Vehicle compensation control method, device, equipment, medium and product
By generating and adjusting steering wheel torque and lane weights, combined with in-vehicle displays and voice prompts, the problems of vehicle drifting out of lane and driver inattention are solved, improving vehicle safety and accuracy.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- LONGYAN ZICHENG INNOVATION & TECHNOLOGY ACHIEVEMENTS TRANSFORMATION CO LTD
- Filing Date
- 2022-08-29
- Publication Date
- 2026-05-19
AI Technical Summary
In existing vehicle control technologies, inaccurate steering wheel torque generation can cause vehicles to deviate from the lane centerline, and prolonged driving with low driver attention can compromise safety.
By generating steering wheel torque, lane weight, and compensation torque, the system adjusts the steering wheel torque based on the distance between the vehicle and the lane centerline and the lane width to keep the vehicle on the lane centerline, and improves driver attention through in-vehicle display and voice prompts.
It improves the accuracy of steering wheel torque, reduces vehicle vibrations when veering off the lane centerline, enhances driving safety, and improves driver concentration through prompts.
Smart Images
Figure CN115571123B_ABST
Abstract
Description
Technical Field
[0001] The embodiments disclosed herein relate to the field of computer technology, and more specifically to vehicle compensation control methods, apparatus, devices, media, and products. Background Technology
[0002] The task of a vehicle control system is to interpret macroscopic commands for behavioral decisions as trajectory curves with time information, thereby controlling the vehicle's speed and direction of travel to ensure it follows the planned speed curve and path. Currently, the common approach to vehicle control is to use steering wheel torque generated by closed-loop control logic to control the vehicle.
[0003] However, the inventors discovered that when using the above method to control a vehicle, the following technical problems often arise:
[0004] First, when the distance between the vehicle and the lane centerline deviates significantly, the accuracy of the generated steering torque is low. Insufficient steering torque makes it difficult to control the vehicle and bring it back to the lane centerline, while excessive steering torque causes vehicle vibration, reducing driving safety.
[0005] Secondly, drivers tend to have lower concentration levels when driving for extended periods, which reduces vehicle safety.
[0006] The information disclosed in this background section is only intended to enhance the understanding of the background of the inventive concept, and therefore may contain information that does not constitute prior art known to those skilled in the art. Summary of the Invention
[0007] The summary portion of this disclosure is intended to provide a brief overview of the concepts, which will be described in detail in the detailed description portion. This summary portion is not intended to identify key or essential features of the claimed technical solutions, nor is it intended to limit the scope of the claimed technical solutions.
[0008] Some embodiments of this disclosure provide vehicle compensation control methods, apparatuses, electronic devices, computer-readable media, and computer program products to solve one or more of the technical problems mentioned in the background section above.
[0009] In a first aspect, some embodiments of this disclosure provide a vehicle compensation control method, the method comprising: generating a steering wheel torque in response to determining that an emergency lane keeping mode of a target vehicle is activated; controlling the target vehicle to travel in a target lane according to the steering wheel torque; generating a lane weight based on the distance between the target vehicle and the lane centerline of the target lane and the lane width of the target lane; generating a first steering wheel compensation torque based on a calibrable compensable hand torque corresponding to the target vehicle and the lane weight; generating a second steering wheel compensation torque based on the lane weight, the steering wheel torque and the first steering wheel compensation torque; and responding to determining that an emergency lane keeping mode of a target vehicle is activated, generating a steering wheel torque; controlling the target vehicle to travel in a target lane according to the ... The steering wheel torque and the second steering wheel compensation torque have the same sign, and the absolute value of the difference between the steering wheel torque and the second steering wheel compensation torque is determined as the absolute value of the torque difference; in response to determining that the target vehicle moves from the right side of the lane center line to the left side of the lane center line and the absolute value of the torque difference is greater than a first preset threshold, or that the target vehicle moves from the left side of the lane center line to the right side of the lane center line and the absolute value of the torque difference is greater than the first preset threshold, the second steering wheel compensation torque is determined as the target steering wheel torque; based on the target steering wheel torque, the target vehicle is controlled to drive on the lane center line.
[0010] Secondly, some embodiments of this disclosure provide a vehicle compensation control device, the device comprising: a first generation unit configured to generate steering wheel torque in response to activation of an emergency lane keeping mode of a target vehicle; a first control unit configured to control the target vehicle to travel in a target lane based on the steering wheel torque; a second generation unit configured to generate lane weight based on the distance between the target vehicle and the lane centerline of the target lane and the lane width of the target lane; a third generation unit configured to generate a first steering wheel compensation torque based on a calibrable compensable hand torque corresponding to the target vehicle and the lane weight; and a fourth generation unit configured to generate a second steering wheel compensation torque based on the lane weight, the steering wheel torque, and the first steering wheel compensation torque. The system includes: a compensation torque; a first determining unit configured to, in response to determining that the steering wheel torque and the second steering wheel compensation torque have the same sign, determine the absolute value of the difference between the steering wheel torque and the second steering wheel compensation torque as the absolute value of the torque difference; a second determining unit configured to, in response to determining that the target vehicle moves from the right side of the lane centerline to the left side of the lane centerline and the absolute value of the torque difference is greater than a first preset threshold, or that the target vehicle moves from the left side of the lane centerline to the right side of the lane centerline and the absolute value of the torque difference is greater than the first preset threshold, determine the second steering wheel compensation torque as the target steering wheel torque; and a second control unit configured to, based on the target steering wheel torque, control the target vehicle to travel on the lane centerline.
[0011] Thirdly, some embodiments of this disclosure provide an electronic device, including: one or more processors; and a storage device having one or more programs stored thereon, wherein when the one or more programs are executed by the one or more processors, the one or more processors implement the method described in any implementation of the first aspect above.
