A vehicle and pedestrian co-driving mode control method and device and storage medium

Abstract

The application provides a human-vehicle co-driving mode control method, device and storage medium. The human-vehicle co-driving mode control method is applied to a steer-by-wire system of an intelligent driving vehicle. The human-vehicle co-driving mode control method comprises the following steps: the steer-by-wire system acquires an angle difference value, vehicle dynamic parameters and a function maturity parameter; the steer-by-wire system inputs the angle difference value, the vehicle dynamic parameters and the function maturity parameter into a preset confidence interval table, obtains a confidence degree, and obtains a final request angle according to the confidence degree; and the steer-by-wire system controls the intelligent driving vehicle to steer according to the final request angle. The human-vehicle co-driving mode control method solves the problem that, in a double-driving and double-control mode, the control weight of a driver and a steer-by-wire system is not reasonably distributed, the driver and the steer-by-wire system interfere with each other, the optimal control of the intelligent driving vehicle is difficult to achieve, and the sudden jump of the driver's hand feeling affects the driving feeling of the driver.

Description

TECHNICAL FIELD

[0001] The present application relates to intelligent driving technology, and in particular to a human-vehicle co-driving mode control method and device and a storage medium. BACKGROUND

[0002] Intelligent driving vehicles improve the comfort of driving and reduce the driving intensity of drivers, improve driving safety and traffic efficiency. The commonly used intelligent driving vehicles can switch between several driving modes in a double-driving and double-control form, including human driving mode, vehicle driving mode and human-vehicle co-driving mode. The human driving mode refers to the driver driving the vehicle, the vehicle driving mode refers to the vehicle being controlled by the steer-by-wire system, and the human-vehicle co-driving mode refers to the vehicle being controlled by the driver and the steer-by-wire system.

[0003] The double-driving and double-control form refers to the driver and the steer-by-wire system being simultaneously in the control link of the vehicle, and the steer-by-wire system simultaneously executing the two kinds of inputs of the driver and the steer-by-wire system at the same time according to a certain control strategy.

[0004] The final control instruction of the double-driving and double-control form is derived from the driver and the steer-by-wire system, and the control weight distribution of the driver and the steer-by-wire system is unreasonable, which causes mutual interference between the two, and it is difficult to achieve optimal control of the intelligent driving vehicle, causing sudden jump of the driver's hand feeling and affecting the driving feeling of the driver. SUMMARY

[0005] The present application provides a human-vehicle co-driving mode control method, device and storage medium to solve the problem of unreasonable control weight distribution of the driver and the steer-by-wire system in the double-driving and double-control form, which causes mutual interference between the two, and it is difficult to achieve optimal control of the intelligent driving vehicle, causing sudden jump of the driver's hand feeling and affecting the driving feeling of the driver.

[0006] In a first aspect, the present application provides a human-vehicle co-driving mode control method, which is applied to a steer-by-wire system of an intelligent driving vehicle, and the human-vehicle co-driving mode control method comprises:

[0007] The steer-by-wire system obtains an angle difference value, vehicle dynamic parameters and functional maturity parameters;

[0008] The steer-by-wire system inputs the angle difference value, vehicle dynamic parameters and functional maturity parameters into a preset confidence interval table to obtain a confidence degree, and obtains a final request angle according to the confidence degree.

[0009] The steer-by-wire system controls the intelligent driving vehicle to steer according to the final request angle.

[0010] In a possible design, before the steer-by-wire system obtains the angle difference value, vehicle dynamic parameters and functional maturity parameters, the method further comprises:

[0011] The steer-by-wire system obtains an actual turning torque and an actual turning angle.

[0012] The steer-by-wire system determines whether the actual turning torque is greater than a preset first threshold torque and less than a preset second threshold torque, and whether the actual turning angle is greater than a preset first threshold angle and less than a preset second threshold torque; if yes, the steer-by-wire system switches to the man-machine co-driving mode.

[0013] In a possible design, after the steer-by-wire system switches from the vehicle driving mode to the man-machine co-driving mode, the steer-by-wire system further includes:

[0014] The steer-by-wire system obtains a requested angle.

