A torque processing method for lateral control of intelligent driving

Abstract

The present invention provides a torque processing method for lateral control of intelligent driving, which determines the deviation of the vehicle within the lane and whether it is an intervention for inner bend deviation; divides the driving intervention torque into zones, sets scaling breakpoints and scaling coefficients; modifies the signs of the torques on curves and straight roads according to the degree of road curvature; modifies the scaling breakpoints and scaling coefficients according to the inner bend intervention situation and the road curvature, and obtains the output torque according to the final scaling coefficient. The present invention comprehensively considers the scenarios of straight roads and curves, calculates the dead zone offset of the torque within the curve according to the degree of road curvature, the intervention situation within the curve, etc., and corrects the scaling coefficient and other methods to obtain the final steering torque, which can precisely improve the discomfort caused by the sudden intervention of the torque in different scenarios. At the same time, according to the actual driving experience, the method of dividing the driving intervention torque into zones to set the scaling breakpoints can not only smoothly transition the correction torque, but also effectively remind the driver to take over the vehicle in time through a certain degree of confrontation, avoiding driving risks.

Description

Technical Field

[0001] The present invention relates to the field of intelligent driving vehicle control, and more specifically, to a torque processing method for intelligent driving lateral control. Background Art

[0002] When the vehicle is driving with the intelligent driving system turned on on a structured road, if the driver's hands do not leave the steering wheel but the hand torque is small, and the vehicle unconsciously deviates, if the function request torque is directly weakened or exited at this time, the vehicle has a risk of running out of the lane and causing an accident; if the system request torque is still directly given, the large correction torque given by the lane keeping system at this time will cause discomfort to the driver.

[0003] The currently proposed solution is: by comparing the magnitude relationship between the current torque and two preset thresholds, as well as the duration, to determine the compensation coefficient, and then multiplying the initial torque, the assist current, and the compensation coefficient to obtain the target assist torque required.

[0004] Its disadvantages are: only comparing the magnitude of the torque with two preset thresholds and the duration to determine the compensation coefficient, multiplying the compensation coefficient with the torque and the assist current to obtain the processed torque output, the processing is relatively simple, without comprehensively considering the intervention situation in different scenarios, only improving the driving experience and comfort, without considering driving safety. Summary of the Invention

[0005] In view of the technical problems existing in the prior art, the present invention provides a torque processing method for intelligent driving lateral control. According to the actual driving experience, the driving intervention torque is divided into zones, and different scaling breakpoints are set. Considering the straight road and curve scenarios comprehensively, according to the degree of curve bending, the intervention situation in the curve, etc., calculating the dead zone offset of the torque in the curve, modifying the scaling coefficient, etc., to obtain the final steering torque, which can avoid the discomfort caused by the sudden intervention of the correction torque when the driver unconsciously deviates, and can effectively remind the driver to take over the vehicle in time to avoid driving risks.

[0006] The present invention provides a torque processing method for intelligent driving lateral control, including:

[0007] Determining the deviation situation of the vehicle in the lane, and determining the intervention situation of the vehicle in the inner bend according to the degree of road bending;

[0008] Setting a plurality of first torque scaling breakpoint values and corresponding first scaling coefficients according to the degree of road bending, the hand torque intervention adjustment value, and the scaling coefficient adjustment value;

[0009] Based on the lane line curvature under the steering wheel rotation, modifying the sign of the hand torque to obtain the modified hand torque magnitude;

[0010] Calculate the moment offset value within the curve based on the current vehicle speed, the vehicle's inner curve intervention situation, the road curvature, and the lane line curvature, and adjust the multiple first moment scaling break point values and the multiple first scaling coefficients based on the moment offset value to obtain multiple second moment scaling break point values and multiple second scaling coefficients;

[0011] Determine the final moment scaling coefficient based on the modified hand moment magnitude, the multiple second moment scaling break point values, and the multiple second scaling coefficients;

[0012] Calculate the final requested moment based on the final moment scaling coefficient and the current requested moment of the intelligent driving system.

[0013] Based on the above technical solutions, the present invention can also be improved as follows.