[0012] Fourthly, some embodiments of this disclosure provide a computer-readable medium having a computer program stored thereon, wherein the program, when executed by a processor, implements the method described in any of the implementations of the first aspect above.
[0013] Fifthly, some embodiments of this disclosure provide a computer program product, including a computer program that, when executed by a processor, implements the method described in any of the implementations of the first aspect above.
[0014] The various embodiments of this disclosure have the following beneficial effects: the vehicle compensation control method of some embodiments of this disclosure improves the accuracy of the generated steering wheel torque, thereby improving vehicle driving safety. Specifically, the reason for the low accuracy of the generated steering wheel torque is that the accuracy of the generated steering wheel torque is low when the distance deviation between the vehicle and the lane centerline is large. When the steering wheel torque is small, it is impossible to control the vehicle to return to the lane centerline; when the steering wheel torque is large, it causes the vehicle to vibrate, reducing vehicle driving safety. Based on this, the vehicle compensation control method of some embodiments of this disclosure first generates steering wheel torque in response to determining that the emergency lane keeping mode of the target vehicle is activated. According to the steering wheel torque, the target vehicle is controlled to drive in the target lane. Thus, the target vehicle can be controlled to drive in the target lane based on the steering wheel torque generated when the emergency lane keeping mode of the target vehicle is activated. Secondly, a lane weight is generated according to the distance between the target vehicle and the lane centerline of the target lane and the lane width of the target lane. Thus, the generated lane weight provides data preparation for the generation of the first steering wheel compensation torque and the second steering wheel compensation torque. Then, based on the calibrable compensable hand torque and lane weight corresponding to the target vehicle, a first steering wheel compensation torque is generated. Based on the lane weight, the steering wheel torque, and the first steering wheel compensation torque, a second steering wheel compensation torque is generated. In response to determining that the steering wheel torque and the second steering wheel compensation torque have the same sign, the absolute value of the difference between the two torques is determined as the absolute value of the torque difference. Thus, a second steering wheel compensation torque can be generated with high accuracy based on the lane weight, the steering wheel torque, and the first steering wheel compensation torque. The steering wheel torque and the second steering wheel compensation torque provide a basis for determining the output of the target steering wheel torque. Finally, in response to determining that the target vehicle moves from the right side of the lane centerline to the left side of the lane centerline and the absolute value of the torque difference is greater than a first preset threshold, or that the target vehicle moves from the left side of the lane centerline to the right side of the lane centerline and the absolute value of the torque difference is greater than the first preset threshold, the second steering wheel compensation torque is determined as the target steering wheel torque. Based on the target steering wheel torque, the target vehicle is controlled to travel on the lane centerline. Therefore, based on the aforementioned movement determination conditions of the target vehicle, a target steering torque is determined, controlling the target vehicle to travel along the centerline of the lane. Furthermore, because of the aforementioned lane weights, steering torque, and first steering torque compensation, a second steering torque compensation can be generated with high accuracy of the target steering torque. Also, based on the determination of the target vehicle's movement conditions, a target steering torque of suitable magnitude can be determined.This controls the target vehicle to travel stably along the center line of the lane. Consequently, it improves the accuracy of the generated steering torque, thus enhancing vehicle safety. Attached Figure Description
[0015] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and elements are not necessarily drawn to scale.
[0016] Figure 1 This is a flowchart of some embodiments of the vehicle compensation control method according to the present disclosure;
[0017] Figure 2 This is a schematic diagram of the structure of some embodiments of the vehicle compensation control device according to the present disclosure;
[0018] Figure 3 This is a schematic diagram of the structure of an electronic device suitable for implementing some embodiments of the present disclosure. Detailed Implementation
[0019] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.
[0020] It should also be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings. Unless otherwise specified, the embodiments and features described in this disclosure can be combined with each other.
[0021] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are used only to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependencies.
[0022] It should be noted that the terms "a" and "a plurality of" used in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".
[0023] The names of messages or information exchanged between multiple devices in the embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of such messages or information.
[0024] This disclosure will now be described in detail with reference to the accompanying drawings and embodiments.
[0025] Figure 1 A flow 100 of some embodiments of a vehicle compensation control method according to the present disclosure is shown. The vehicle compensation control method includes the following steps:
[0026] Step 101: In response to the determination that the emergency lane keeping mode of the target vehicle is activated, a steering wheel torque is generated.
[0027] In some embodiments, in response to determining that the emergency lane keeping mode of the target vehicle is activated, the executor of the vehicle compensation control method (e.g., an on-board terminal) can generate steering wheel torque. The target vehicle can be a vehicle carrying the executor. The emergency lane keeping mode of the target vehicle can be a mode in which the emergency lane keeping function of the target vehicle activates safety protection when the executor detects an emergency.
[0028] In practice, the aforementioned executing entity can generate steering wheel torque through the following steps:
[0029] The first step is to generate the wheel angle corresponding to the distance between the target vehicle and the lane centerline, based on the distance between the target vehicle and the lane centerline. In some embodiments, the executing entity may generate the wheel angle corresponding to the distance between the target vehicle and the lane centerline based on the distance between the target vehicle and the lane centerline. The wheel angle can be the steering angle of the front wheels of the target vehicle.
[0030] In practice, the aforementioned executing entity can transmit the distance between the target vehicle and the lane centerline to the Advanced Driving Assistance System (ADAS) to obtain the wheel-side angle corresponding to the distance between the target vehicle and the lane centerline.
[0031] The second step involves determining the power steering motor torque corresponding to the aforementioned wheel angle based on the preset return-to-center parameter table for the target vehicle. This power steering motor torque can be the torque provided by the electric power steering motor of the target vehicle. Alternatively, it can be the torque of the EPS (Electric Power Steering) power steering motor. The preset return-to-center parameter table can be a table obtained from the return-to-center test of the target vehicle. This table represents the correspondence between the wheel angle and the power steering motor torque of the target vehicle. In practice, the executing entity can find the power steering motor torque corresponding to the aforementioned wheel angle from the preset return-to-center parameter table.