[0015] The steer-by-wire system obtains an angle difference value according to the requested angle and the actual turning angle.

[0016] In a possible design, the steer-by-wire system obtains the angle difference value according to the requested angle and the actual turning angle, and specifically includes:

[0017] The steer-by-wire system calculates the angle difference value, the angle difference value = the requested angle - the actual turning angle.

[0018] In a possible design, the steer-by-wire system obtains a final requested angle according to the confidence level, and specifically includes:

[0019] The steer-by-wire system calculates the final requested angle, the final requested angle = the actual turning angle * the confidence level + the requested angle * (1 - the confidence level).

[0020] In a possible design, after the steer-by-wire system obtains the actual turning torque and the actual turning angle, the steer-by-wire system further includes:

[0021] The steer-by-wire system determines whether the actual turning torque is less than or equal to a preset first threshold torque, and whether the actual turning angle is less than or equal to a preset first threshold angle; if yes, the steer-by-wire system switches to the vehicle driving mode.

[0022] In a possible design, after the steer-by-wire system obtains the actual turning torque and the actual turning angle, the steer-by-wire system further includes:

[0023] The steer-by-wire system determines whether the actual turning torque is greater than or equal to a preset second threshold torque, and whether the actual turning angle is greater than or equal to a preset second threshold torque; if yes, the steer-by-wire system switches to the man driving mode.

[0024] In a second aspect, the present application provides a steer-by-wire system deployed in an intelligent driving vehicle, the steer-by-wire system including: an upper turning part, and a lower turning part in communication connection with the upper turning part.

[0025] The upturn is used to obtain an angle difference value, a vehicle dynamic parameter and a functional maturity parameter; the angle difference value, the vehicle dynamic parameter and the functional maturity parameter are input into a preset confidence interval table to obtain a confidence degree, and according to the confidence degree, a final request angle is obtained;

[0026] The downturn is used to control the intelligent driving automobile to turn according to the final request angle.

[0027] In a third aspect, the present application provides an electronic device, comprising: a processor, and a memory connected with the processor in communication;

[0028] The memory stores computer execution instructions;

[0029] The processor executes the computer execution instructions stored in the memory to implement a human-vehicle co-driving mode control method.

[0030] In a fourth aspect, the present application provides a computer readable storage medium, wherein the computer readable storage medium stores computer execution instructions, and the computer execution instructions are used to implement a human-vehicle co-driving mode control method when executed by a processor.

[0031] The human-vehicle co-driving mode control method, device and storage medium provided by the present application achieve the following technical effects: the angle difference value is used to represent the size of the intention of the driver to control the intelligent driving automobile, so that the problem of unreasonable allocation of control weights of the driver and the line control steering system in the double driving and double control form, which leads to mutual interference between the two, is solved; the angle difference value, the vehicle dynamic parameter and the functional maturity parameter are input into a preset confidence interval table to obtain a confidence degree, so that the control weights of the driver and the line control steering system are dynamically adjusted, and the problem of difficult realization of optimal control of the intelligent driving automobile in the double driving and double control form is solved; the final request angle is calculated through the confidence degree, and the intelligent driving automobile is controlled to turn according to the final request angle, so that the problem of the sudden jump of the driver's hand feeling caused by the line control steering system in the double driving and double control form affecting the driving feeling of the driver is solved. BRIEF DESCRIPTION OF DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0033] Figure 1 Flowchart of the human-vehicle co-driving mode control method provided by the present application Figure One ;

[0034] Figure 2 Flowchart of the human-vehicle co-driving mode control method provided by the present applicationFigure Two ;

[0035] Figure 3 Structure diagram of the steer-by-wire system provided for the embodiment of the present application Figure One ;

[0036] Figure 4 Principle diagram of the man-car co-driving mode provided for the embodiment of the present application Figure One ;

[0037] Figure 5 Flow diagram of the driving mode switching provided for the embodiment of the present application Figure Three ;

[0038] Figure 6 Principle diagram of the driving mode switching provided for the embodiment of the present application Figure Two ;

[0039] Figure 7 Principle diagram of the car-driving mode provided for the embodiment of the present application Figure Three ;

[0040] Figure 8 Principle diagram of the man-driving mode provided for the embodiment of the present application Figure Four ;

[0041] Figure 9 Structure diagram of the electronic device hardware provided for the embodiment of the present application Figure Two .