[0014] Optionally, the determination of the vehicle deviation situation within the lane includes:

[0015] Obtain the distance Dis_L from the vehicle to the left lane line and the distance Dis_R from the vehicle to the right lane line. If |Dis_L| ≤ |Dis_R|, the vehicle is close to the left side; otherwise, the vehicle is close to the right side;

[0016] Obtain the lateral speed LatSpeed_L of the vehicle relative to the left lane line and the lateral speed LatSpeed_R of the vehicle relative to the right lane line. If LatSpeed_L > 0, it is determined that the vehicle is heading towards the left lane line; if LatSpeed_R > 0, it is determined that the vehicle is heading towards the right lane line;

[0017] If the exclusive OR result of the two conditions LatSpeed_L > 0 and LatSpeed_R > 0 is 1, it is determined that the left and right lane lines are reverse; if the exclusive OR result of these two conditions is 0, it is determined that the left and right lane lines are in the same direction;

[0018] When the left and right lane lines are in the same direction and the vehicle is close to the left side, it is determined that the vehicle deviates to the left; when the left and right lane lines are in the same direction and the vehicle is close to the right side, it is determined that the vehicle deviates to the right;

[0019] When the left and right lane lines are reverse, if LatSpeed_L > 0, it is determined that the vehicle deviates to the left; otherwise, it is determined that the vehicle deviates to the right.

[0020] Optionally, the determination of the vehicle's inner curve intervention situation according to the road curvature includes:

[0021] Set two conditions:

[0022] a. When the lane line curvature RoadCurve ≥ 8.3e -4When the vehicle deviates from the left lane line, it is determined that the left side of the road within the left turn curve deviates;

[0023] b. When the lane line curvature RoadCurve ≤ -8.3e -4 When the vehicle deviates from the right lane, it is determined that the right side of the road within the right turn curve deviates;

[0024] When the condition a and / or the condition b are satisfied, it is determined that there is an inner curve intervention, and the inner curve intervention flag InnerCurveIntDetd = 1 is set; otherwise, it is determined that there is no inner curve intervention, and the inner and outer intervention flag InnerCurveIntDetd = 0 is set.

[0025] Optionally, setting a plurality of first torque scaling breakpoints and corresponding plurality of first scaling factors according to the road curvature, the hand torque intervention adjustment value, and the scaling factor adjustment value includes:

[0026] Determine the hand torque intervention adjustment values X1, X2, and X3, and the scaling factor adjustment values Y1 and Y2, where X1 and X3 are respectively the boundary values of the intelligent driving system's control after the hand torque intervention, which are calibration values; X2 is the starting anti-boundary value, which is a calibration value;

[0027] Based on the hand torque intervention adjustment values X1, X2, and X3 and the road curvature, set 5 torque scaling breakpoints:

[0028]

[0029] Among them, LevelRoad is the road curvature, X_BP1, X_BP2... X_BP5 are the 5 first torque scaling breakpoints, X_BP1 ≤ 3 Nm, X_BP5 ≤ 3 Nm;

[0030] X_BP3 to X_BP2 and X_BP3 to X_BP4 are the confrontation areas of the hand torque and the intelligent driving system's requested torque;

[0031] X_BP2 to X_BP1 and X_BP4 to X_BP5 are the buffer areas of the hand torque and the intelligent driving requested torque, X_BP1 ∈ [X_BP2, 3] Nm, X_BP5 ∈ [-3, X_BP4] Nm;

[0032] ≥ X_BP1 and ≤ X_BP5 are the exit areas, and at this time, the vehicle's lateral control is completely controlled by the hand torque;

[0033] According to the requirements of the confrontation area, the buffer area, and the exit area, set 5 scaling factors corresponding to the 5 torque scaling breakpoints:

[0034]

[0035] Among them, Y_BP1, Y_BP2... Y_BP5 are five first scaling factors.

[0036] Optionally, modifying the sign of the hand torque based on the lane line curvature under the steering wheel rotation to obtain the modified hand torque magnitude includes:

[0037] Filter out the lane line curvature RoadCurve when the steering wheel rotation speed is greater than the set threshold according to the rotation speed of the steering wheel;

[0038] When |RoadCurve| ≤ 8.3e -4 it is determined that the current road is a straight road, and at this time, the output hand torque on the straight road is the absolute value of the current actual hand torque;

[0039] When |RoadCurve| > 8.3e -4 and RoadCurve > 0, at this time, the output hand torque on the curve is the opposite value of the current actual hand torque;

[0040] When |RoadCurve| > 8.3e -4 and RoadCurve ≤ 0, at this time, the output hand torque on the curve is the current actual hand torque;

[0041] The output hand torque is the modified hand torque magnitude.