[0032] The third step is to determine the corresponding steering wheel torque based on the aforementioned power steering motor torque. In practice, the actuator can find the corresponding steering wheel torque using the power steering curve. The power steering curve represents the correspondence between the steering wheel torque and the power steering motor torque.
[0033] Step 102: Control the target vehicle to drive in the target lane according to the steering wheel torque.
[0034] In some embodiments, the aforementioned executing entity can control the target vehicle to travel in the target lane based on the aforementioned steering wheel torque. The target lane can be the lane in which the target vehicle is traveling.
[0035] In practice, the aforementioned execution entity can send the steering wheel torque to the EPS to control the target vehicle to drive in the target lane.
[0036] Step 103: Generate lane weights based on the distance between the target vehicle and the center line of the target lane and the width of the target lane.
[0037] In some embodiments, the executing entity may generate lane weights based on the distance between the target vehicle and the lane centerline of the target lane and the lane width of the target lane.
[0038] In practice, the aforementioned implementing entities can generate lane weights through the following steps:
[0039] The first step is to determine the distance between the target vehicle and the center line of the target lane as the center line distance.
[0040] The second step is to determine the lane weight as the ratio of the distance to the center line to half the width of the target lane.
[0041] Optionally, the executing entity may generate the distance between the target vehicle and the lane centerline of the target lane through the following steps:
[0042] The first step is to establish a coordinate system with the center of the rear axle of the target vehicle as the origin. The vertical axis of this coordinate system represents the ray traveling in the direction of the target vehicle's movement. The horizontal axis represents a straight line perpendicular to the ray traveling in the direction of the target vehicle's movement. The positive direction of the vertical axis corresponds to the direction of the target vehicle's movement. The positive direction of the horizontal axis is from the origin of the coordinate system to the right edge of the target lane. The center of the rear axle can be the midpoint of the lever connecting the two rear wheels of the target vehicle.
[0043] The second step is to determine the intersection of the horizontal axis of the above coordinate system and the left edge of the target lane as the first coordinate.
[0044] In practice, firstly, the aforementioned executing entity can use a perspective matrix to transform the coordinates of each three-dimensional point in the point cloud data of the left edge of the target lane into coordinates of each two-dimensional point in the aforementioned coordinate system, and use the transformed two-dimensional coordinates as the set of left edge point coordinates. Then, the left edge point coordinates with zero ordinates and negative abscissas included in the set of left edge point coordinates can be determined as the first coordinates. The point cloud data of the left edge of the target lane is obtained by scanning with an onboard LiDAR installed on the target vehicle. The point cloud data of the left edge of the target lane can be the point cloud data corresponding to the left edge of the target lane within the overall point cloud data of the target lane.
[0045] The third step is to determine the intersection of the horizontal axis of the above coordinate system and the right edge of the target lane as the second coordinate.
[0046] In practice, firstly, the aforementioned executing entity can use a perspective matrix to transform the coordinates of each three-dimensional point in the point cloud data of the right edge of the target lane into coordinates of each two-dimensional point in the aforementioned coordinate system, and use the transformed coordinates of each two-dimensional point as the set of right edge point coordinates. Then, the right edge point coordinates with zero ordinates and positive abscissas included in the set of right edge point coordinates can be determined as the second coordinates. The point cloud data of the right edge of the target lane is obtained by scanning with an onboard LiDAR installed on the target vehicle. The point cloud data of the right edge of the target lane can be the point cloud data corresponding to the right edge of the target lane within the overall point cloud data of the target lane.
[0047] Fourth, the abscissa of the first coordinate is determined as the left boundary value. The left boundary value is negative. This left boundary value represents the magnitude of the negative distance between the target vehicle and the left edge of the target lane.
[0048] Fifth, the abscissa of the second coordinate system is determined as the right boundary value. This right boundary value is a positive number. It represents the positive distance between the target vehicle and the right edge of the target lane.
[0049] Step 6: Based on the aforementioned left and right boundary values, determine the distance between the target vehicle and the lane centerline. In practice, the executing entity can determine the distance between the target vehicle and the lane centerline as the sum of the aforementioned left and right boundary values.
[0050] Optionally, the executing entity determines the difference between the left boundary value and the right boundary value as the lane width of the target lane.
[0051] Optionally, before generating steering wheel torque in response to the activation of the emergency lane keeping mode of the target vehicle, the aforementioned actuator may perform the following steps:
[0052] The first step is to activate the emergency lane keeping mode of the target vehicle in response to determining that the distance between the oncoming vehicle and the target vehicle is less than or equal to a first preset safe distance and that the target vehicle has moved to the left of the center line of the lane.
[0053] In some embodiments, in response to determining that the distance between an oncoming vehicle and the target vehicle is less than or equal to a first preset safety distance and that the target vehicle has moved to the left side of the lane centerline, the executing entity may activate the emergency lane-keeping mode of the target vehicle. The first preset safety distance may be a first longitudinal distance that allows the target vehicle to move from the left side of the lane centerline to the lane centerline before a collision occurs between the oncoming vehicle and the target vehicle. The first longitudinal distance may be the distance between the oncoming vehicle and the target vehicle. The oncoming vehicle may be the vehicle closest to the target vehicle from the opposite direction. For example, the first preset safety distance may be 90 meters. The left side of the lane centerline may be the left side of the front of the target vehicle corresponding to its direction of travel.
[0054] In practice, in response to determining that the distance between the oncoming vehicle and the target vehicle is less than or equal to a first preset safety distance and that the target vehicle has moved to the left of the center line of the lane, the executing entity may activate the emergency lane keeping mode of the target vehicle.
