit is set to the hand torque threshold lower limit; When the driving state of the vehicle meets preset conditions, the average torque of the driver within a preset time period is obtained; Calculate the lower limit of the target hand torque threshold based on the average torque and damping torque; Set the target hand torque threshold lower limit as the hand torque threshold lower limit.

4. The method according to claim 3, characterized in that, The preset conditions include: within a preset time period, the driver's hands are on the steering wheel, the current lane line is a long straight road, the vehicle's heading angle is within a preset angle range, and the distance between the vehicle's axle and the lane centerline is within a preset distance.

5. The method according to claim 1, characterized in that, Before determining the torque coefficient of the driver assistance system based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque, the method further includes: The initial hand torque threshold upper limit is set to the hand torque threshold upper limit; the initial hand torque threshold upper limit is the hand torque threshold upper limit when the distance between the vehicle axle center and the lane centerline is zero; Real-time measurement of the distance between the vehicle's axle center and the lane centerline; The upper limit of the target hand torque threshold is calculated based on the distance between the vehicle axle and the center line of the lane; the distance between the vehicle axle and the center line of the lane is positively correlated with the upper limit of the hand torque threshold. Set the target hand torque threshold upper limit to the hand torque threshold upper limit.

6. The method according to claim 5, characterized in that, The step of calculating the upper limit of the target hand torque threshold based on the distance between the vehicle axle center and the lane centerline includes: The upper limit of the target hand torque threshold is calculated by multiplying the distance between the vehicle axle and the center line of the lane line by a preset coefficient.

7. The method according to claim 1, characterized in that, The method further includes: When the first torque is greater than the upper limit of the hand torque threshold, the torque coefficient of the driver assistance system is determined to be zero. When the first torque is less than the lower limit of the hand torque threshold, the torque coefficient of the assisted driving system is determined to be one.

8. A steering wheel torque control device, characterized in that, The device includes: The acquisition module is used to acquire, in real time, the first torque applied by the driver to the steering wheel and the second torque output by the driver assistance system when the lateral control state of the vehicle is the target driving state. The determination module is used to determine the torque coefficient of the assisted driving system based on the lower limit of the hand torque threshold, the upper limit of the hand torque threshold, and the first torque; The calculation module is used to determine the total torque output by the steering wheel based on the first torque, the second torque, and the torque coefficient of the driver assistance system; The control module is used to control the vehicle's movement based on the total torque output from the steering wheel.

9. A vehicle, characterized in that, include: A memory and a processor, wherein the memory stores executable program code, and the processor is configured to call and execute the executable program code to perform the steering wheel torque control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, include: A computer program is stored on the computer-readable storage medium, which, when executed by a processor, implements the steering wheel torque control method as described in any one of claims 1 to 7.

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