[0042] Optionally, calculating the torque offset value in the curve according to the current vehicle speed, the vehicle inner bend intervention situation, the road curvature degree and the lane line curvature, and adjusting the multiple first torque scaling break point values and the multiple first scaling factors based on the torque offset value to obtain multiple second torque scaling break point values and multiple second scaling factors includes:

[0043] Based on the vehicle inner bend intervention situation, when the vehicle enters the curve, calculate the current lateral acceleration of the vehicle according to the current vehicle speed and the lane line curvature;

[0044] Calculate the torque offset value in the curve according to the current lateral acceleration of the vehicle and the road curvature degree;

[0045] Based on the torque offset value in the curve and the road curvature degree, adjust the multiple first torque scaling break point values to obtain multiple second torque scaling break point values;

[0046] When there is inner bend intervention, adjust the multiple first scaling factors according to the road curvature degree to obtain multiple second scaling factors.

[0047] Optionally, based on the vehicle inner bend intervention situation, when the vehicle enters the curve, calculating the current lateral acceleration of the vehicle according to the current vehicle speed and the lane line curvature includes:

[0048] Before entering the curve, the moment offset value DeadZoneOffset in the curve is 0;

[0049] When entering the curve, estimate the current lateral acceleration of the vehicle:

[0050] LatAcc = (VehSpeed) 2 ×RoadCurve;

[0051] where VehSpeed is the current vehicle speed;

[0052] Calculating the moment offset value in the curve according to the current lateral acceleration of the vehicle and the road curvature includes:

[0053] DeadZoneOffset = [(LatAcc × Factor ALat ) + Offset ALat × (1 - LevelRoad);

[0054] where Factor ALat and Offset ALat are lateral acceleration influence factors, calibrated and adjusted according to the actual control effect on the curve.

[0055] Optionally, adjusting the multiple first moment scaling breakpoint values based on the moment offset value in the curve and the road curvature to obtain multiple second moment scaling breakpoint values includes:

[0056]

[0057] where LevelRoad is the road curvature, DeadZoneOffset is the moment offset value in the curve, and X1, X2, and X3 are hand moment intervention adjustment values.

[0058] Optionally, when there is an inner curve intervention, adjusting the multiple first scaling coefficients according to the road curvature to obtain multiple second scaling coefficients includes:

[0059] When there is an inner curve intervention, calculate an intermediate variable according to the road curvature:

[0060] temp = LevelRoad × (1 - FactorScaleInnerCurve) + FactorScaleInnerCurve;

[0061] where LevelRoad is the road curvature, and the adjusted multiple second scaling coefficients are:

[0062]

[0063] Optionally, determining the final torque scaling factor based on the modified hand torque magnitude, multiple second torque scaling breakpoint values, and multiple second scaling factors includes:

[0064] Using the adjusted multiple second scaling breakpoint values and multiple second scaling factors as the horizontal and vertical coordinates for two-dimensional look-up table, and determining the final torque scaling factor by performing a look-up table based on the modified hand torque magnitude;

[0065] Taking the product of the current requested torque of the intelligent driving system and the final torque scaling factor as the final requested torque of the intelligent driving system.

[0066] A torque processing method for intelligent driving lateral control provided by the present invention first determines the deviation of the vehicle within the lane according to the relative position of the vehicle and the lane and the motion state of the host vehicle, then defines the degree of lane curvature and determines whether it is an inner bend deviation intervention; then divides the driving intervention torque into zones, sets scaling breakpoints and scaling factors; and modifies the signs of the torques on the curve and straight road according to the degree of road curvature; then modifies the scaling breakpoints and scaling factors according to the inner bend intervention situation and the degree of road curvature, and finally obtains the output torque according to the final scaling factor. The present invention comprehensively considers the straight road and curve scenarios, calculates the dead zone offset of the torque within the curve according to the degree of curve curvature and the inner bend intervention situation within the curve, and corrects the scaling factor and other methods to obtain the final steering torque, which can precisely improve the discomfort caused by sudden torque intervention in different scenarios. At the same time, according to the actual driving experience, the method of dividing the driving intervention torque into zones to set the scaling breakpoints can not only smoothly transition the correction torque, but also effectively remind the driver to take over the vehicle in time through a certain degree of resistance, avoiding driving risks. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] Figure 1 It is a flowchart of a torque processing method for intelligent driving lateral control provided by the present invention;

[0068] Figure 2 It is a schematic diagram for judging whether the lane lines on both sides of the vehicle are in the same phase or opposite phases;

[0069] Figure 3 It is a schematic diagram of torque scaling breakpoints;

[0070] Figure 4 It is a schematic diagram of the scaling factor curve corresponding to the scaling breakpoints. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0071] The following will further describe in detail the specific embodiments of the present invention in conjunction with the drawings and embodiments. The following embodiments are used to illustrate the present invention but are not intended to limit the scope of the present invention.