[0055] The second step involves activating the emergency lane keeping mode of the target vehicle in response to determining that the distance between the oncoming vehicle and the target vehicle is less than or equal to a second preset safety distance and that the target vehicle has moved to the left of the center line of the lane.
[0056] In some embodiments, in response to determining that the distance between the approaching vehicle and the target vehicle is less than or equal to a second preset safety distance and that the target vehicle has moved to the left of the lane centerline, the executing entity may activate the emergency lane-keeping mode of the target vehicle. The second preset safety distance may be a second longitudinal distance that allows the target vehicle to move from the left side of the lane centerline to the lane centerline before a collision occurs. The second longitudinal distance may be the distance between the approaching vehicle and the target vehicle. The approaching vehicle may be the vehicle closest to the target vehicle from behind. For example, the second preset safety distance may be 150 meters.
[0057] In practice, in response to the determination that the distance between the oncoming vehicle and the target vehicle is less than or equal to the second preset safety distance and the target vehicle moves to the left of the center line of the lane, the execution entity can activate the emergency lane keeping mode of the target vehicle.
[0058] The third step is to activate the emergency lane keeping mode of the target vehicle in response to determining that the target vehicle has moved to the right side of the center line of the lane and that the distance between the target vehicle and the right edge of the target lane is less than or equal to a third preset safety distance.
[0059] In some embodiments, in response to determining that the target vehicle has moved to the right side of the lane centerline and that the distance between the target vehicle and the right edge of the target lane is less than or equal to a third preset safety distance, the executing entity may activate the emergency lane-keeping mode of the target vehicle. The third preset safety distance can be the lateral distance by which the target vehicle moves from the right side of the lane centerline to the lane centerline before a collision occurs. This lateral distance can be the distance between the target vehicle and the right edge of the target lane. For example, the third preset safety distance can be 30 cm. The right side of the lane centerline can be the right side of the front of the target vehicle corresponding to its direction of travel. The distance between the target vehicle and the right edge of the target lane can be the distance represented by the abscissa of the second coordinate system.
[0060] In practice, in response to determining that the target vehicle has moved to the right side of the center line of the lane and that the distance between the target vehicle and the right edge of the target lane is less than or equal to a third preset safety distance, the executing entity may activate the emergency lane keeping mode of the target vehicle.
[0061] Optionally, the aforementioned implementing entity may also perform the following steps:
[0062] The fourth step is to activate the on-board display device of the target vehicle in response to the determination that the emergency lane keeping mode of the target vehicle is activated.
[0063] In some embodiments, in response to determining that the emergency lane keeping mode of the target vehicle is activated, the executing entity may activate the operating mode of the vehicle-mounted display device of the target vehicle. The operating mode represents a mode in which the lane edge image of the target lane is displayed on the vehicle-mounted display device.
[0064] In practice, in response to the activation of the emergency lane keeping mode of the target vehicle, the executing entity can activate the operating mode of the vehicle's onboard display device.
[0065] The fifth step involves, in response to determining that the absolute value of the left boundary value is less than the second preset threshold, displaying the first lane edge image and the first safety warning information corresponding to the target lane on the vehicle display device, and controlling the associated sound playback device to play the first safety warning information.
[0066] In some embodiments, in response to determining that the absolute value of the left boundary value is less than a second preset threshold, a first lane edge image corresponding to the target lane and a first safety warning message are displayed on the in-vehicle display device, and an associated sound playback device is controlled to play the first safety warning message. The first lane edge image displays a left and right lane edge. The left lane edge is displayed in red in the first lane edge image. The second preset threshold can be 30 cm. The first safety warning message can be information reminding the driver to pay attention to safety issues while the target vehicle is traveling on the left. For example, the first safety warning message can be "Please pay attention to maintaining a safe distance from the left boundary line." The sound playback device can be a device for playing sound. For example, the sound playback device can be a speaker installed in the target vehicle. Alternatively, the sound playback device can also be a sound playback terminal communicatively connected to the execution entity. The sound playback terminal can be a mobile phone or headphones.
[0067] The sixth step involves, in response to determining that the absolute value of the right boundary value is less than the second preset threshold, displaying the second lane edge image and the second safety warning information corresponding to the target lane on the vehicle display device, and controlling the sound playback device to play the second safety warning information.
[0068] In some embodiments, in response to determining that the absolute value of the right boundary value is less than the second preset threshold, a second lane edge image corresponding to the target lane and second safety warning information are displayed on the in-vehicle display device, and the sound playback device is controlled to play the second safety warning information. The second lane edge image displays a left and right lane edge, with the right lane edge displayed in red. The second safety warning information may be information reminding the driver to pay attention to safety issues while the target vehicle is traveling on the right. For example, the second safety warning information may be "Please maintain a safe distance from the right boundary line."
[0069] The seventh step involves, in response to determining that the absolute value of the left boundary value is greater than or equal to the second preset threshold and the absolute value of the right boundary value is greater than or equal to the second preset threshold, displaying a third lane edge image and a third safety warning message corresponding to the target lane on the in-vehicle display device, and controlling the sound playback device to play the third safety warning message.
[0070] In some embodiments, in response to determining that the absolute value of the left boundary value is greater than or equal to the second preset threshold and the absolute value of the right boundary value is greater than or equal to the second preset threshold, a third lane edge image corresponding to the target lane and third safety warning information are displayed in the vehicle-mounted display device, and the sound playback device is controlled to play the third safety warning information. The third lane edge image displays a left edge line and a right edge line, both displayed in green. The third safety warning information may be information reminding the driver to pay attention to road safety issues ahead of the target vehicle. For example, the third safety warning information may be "The vehicle is currently in a safe driving state; please continue to maintain and pay attention to the road conditions ahead."