[0072] The present invention proposes a torque processing method for intelligent driving lateral control, seeFigure 1 , the method includes:

[0073] S1. Determine the vehicle deviation situation within the lane, and determine the vehicle's inner-curve intervention situation according to the road curvature.

[0074] It can be understood that the current lane environment and the vehicle deviation situation are judged according to the relative positions of the vehicle with respect to the lane lines on both sides. First, compare the absolute values of the distance from the vehicle to the left lane line ((Dis_L)) and the distance from the vehicle to the right lane line (Dis_R). If |Dis_L| ≤ |Dis_R|, it is considered that the vehicle is closer to the left lane line; otherwise, it is considered to be closer to the right lane line.

[0075] Then obtain the lateral speeds (LatSpeed_L, LatSpeed_R) of the vehicle with respect to the left and right lane lines. If LatSpeed_L > 0, it is considered that the vehicle is heading towards the left lane line; if LatSpeed_R > 0, it is considered that the vehicle is heading towards the right lane line.

[0076] If the result of the exclusive OR of the two conditions LatSpeed_L > 0 and LatSpeed_R > 0 is 1, it is considered that the directions of the left and right lane lines are different, that is, the two lane lines are in reverse; if the result of the exclusive OR of these two conditions is 0, it is determined that the two lane lines are in the same direction. The principle is as Figure 2 shown.

[0077] When the two lane lines are in the same direction and the vehicle is close to the left, it is considered that the vehicle deviates towards the left lane line; when the two lane lines are in the same direction and the vehicle is closer to the right, it is considered that the vehicle deviates towards the right lane line. When the two lane lines are in different directions, if LatSpeed_L > 0, it is considered that the vehicle deviates towards the left lane line; otherwise, it is considered that the vehicle deviates towards the right lane line.

[0078] Among them, when judging the inner-curve intervention situation according to the road curvature, first define the road curvature. 1 represents a straight road, and 0 represents a curved road. The curvature level of the road LevelRoad is estimated by looking up a table according to the steering intervention curvature (lane line curvature) value.

[0079] Then, according to the range of the steering intervention curvature value and the lane deviation direction, further judge the inner-curve deviation intervention situation within the curved road, which is represented by the InnerCurveIntDetd flag bit here.

[0080] When the lane line curvature RoadCurve ≥ 8.3e -4 , and the vehicle deviates towards the left lane line, it is considered that there is a deviation on the left side of the left-turn curved road; when the lane line curvature RoadCurve ≤ -8.3e -4When the vehicle deviates from the right lane line, it is considered that there is a right - hand road deviation within the right - hand turning curve. When one or both of the above conditions are met, it is considered that there is an inner - curve intervention, that is, InnerCurveIntDetd = 1. Otherwise, it is considered that there is no inner - curve intervention, InnerCurveIntDetd = 0.

[0081] S2. Set a plurality of first torque - scaling break - point values and corresponding plurality of first scaling coefficients according to the road curvature, the hand - torque intervention adjustment value, and the scaling - coefficient adjustment value.

[0082] It can be understood that first, determine the hand - torque intervention adjustment values X1, X2, X3, and the scaling - coefficient adjustment values Y1, Y2.

[0083] (1) The maximum torque value that the vehicle EPS can withstand is 3 Nm. Therefore, |Xi| ∈ [-3, 3], i = 1, 2, 3. X1 and X3 are respectively the boundary values of the control launched by the intelligent - driving system after the hand - torque intervention, which are calibration quantities. X2 is the starting anti - boundary value, which is a calibration quantity. Its absolute value usually takes [0.5, 2] Nm. If it is desired that the anti - feeling is not obvious, |X2| is taken as 0.5 Nm; if it is desired that the anti - feeling of the hand is more obvious, |X2| is taken as 2 Nm.

[0084] Set 5 scaling break - points (hereinafter referred to as the first scaling break - points) X_BP1, X_BP2…X_BP5. Usually, X_BP1 ≤ 3 Nm, X_BP5 ≤ 3 Nm.