[0071] The first to seventh steps and related content described above constitute an inventive point of this disclosure, solving the second technical problem mentioned in the background art: "Drivers' concentration is low during long-term driving, leading to low vehicle safety." Factors contributing to low vehicle safety often include: drivers' concentration is low during long-term driving, resulting in low vehicle safety. Solving these factors can improve vehicle safety. To achieve this, firstly, in response to determining that the distance between an oncoming vehicle and the target vehicle does not meet a first preset safety distance and that the target vehicle has moved to the left of the lane centerline, the emergency lane keeping mode of the target vehicle is activated. Secondly, in response to determining that the distance between a following vehicle and the target vehicle does not meet a second preset safety distance and that the target vehicle has moved to the left of the lane centerline, the emergency lane keeping mode of the target vehicle is activated. Thirdly, in response to determining that the target vehicle has moved to the right of the lane centerline and that the distance between the target vehicle and the right edge of the target lane does not meet a third preset safety distance, the emergency lane keeping mode of the target vehicle is activated. Therefore, based on the possibility of collisions between the target vehicle and the oncoming vehicle, the target vehicle and the following vehicle, and the target vehicle and the right edge of the target lane, the emergency lane keeping mode of the target vehicle is activated. Secondly, in response to determining that the emergency lane keeping mode of the target vehicle is activated, the operating mode of the vehicle-mounted display device of the target vehicle is turned on. This operating mode represents the mode of displaying the lane edge image of the target lane on the vehicle-mounted display device. Thus, the operating mode of the vehicle-mounted display device of the target vehicle is turned on, preparing for safe driving of the target vehicle. Finally, in response to determining that the absolute value of the left boundary value is less than a second preset threshold, a first lane edge image and a first safety warning message corresponding to the target lane are displayed on the vehicle-mounted display device, and the associated sound playback device is controlled to play the first safety warning message. The first lane edge image displays the left and right edge lines. The left edge line is displayed in red in the first lane edge image. Thus, an interface prompt and voice reminder are provided for the potential left-side danger when the target vehicle is driving. In response to determining that the absolute value of the right boundary value is less than the second preset threshold, the system displays a second lane edge image and a second safety warning message corresponding to the target lane on the in-vehicle display device, and controls the sound playback device to play the second safety warning message. The second lane edge image displays both the left and right lane edges, with the right lane edge displayed in red. This provides both an interface prompt and a voice reminder for potential right-side hazards that may occur while the target vehicle is driving.In response to determining that the absolute values of the left boundary value and the right boundary value are both greater than or equal to the second preset threshold, the system displays a third lane edge image and a third safety warning message corresponding to the target lane on the in-vehicle display device, and controls the sound playback device to play the third safety warning message. The third lane edge image displays the left and right lane edges, which are displayed in green. This provides interface prompts and voice reminders for the target vehicle when it is driving in the middle of the target lane, thereby improving vehicle safety. Furthermore, because the target vehicle may collide with oncoming vehicles, rearward vehicles, or the right lane edge of the target lane, the emergency lane keeping mode of the target vehicle is activated. Based on the in-vehicle display device and voice playback device, interface prompts and voice reminders are provided for potential safety hazards to the target vehicle, further improving vehicle safety.
[0072] Step 104: Generate the first steering wheel compensation torque based on the calibrable compensable hand torque and lane weight of the corresponding target vehicle.
[0073] In some embodiments, the executing entity can generate a first steering wheel compensation torque based on the calibrable compensable hand torque and lane weight corresponding to the target vehicle. The calibrable compensable hand torque can be obtained by querying a vehicle speed interpolation table for the target vehicle. The vehicle speed interpolation table represents the correspondence between the vehicle speed and the calibrable compensable hand torque of the target vehicle.
[0074] In practice, the aforementioned executing entity can determine the first steering wheel compensation torque as the product of the aforementioned calibrable compensable hand torque and the aforementioned lane weight.
[0075] Step 105: Generate the second steering wheel compensation torque based on lane weight, steering wheel torque, and the first steering wheel compensation torque.
[0076] In some embodiments, the execution entity may generate a second steering wheel compensation torque based on the lane weight, the steering wheel torque, and the first steering wheel compensation torque.
[0077] In practice, the aforementioned executing entity can generate the second steering wheel compensation torque based on the following steps:
[0078] The first step is to generate the first lane weight based on the lane weights mentioned above. In practice, the executing entity can determine the first lane weight as the difference between 1 and the square of the lane weights mentioned above.
[0079] The second step involves generating a first steering wheel torque based on the aforementioned first lane weight and steering wheel torque. In practice, the executing entity can determine the first steering wheel torque as the product of the aforementioned first lane weight and steering wheel torque.
[0080] The third step involves generating a second steering wheel compensation torque based on the aforementioned first steering wheel torque and first steering wheel compensation torque. In practice, the executing entity can determine the second steering wheel compensation torque as the sum of the aforementioned first steering wheel torque and first steering wheel compensation torque. The formula for determining the second steering wheel compensation torque can be:
[0081] F=(1-k 2 )*F1+F2.
[0082] Where F represents the second steering wheel compensation torque, F1 represents the steering wheel torque, F2 represents the first steering wheel torque, and k represents the lane weight. 1-k 2 This represents the weight of the first lane. (1-k) 2 *F1 represents the first steering wheel torque.
[0083] Step 106: In response to determining that the steering wheel torque and the second steering wheel compensation torque have the same sign, the absolute value of the difference between the steering wheel torque and the second steering wheel compensation torque is determined as the absolute value of the torque difference.
[0084] In some embodiments, in response to determining that the steering wheel torque and the second steering wheel compensation torque have the same sign, the executing entity may determine the absolute value of the difference between the steering wheel torque and the second steering wheel compensation torque as the absolute value of the torque difference. Wherein, "same sign" can mean that the values of the steering wheel torque and the second steering wheel compensation torque are both positive or both are both negative.
[0085] In practice, in response to determining that the aforementioned steering wheel torque and the aforementioned second steering wheel compensation torque have the same sign, the aforementioned execution entity can determine the absolute value of the difference between the aforementioned steering wheel torque and the aforementioned second steering wheel compensation torque as the absolute value of the torque difference.
[0086] Step 107: In response to determining that the target vehicle moves from the right side of the lane centerline to the left side of the lane centerline and the absolute value of the torque difference is greater than the first preset threshold, or the target vehicle moves from the left side of the lane centerline to the right side of the lane centerline and the absolute value of the torque difference is greater than the first preset threshold, the second steering wheel compensation torque is determined as the target steering wheel torque.
[0087] In some embodiments, in response to determining that the target vehicle has moved from the right side of the lane centerline to the left side of the lane centerline and the absolute value of the torque difference is greater than a first preset threshold, or that the target vehicle has moved from the left side of the lane centerline to the right side of the lane centerline and the absolute value of the torque difference is greater than the first preset threshold, the executing entity can determine the second steering wheel compensation torque as the target steering wheel torque. Specifically, when the target vehicle moves from the right side of the lane centerline to the left side of the lane centerline, the current lane weight is negative, and the previous lane weight was positive; this indicates that the target vehicle has moved from the right side of the lane centerline to the left side. Similarly, when the target vehicle moves from the left side of the lane centerline to the right side of the lane centerline, the current lane weight is positive, and the previous lane weight was negative; this also indicates that the target vehicle has moved from the left side of the lane centerline to the right side. The first preset threshold can be 0.4 Nm.
[0088] In practice, in response to determining that the target vehicle moves from the right side of the lane centerline to the left side of the lane centerline and the absolute value of the torque difference is greater than the first preset threshold, or that the target vehicle moves from the left side of the lane centerline to the right side of the lane centerline and the absolute value of the torque difference is greater than the first preset threshold, the executing entity can determine the second steering wheel compensation torque as the target steering wheel torque.
[0089] In some optional implementations of some embodiments, in response to determining that the target vehicle moves from the right side of the lane centerline to the left side of the lane centerline and the absolute value of the torque difference is less than a first preset threshold, or that the target vehicle moves from the left side of the lane centerline to the right side of the lane centerline and the absolute value of the torque difference is less than the first preset threshold, the execution entity may determine the steering wheel torque as the target steering wheel torque.
[0090] Step 108: Based on the target steering wheel torque, control the target vehicle to drive on the center line of the lane.
[0091] In some embodiments, based on the target steering wheel torque, the actuator can control the target vehicle to travel on the lane centerline. The target steering wheel torque can be the torque required to smoothly pull the target vehicle back to the lane centerline.
[0092] In practice, based on the target steering wheel torque, the actuator can send the target steering wheel torque to the EPS to control the target vehicle to travel on the center line of the lane.
[0093] The various embodiments of this disclosure have the following beneficial effects: the vehicle compensation control method of some embodiments of this disclosure improves the accuracy of the generated steering wheel torque, thereby improving vehicle driving safety. Specifically, the reason for the low accuracy of the generated steering wheel torque is that the accuracy of the generated steering wheel torque is low when the distance deviation between the vehicle and the lane centerline is large. When the steering wheel torque is small, it is impossible to control the vehicle to return to the lane centerline; when the steering wheel torque is large, it causes the vehicle to vibrate, reducing vehicle driving safety. Based on this, the vehicle compensation control method of some embodiments of this disclosure first generates steering wheel torque in response to determining that the emergency lane keeping mode of the target vehicle is activated. According to the steering wheel torque, the target vehicle is controlled to drive in the target lane. Thus, the target vehicle can be controlled to drive in the target lane based on the steering wheel torque generated when the emergency lane keeping mode of the target vehicle is activated. Secondly, a lane weight is generated according to the distance between the target vehicle and the lane centerline of the target lane and the lane width of the target lane. Thus, the generated lane weight provides data preparation for the generation of the first steering wheel compensation torque and the second steering wheel compensation torque. Then, based on the calibrable compensable hand torque and lane weight corresponding to the target vehicle, a first steering wheel compensation torque is generated. Based on the lane weight, the steering wheel torque, and the first steering wheel compensation torque, a second steering wheel compensation torque is generated. In response to determining that the steering wheel torque and the second steering wheel compensation torque have the same sign, the absolute value of the difference between the two torques is determined as the absolute value of the torque difference. Thus, a second steering wheel compensation torque can be generated with high accuracy based on the lane weight, the steering wheel torque, and the first steering wheel compensation torque. The steering wheel torque and the second steering wheel compensation torque provide a basis for determining the output of the target steering wheel torque. Finally, in response to determining that the target vehicle moves from the right side of the lane centerline to the left side of the lane centerline and the absolute value of the torque difference is greater than a first preset threshold, or that the target vehicle moves from the left side of the lane centerline to the right side of the lane centerline and the absolute value of the torque difference is greater than the first preset threshold, the second steering wheel compensation torque is determined as the target steering wheel torque. Based on the target steering wheel torque, the target vehicle is controlled to travel on the lane centerline. Therefore, based on the aforementioned movement determination conditions of the target vehicle, a target steering torque is determined, controlling the target vehicle to travel along the centerline of the lane. Furthermore, because of the aforementioned lane weights, steering torque, and first steering torque compensation, a second steering torque compensation can be generated with high accuracy of the target steering torque. Also, based on the determination of the target vehicle's movement conditions, a target steering torque of suitable magnitude can be determined.This controls the target vehicle to travel stably along the center line of the lane. Consequently, it improves the accuracy of the generated steering torque, thus enhancing vehicle safety.
[0094] Further reference Figure 2 As an implementation of the methods shown in the above figures, this disclosure provides some embodiments of a vehicle compensation control device, which are similar to... Figure 1 Corresponding to the method embodiments shown, the device can be specifically applied to various electronic devices.