[0085]

[0086] Among them, the areas from X_BP3 to X_BP2 and from X_BP3 to X_BP4 are the confrontation areas between the hand - torque and the torque requested by the intelligent - driving system. In this case, X_BP2 and X_BP4 are usually determined according to the calibrated X2 value of the actual debugging of the driver's driving feel. The areas from X_BP2 to X_BP1 and from X_BP4 to X_BP5 are the buffer areas between the hand - torque and the torque requested by the intelligent - driving system. X_BP1 ∈ [X_BP2, 3] Nm, X_BP5 ∈ [-3, X_BP4] Nm. The areas where the value is ≥ X_BP1 and ≤ X_BP5 are the exit areas. At this time, the vehicle lateral should be completely controlled by the hand - torque. Therefore, a plurality of first torque - scaling break - points and a torque - partition schematic diagram are obtained as Figure 3 shown.

[0087] (2) When the vehicle is completely controlled by the intelligent driving system, the lateral movement of the vehicle is controlled by the steering wheel torque request requested by the intelligent driving system. When the driver's hand torque starts to intervene, if the system torque request value increases at this time, and if the direction of the driver's hand torque is opposite to the direction of the torque requested by the system at this time, there will be a very strong hand-beating phenomenon, causing discomfort to the driver. If the direction of the driver's hand torque is the same as the direction of the torque requested by the system, and the system request torque suddenly increases, there will also be a certain driving risk. Therefore, the value range of the scaling coefficient is: |Yi| ∈ (0, 1], i = 1, 2.

[0088] According to the requirements of the confrontation area, buffer area, and exit area in (1), the corresponding scaling coefficients Y_BPi (i = 1, 2... 5) of the torque scaling points are given as follows:

[0089]

[0090] The scaling coefficient curve corresponding to the break point can be seen in Figure 4 .

[0091] S3. Based on the lane line curvature under the steering wheel rotation, modify the sign of the hand torque to obtain the modified hand torque magnitude.

[0092] It can be understood that through the steering wheel rotation speed, the lane line curvature when the steering wheel rotation speed is greater than a certain threshold is filtered out, that is, the RoadCurve value of the lane line curvature at the time of steering intervention.

[0093] According to the filtered lane line curvature RoadCurve, when |RoadCurve| ≤ 8.3e -4 , it can be determined that the current road is a straight road, and at this time, the absolute value of the hand torque on the straight road is output. When |RoadCurve| > 8.3e -4 , and RoadCurve > 0, at this time, the hand torque on the curve is output after being reversed. When |RoadCurve| > 8.3e -4 , and RoadCurve ≤ 0, at this time, the hand torque on the curve is directly output without processing.

[0094] S4. According to the current vehicle speed, the vehicle's inner bend intervention situation, the road curvature degree, and the lane line curvature, calculate the torque offset value within the curve, and based on the torque offset value, adjust the multiple first torque scaling break point values and the multiple first scaling coefficients to obtain multiple second torque scaling break point values and multiple second scaling coefficients.

[0095] As an example, calculating a moment offset value within a curve based on the current vehicle speed, the vehicle's inner curve intervention situation, the road curvature degree, and the lane line curvature, and adjusting a plurality of the first moment scaling breakpoint values and a plurality of the first scaling coefficients based on the moment offset value to obtain a plurality of second moment scaling breakpoint values and a plurality of second scaling coefficients, includes: based on the vehicle's inner curve intervention situation, when the vehicle enters a curve, calculating the current lateral acceleration of the vehicle according to the current vehicle speed and the lane line curvature; calculating the moment offset value within the curve according to the current lateral acceleration of the vehicle and the road curvature degree; adjusting a plurality of the first moment scaling breakpoint values based on the moment offset value within the curve to obtain a plurality of second moment scaling breakpoint values; when there is inner curve intervention, adjusting a plurality of the first scaling coefficients according to the road curvature degree to obtain a plurality of second scaling coefficients.

[0096] Specifically, first, judge the inner curve intervention situation according to InnerCurveIntDetd. When before entering the curve, the moment offset value DeadZoneOffset = 0; when entering the curve, it is necessary to set a non-zero moment DeadZoneOffset bias value to keep the vehicle within the curve. Among them, the moment offset value within the curve is calculated according to the lateral acceleration, and estimate the vehicle lateral acceleration:

[0097] LatAcc = (VehSpeed) 2 ×RoadCurve;

[0098] DeadZoneOffset = [(LatAcc × Factor ALat ) + Offset ALat × (1 - LevelRoad);

[0099] Among them, DeadZoneOffset is the moment offset value, LatAcc is the current lateral acceleration of the vehicle, VehSpeed is the current speed of the vehicle, Factor ALat and Offset ALat are lateral acceleration influence factors, which are calibrated and adjusted according to the actual control effect on the curve.

[0100] Adjust a plurality of the first moment scaling breakpoint values according to the moment offset value within the curve. The adjusted 5 second moment scaling breakpoint values are:

[0101]

[0102] According to the inner bend intervention situation, reduce the scaling factor and modify the scaling coefficient Y value. Specifically, on a straight road, the scaling coefficient is not modified; on a curved road, it is determined whether there is an inner bend intervention based on the inner bend judgment signal InnerCurveIntDetd. When there is no inner bend intervention, the scaling coefficient is not modified; when there is an inner bend intervention, the scaling coefficient is modified according to the road bending level LevelRoad.

[0103] Set the intermediate variable temp = LevelRoad × (1 - FactorScaleInnerCurve) + FactorScaleInnerCurve, then the adjusted multiple second scaling coefficients are:

[0104]

[0105] S5. Based on the modified hand torque magnitude, multiple second torque scaling breakpoint values, and multiple second scaling coefficients, determine the final torque scaling coefficient.

[0106] S6. Based on the final torque scaling coefficient and the current requested torque of the intelligent driving system, calculate the final requested torque.

[0107] It can be understood that according to the above steps S1 to S4, the modified and adjusted multiple second scaling breakpoint values and multiple second scaling coefficients are obtained, and the modified hand torque magnitude is obtained through step S3. In this step, based on the modified hand torque magnitude, multiple second torque scaling breakpoint values, and multiple second scaling coefficients, the final torque scaling coefficient is determined. Specifically, the adjusted multiple second scaling breakpoint values and multiple second scaling coefficients are used as the horizontal and vertical coordinates of a two-dimensional look-up table, and the final torque scaling coefficient is determined by looking up the table according to the modified hand torque magnitude. The product of the current requested torque of the intelligent driving system and the final torque scaling coefficient is used as the final requested torque of the intelligent driving system.

[0108] A torque processing method for lateral control of intelligent driving provided by an embodiment of the present invention determines the deviation of a vehicle within a lane based on the relative position of the vehicle and the lane and the motion state of the host vehicle, then defines the degree of lane curvature and determines whether it is an inner bend deviation intervention; then divides the driving intervention torque into zones, sets scaling breakpoints and scaling coefficients; and modifies the signs of the torques on curves and straight roads according to the degree of road curvature; then modifies the scaling breakpoints and scaling coefficients according to the inner bend intervention situation and the road curvature, and finally obtains the output torque according to the final scaling coefficient. The present invention comprehensively considers straight road and curve scenarios, calculates the dead zone offset of the torque within the curve according to the degree of curve curvature, the intervention situation within the curve, etc., and corrects the scaling coefficient and other methods to obtain the final steering torque, which can precisely improve the discomfort caused by sudden torque intervention in different scenarios. At the same time, according to the actual driving experience, the method of dividing the driving intervention torque into zones to set the scaling breakpoints can not only smoothly transition the correction torque, but also effectively remind the driver to take over the vehicle in time through a certain degree of confrontation, avoiding driving risks.

[0109] It should be noted that in the above embodiments, the descriptions of the various embodiments have their own emphases. For parts not detailedly described in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0110] Those skilled in the art should understand that the embodiments of the present invention can be provided as a method, a system, or a computer program product. Therefore, the present invention can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0111] The present invention is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, and the combination of processes and / or blocks in the flowchart and / or block diagram, can be realized by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded computer, or other programmable data processing devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices generate means for realizing the functions specified in Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks.

[0112] 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 that implement the function specified in the flowchart(s) Figure 1 a flowchart or flowcharts and / or block(s) Figure 1 a block or blocks.

[0113] 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, whereby the instructions executed on the computer or other programmable apparatus provide steps for implementing the function specified in the flowchart(s) Figure 1 a flowchart or flowcharts and / or block(s) Figure 1 a block or blocks.

[0114] Although the preferred embodiments of the present invention have been described, additional changes and modifications to these embodiments can be made by those skilled in the art once they learn of the basic inventive concept. Therefore, the appended claims are intended to be construed to include the preferred embodiments as well as all changes and modifications that fall within the scope of the present invention.

[0115] It is obvious that those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalent technologies, the present invention is also intended to include these modifications and variations.