[0095] like Figure 2 As shown, a vehicle compensation control device 200 in some embodiments includes: a first generation unit 201, a first control unit 202, a second generation unit 203, a third generation unit 204, a fourth generation unit 205, a first determination unit 206, a second determination unit 207, and a second control unit 208. The first generation unit 201 is configured to generate steering wheel torque in response to the activation of an emergency lane keeping mode for a determined target vehicle; the first control unit 202 is configured to control the target vehicle to travel on the lane centerline of a target lane based on the steering wheel torque; the second generation unit 203 is configured to generate lane weight based on the distance between the target vehicle and the lane centerline of the target lane and the lane width of the target lane; the third generation unit 204 is configured to generate a first steering wheel compensation torque based on a calibrable compensable hand torque corresponding to the target vehicle and the lane weight; the fourth generation unit 205 is configured to generate a second steering wheel compensation torque based on the lane weight, the steering wheel torque, and the first steering wheel compensation torque; the first determination unit 206, the first determination unit 207, and the second control unit 208. Unit 206 is configured to determine the absolute value of the difference between the steering wheel torque and the second steering wheel compensation torque as the absolute value of the torque difference in response to determining that the steering wheel torque and the second steering wheel compensation torque have the same sign; second determining unit 207 is configured to determine the second steering wheel compensation torque as the target steering wheel torque in response to determining that the target vehicle moves from the right side of the lane center line to the left side of the lane center line and the absolute value of the torque difference is greater than a first preset threshold, or that the target vehicle moves from the left side of the lane center line to the right side of the lane center line and the absolute value of the torque difference is greater than the first preset threshold; second control unit 208 is configured to control the target vehicle to travel on the lane center line based on the target steering wheel torque.
[0096] It is understandable that the units described in the vehicle compensation control device 200 are related to the reference Figure 1 The steps in the described method correspond to each other. Therefore, the operations, features, and beneficial effects described above for the method also apply to the device 200 and the units contained therein, and will not be repeated here.
[0097] The following is for reference. Figure 3 It shows a schematic diagram of the structure of an electronic device (e.g., a computing device) 300 suitable for implementing some embodiments of the present disclosure. Figure 3 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of this disclosure.
[0098] like Figure 3 As shown, the electronic device 300 may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 301, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 302 or a program loaded from a storage device 308 into a random access memory (RAM) 303. The RAM 303 also stores various programs and data required for the operation of the electronic device 300. The processing unit 301, ROM 302, and RAM 303 are interconnected via a bus 304. An input / output (I / O) interface 305 is also connected to the bus 304.
[0099] Typically, the following devices can be connected to I / O interface 305: input devices 306 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 307 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 308 including, for example, magnetic tapes, hard disks, etc.; and communication devices 309. Communication device 309 allows electronic device 300 to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 3 An electronic device 300 with various devices is shown; however, it should be understood that it is not required to implement or possess all of the devices shown. More or fewer devices may be implemented or possessed alternatively. Figure 3 Each box shown can represent a device or multiple devices as needed.
[0100] In particular, according to some embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, some embodiments of this disclosure include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication device 309, or installed from storage device 308, or installed from ROM 302. When the computer program is executed by processing device 301, it performs the functions defined in the methods of some embodiments of this disclosure.
[0101] It should be noted that, in some embodiments of this disclosure, the computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium may be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In some embodiments of this disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In some embodiments of this disclosure, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.
[0102] In some implementations, clients and servers can communicate using any currently known or future-developed network protocol such as HTTP (Hypertext Transfer Protocol) and can interconnect with digital data communication (e.g., communication networks) of any form or medium. Examples of communication networks include local area networks (“LANs”), wide area networks (“WANs”), the Internet (e.g., the Internet of Things), and end-to-end networks (e.g., ad hoc end-to-end networks), as well as any currently known or future-developed networks.
[0103] The aforementioned computer-readable medium may be included in the aforementioned electronic device; or it may exist independently and not assembled into the electronic device. The aforementioned computer-readable medium carries one or more programs that, when executed by the electronic device, cause the electronic device to: generate steering wheel torque in response to determining that the emergency lane-keeping mode of the target vehicle is activated; control the target vehicle to travel in the target lane according to the steering wheel torque; generate lane weights based on the distance between the target vehicle and the lane centerline of the target lane and the lane width of the target lane; generate a first steering wheel compensation torque based on the calibrable compensable hand torque corresponding to the target vehicle and the lane weights; and generate a second steering wheel compensation torque based on the lane weights, the steering wheel torque, and the first steering wheel compensation torque. In response to determining that the steering wheel torque and the second steering wheel compensation torque have the same sign, the absolute value of the difference between the steering wheel torque and the second steering wheel compensation torque is determined as the absolute value of the torque difference; in response to determining that the target vehicle moves from the right side of the lane center line to the left side of the lane center line and the absolute value of the torque difference is greater than a first preset threshold, or that the target vehicle moves from the left side of the lane center line to the right side of the lane center line and the absolute value of the torque difference is greater than the first preset threshold, the second steering wheel compensation torque is determined as the target steering wheel torque; based on the target steering wheel torque, the target vehicle is controlled to travel on the lane center line.
[0104] Computer program code for performing operations of some embodiments of this disclosure can be written in one or more programming languages or a combination thereof, including object-oriented programming languages such as Java, Smalltalk, and C++, and conventional procedural programming languages such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).
[0105] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.
[0106] The units described in some embodiments of this disclosure can be implemented in software or hardware. The described units can also be housed in a processor; for example, a processor may be described as including a first generation unit, a first control unit, a second generation unit, a third generation unit, a fourth generation unit, a first determination unit, a second determination unit, and a second control unit. The names of these units do not necessarily limit the specific unit; for example, the first generation unit may also be described as "a unit that generates steering wheel torque in response to determining that an emergency lane-keeping mode of a target vehicle is activated."