Claims

1. A method for torque processing in lateral control of intelligent driving, characterized in that, it includes: Determine the vehicle deviation situation within the lane, and determine the vehicle inner-curve intervention situation according to the road curvature; Set a plurality of first torque scaling breakpoints and corresponding first scaling coefficients according to the road curvature, hand torque intervention adjustment value, and scaling coefficient adjustment value; Modify the sign of the hand torque based on the lane line curvature under the steering wheel rotation to obtain the modified hand torque magnitude; Calculate the torque offset value within the curve according to the current vehicle speed, vehicle inner-curve intervention situation, road curvature, and lane line curvature, and adjust the plurality of first torque scaling breakpoints and the plurality of first scaling coefficients based on the torque offset value to obtain a plurality of second torque scaling breakpoints and a plurality of second scaling coefficients; Determine the final torque scaling coefficient based on the modified hand torque magnitude, the plurality of second torque scaling breakpoints, and the plurality of second scaling coefficients; Calculate the final requested torque based on the final torque scaling coefficient and the current requested torque of the intelligent driving system.

2. The torque processing method according to claim 1, characterized in that, the determination of the vehicle deviation situation within the lane includes: Obtain the distance Dis_L from the vehicle to the left lane line and the distance Dis_R from the vehicle to the right lane line. If |Dis_L| ≤ |Dis_R|, the vehicle is close to the left side; otherwise, the vehicle is close to the right side; Obtain the lateral speed LatSpeed_L of the vehicle relative to the left lane line and the lateral speed LatSpeed_R of the vehicle relative to the right lane line. If LatSpeed_L > 0, it is determined that the vehicle is heading towards the left lane line; if LatSpeed_R > 0, it is determined that the vehicle is heading towards the right lane line; If the exclusive OR result of the two conditions LatSpeed_L > 0 and LatSpeed_R > 0 is 1, it is determined that the left and right lane lines are reverse; if the exclusive OR result of these two conditions is 0, it is determined that the left and right lane lines are in the same direction; When the left and right lane lines are in the same direction and the vehicle is close to the left side, it is determined that the vehicle deviates to the left side; when the left and right lane lines are in the same direction and the vehicle is close to the right side, it is determined that the vehicle deviates to the right side; When the left and right lane lines are reverse, if LatSpeed_L > 0, it is determined that the vehicle deviates to the left side; otherwise, it is determined that the vehicle deviates to the right side.

3. The torque processing method according to claim 1, characterized in that, the determination of the vehicle inner-curve intervention situation according to the road curvature includes: Determine the road curvature according to the lane line curvature by looking up a table, and determine whether the road is a straight road or a curved road according to the road curvature; When the road is a curved road, set two conditions: a. When the lane line curvature RoadCurve ≥ 8.3e -4 , and the vehicle deviates from the left lane line, it is determined that there is a deviation of the left road within the left-turning curve; b. When the lane line curvature RoadCurve ≤ -8.3e -4 , and the vehicle deviates from the right lane, it is determined that there is a deviation of the right road within the right-turn curve; When the a condition and / or the b condition are satisfied, it is determined that there is inner-curve intervention, and set the inner-curve intervention flag InnerCurveIntDetd = 1; otherwise, it is determined that there is no inner-curve intervention, and set the inner-curve intervention flag InnerCurveIntDetd = 0.

4. The torque processing method according to claim 1, characterized in that, Setting a plurality of first torque scaling breakpoint values and corresponding plurality of first scaling factors according to the road curvature, the hand torque intervention adjustment value, and the scaling factor adjustment value, includes: Determining the hand torque intervention adjustment values X1, X2, and X3, and the scaling factor adjustment values Y1 and Y2, where X1 and X3 are respectively the boundary values for the intelligent driving system to withdraw control after hand torque intervention, which are calibration values; X2 is the starting confrontation boundary value, which is a calibration value; Based on the hand torque intervention adjustment values X1, X2, and X3 and the road curvature, setting 5 torque scaling breakpoint values: Where LevelRoad is the road curvature, X_BP1, X_BP2…X_BP5 are the 5 first torque scaling breakpoint values, X_BP1 ≤ 3 Nm, X_BP5 ≤ 3 Nm; X_BP3 to X_BP2 and X_BP3 to X_BP4 are the confrontation areas between the hand torque and the torque requested by the intelligent driving system; X_BP2 to X_BP1 and X_BP4 to X_BP5 are the buffer areas between the hand torque and the torque requested by the intelligent driving system, X_BP1 ∈ [X_BP2, 3] Nm, X_BP5 ∈ [-3, X_BP4] Nm; ≥X_BP1 and ≤X_BP5 are the exit areas, at this time the vehicle lateral control is completely controlled by the hand torque; According to the requirements of the confrontation area, buffer area, and exit area, setting 5 scaling factors corresponding to the 5 torque scaling breakpoint values: Where Y_BP1, Y_BP2…Y_BP5 are the 5 first scaling factors.