[0107] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.
[0108] Some embodiments of this disclosure also provide a computer program product, including a computer program that, when executed by a processor, implements any of the vehicle compensation control methods described above.
[0109] The above description is merely a selection of preferred embodiments of this disclosure and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in the embodiments of this disclosure is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described inventive concept. For example, technical solutions formed by substituting the above-described features with (but not limited to) technical features with similar functions disclosed in the embodiments of this disclosure.
Claims
1. A vehicle compensation control method, comprising: In response to the activation of the emergency lane keeping mode of the target vehicle, steering wheel torque is generated; Based on the steering wheel torque, control the target vehicle to drive in the target lane; Lane weights are generated based on the distance between the target vehicle and the center line of the target lane and the width of the target lane; Based on the calibrable compensable hand torque and lane weight corresponding to the target vehicle, a first steering wheel compensation torque is generated; Based on the lane weight, the steering wheel torque, and the first steering wheel compensation torque, a second steering wheel compensation torque is generated. In response to determining that the steering wheel torque and the second steering wheel compensation torque have the same sign, the absolute value of the difference between the steering wheel torque and the second steering wheel compensation torque is determined as the absolute value of the torque difference; In response to determining that the target vehicle moves from the right side of the lane centerline to the left side of the lane centerline and the absolute value of the torque difference is greater than a first preset threshold, or that the target vehicle moves from the left side of the lane centerline to the right side of the lane centerline and the absolute value of the torque difference is greater than the first preset threshold, the second steering wheel compensation torque is determined as the target steering wheel torque. Based on the target steering wheel torque, the target vehicle is controlled to travel on the center line of the lane.
2. The method according to claim 1, wherein, The distance between the target vehicle and the center line of the target lane is generated through the following steps: A coordinate system is established with the rear axle center of the target vehicle as the origin. The vertical axis of the coordinate system is the ray of the target vehicle's driving direction, the horizontal axis of the coordinate system is a straight line perpendicular to the ray of the target vehicle's driving direction, the positive direction of the vertical axis of the coordinate system corresponds to the driving direction of the target vehicle, and the positive direction of the horizontal axis of the coordinate system is the direction from the origin of the coordinate system to the right edge of the target lane. The intersection of the horizontal axis of the coordinate system and the left edge of the target lane is defined as the first coordinate. The intersection of the horizontal axis of the coordinate system and the right edge of the target lane is determined as the second coordinate. The x-coordinate of the first coordinate is determined as the left boundary value, wherein the left boundary value is a negative number; The x-coordinate of the second coordinate is determined as the right boundary value, wherein the right boundary value is a positive number; Based on the left boundary value and the right boundary value, the distance between the target vehicle and the lane centerline is determined.
3. The method according to claim 1, wherein, The step of generating a second steering wheel compensation torque based on the lane weight, the steering wheel torque, and the first steering wheel compensation torque includes: Based on the lane weights, a first lane weight is generated; A first steering wheel torque is generated based on the first lane weight and the steering wheel torque; A second steering wheel compensation torque is generated based on the first steering wheel torque and the first steering wheel compensation torque.
4. The method according to claim 1, wherein, The step of generating lane weights based on the distance between the target vehicle and the centerline of the target lane and the lane width of the target lane includes: The distance between the target vehicle and the center line of the target lane is defined as the center line distance; The lane weight is determined by the ratio of the distance to the center line to half the width of the target lane.
5. The method according to claim 1, wherein, The step of generating a first steering wheel compensation torque based on the calibrable compensable hand torque and lane weight corresponding to the target vehicle includes: The product of the calibrable compensable hand torque and the lane weight is determined as the first steering wheel compensation torque.
6. The method according to claim 1, wherein, The method further includes: In response to determining that the target vehicle moves from the right side of the lane centerline to the left side of the lane centerline and the absolute value of the torque difference is less than the first preset threshold, or that the target vehicle moves from the left side of the lane centerline to the right side of the lane centerline and the absolute value of the torque difference is less than the first preset threshold, the steering wheel torque is determined as the target steering wheel torque.
7. A vehicle compensation control device, comprising: The first generation unit is configured to generate steering wheel torque in response to the activation of the emergency lane keeping mode of the target vehicle. The first control unit is configured to control the target vehicle to travel in the target lane based on the steering wheel torque; The second generation unit is configured to generate lane weights based on the distance between the target vehicle and the lane centerline of the target lane and the lane width of the target lane; The third generation unit is configured to generate a first steering wheel compensation torque based on the calibrable compensable hand torque and lane weight corresponding to the target vehicle. The fourth generation unit is configured to generate a second steering wheel compensation torque based on the lane weight, the steering wheel torque, and the first steering wheel compensation torque. The first determining unit is configured to, in response to determining that the steering wheel torque and the second steering wheel compensation torque have the same sign, determine the absolute value of the difference between the steering wheel torque and the second steering wheel compensation torque as the absolute value of the torque difference; The second determining unit is configured to determine the second steering wheel compensation torque as the target steering wheel torque in response to determining that the target vehicle moves from the right side of the lane center line to the left side of the lane center line and the absolute value of the torque difference is greater than a preset threshold, or that the target vehicle moves from the left side of the lane center line to the right side of the lane center line and the absolute value of the torque difference is greater than the preset threshold. The second control unit is configured to control the target vehicle to travel on the center line of the lane based on the target steering wheel torque.
8. An electronic device, comprising: One or more processors; Storage device, on which one or more programs are stored, When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1-6.
9. A computer-readable medium having a computer program stored thereon, wherein, When the program is executed by the processor, it implements the method as described in any one of claims 1-6.
10. A computer program product comprising a computer program that, when executed by a processor, implements the method as described in any one of claims 1-6.