5. The torque processing method according to claim 1, characterized in that Modifying the sign of the hand torque based on the lane line curvature under the steering wheel rotation to obtain the modified hand torque magnitude, includes: Filtering out the lane line curvature RoadCurve when the steering wheel rotation speed is greater than the set threshold according to the rotation speed of the steering wheel; When |RoadCurve| ≤ 8.3e -4 , it is determined that the current road is a straight road. At this time, the output hand torque on the straight road is the absolute value of the current actual hand torque; When |RoadCurve| > 8.3e -4 , and RoadCurve > 0, the output hand torque on the curve at this time is the opposite value of the current actual hand torque; When |RoadCurve| > 8.3e -4 , and RoadCurve ≤ 0, the output hand torque on the curve is the current actual hand torque at this time; The output hand torque is the modified hand torque magnitude.

6. The torque processing method according to claim 3, characterized in that Calculating the torque offset value in the curve according to the current vehicle speed, the vehicle inner bend intervention situation, the road curvature, and the lane line curvature, and based on the torque offset value, adjusting the plurality of first torque scaling breakpoint values and the plurality of first scaling factors to obtain a plurality of second torque scaling breakpoint values and a plurality of second scaling factors, includes: Based on the vehicle inner bend intervention situation, when the vehicle enters the curve, calculating the current vehicle lateral acceleration according to the current vehicle speed and the lane line curvature; Calculating the torque offset value in the curve according to the current vehicle lateral acceleration and the road curvature; Based on the torque offset value in the curve and the road curvature, adjusting the plurality of first torque scaling breakpoint values to obtain a plurality of second torque scaling breakpoint values; When there is inner bend intervention, adjusting the plurality of first scaling factors according to the road curvature to obtain a plurality of second scaling factors.

7. The torque processing method according to claim 6, characterized in that Based on the vehicle inner bend intervention situation, when the vehicle enters the curve, calculating the current vehicle lateral acceleration according to the current vehicle speed and the lane line curvature, includes: Before entering the curve, the moment offset value DeadZoneOffset in the curve is 0; When entering the curve, estimate the current lateral acceleration of the vehicle: LatAcc = (VehSpeed) 2 × RoadCurve; where VehSpeed is the current vehicle speed; Calculating the moment offset value in the curve according to the current lateral acceleration of the vehicle and the degree of road curvature includes: DeadZoneOffset = [(LatAcc × Factor ALat ) + Offset ALat × (1 - LevelRoad); Among them, Factor ALat and Offset ALat are the lateral acceleration influence factors, which are calibrated and adjusted according to the actual control effect on the curve.

8. The moment processing method according to claim 7, characterized in that, Based on the moment offset value in the curve and the degree of road curvature, adjusting the plurality of first moment scaling breakpoint values to obtain a plurality of second moment scaling breakpoint values includes: where LevelRoad is the degree of road curvature, DeadZoneOffset is the moment offset value in the curve, and X1, X2, and X3 are the hand moment intervention adjustment values.

9. The moment processing method according to claim 6, characterized in that, When there is an inner curve intervention, adjusting the plurality of first scaling coefficients according to the degree of road curvature to obtain a plurality of second scaling coefficients includes: When there is an inner curve intervention, calculate an intermediate variable according to the degree of road curvature: temp = LevelRoad × (1 - InnerCurveIntDetd) + InnerCurveIntDetd; where LevelRoad is the degree of road curvature, then the adjusted plurality of second scaling coefficients are: where Y1 and Y2 are the scaling coefficient adjustment values.

10. The moment processing method according to claim 1, characterized in that, Based on the modified hand moment magnitude, the plurality of second moment scaling breakpoint values, and the plurality of second scaling coefficients, determining the final moment scaling coefficient includes: Using the adjusted plurality of second moment scaling breakpoint values and the plurality of second scaling coefficients as the abscissa and ordinate of a two-dimensional look-up table, and looking up the table according to the modified hand moment magnitude to determine the final moment scaling coefficient; Taking the product of the current requested moment of the intelligent driving system and the final moment scaling coefficient as the final requested moment of the intelligent driving system.

Images