[0042] Explanation of reference signs:

[0043] 10 - intelligent driving car; 11 - intelligent driving domain controller

[0044] 12 - steer-by-wire device; 121 - steering wheel; 122 - up turn; 1221 - torque angle sensor; 1222 - up turn processor; 1223 - first speed reducer; 1224 - road feeling feedback motor; 123 - rack and pinion steering gear; 124 - down turn; 1241 - steering execution motor; 1242 - second speed reducer

[0045] 13 - axle; 14 - wheel

[0046] 20 - electronic device; 21 - processor; 22 - memory; 23 - communication component; 24 - bus DETAILED DESCRIPTION

[0047] The exemplary embodiments will be described in detail herein with reference to the attached drawings. The following description is made with reference to the accompanying drawings in which like reference numerals refer to like elements, unless the context of use indicates otherwise. The following exemplary embodiments described are not representative of all embodiments consistent with the present application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the present application, as detailed in the appended claims, but not all embodiments. Based on the embodiments herein, all other embodiments that would be obtained by one of ordinary skill in the art without having to make inventive efforts are within the scope of the present application.

[0048] First, the related concepts or terms involved in the present application are explained:

[0049] Intelligent driving car: refers to a car with automatic driving function level between L1-L3. The intelligent driving car adopts double driving and double control form, and switches between three driving modes of car driving mode, man-car co-driving mode and man driving mode.

[0050] Steering-By-Wire system: refers to a steering device of an intelligent driving car. The steering-By-Wire device decouples the upper steering (Hand wheel actuator, HWA) and the lower steering (Road wheel actuator, RWA), cancels the traditional intermediate shaft structure, and communicates through the Controller Area Network (CAN) bus. In the steering-By-Wire device, the upper steering monitors the torque and angle output by the driver to the steering wheel; the lower steering changes the steering angle of the wheels by controlling the movement of the rack, thereby changing the steering of the intelligent driving car.

[0051] Figure 1 The flowchart of the man-car co-driving mode control method provided for the embodiments of the present application Figure One . As shown in Figure 1 , the man-car co-driving mode control method is applied to the steering-By-Wire system of the intelligent driving car, and the man-car co-driving mode control method comprises:

[0052] S101: The steering-By-Wire system obtains the angle difference value, the vehicle dynamic parameter and the functional maturity parameter;

[0053] Specifically, the steer-by-wire system obtains an angle difference value, a vehicle dynamic parameter and a functional maturity parameter of the intelligent driving vehicle, the angle difference value refers to a difference between a request angle and an actual angle, the vehicle dynamic parameter refers to a self-vehicle parameter in a driving process of the intelligent driving vehicle, and the vehicle dynamic parameter includes but is not limited to a lateral speed, a lateral acceleration and a yaw rate, and the functional maturity parameter refers to a related parameter of an automatic driving function of the intelligent driving vehicle, and the functional maturity parameter includes but is not limited to an automatic driving function level maturity coefficient and a calculation threshold coefficient.

[0054] S102: The steer-by-wire system inputs the angle difference value, the vehicle dynamic parameter and the functional maturity parameter into a preset confidence interval table, obtains a confidence degree, and obtains a final request angle according to the confidence degree.

[0055] Specifically, the steer-by-wire system is preset with the confidence interval table, the confidence interval table refers to an estimation interval table of a population parameter constructed by a sample, a specific random input corresponds to a determined confidence degree interval, in the case of the same confidence level, the more the input quantity is, the narrower the confidence interval is, until a specific confidence degree is determined. The confidence degree corresponding to the specific angle difference value, the vehicle dynamic parameter and the functional maturity parameter is found by table lookup, the control weight of the driver and the steer-by-wire system is dynamically adjusted according to the confidence degree, and the final request angle is obtained.

[0056] S103: The steer-by-wire system controls the intelligent driving vehicle to steer according to the final request angle.

[0057] The human-vehicle co-driving mode control method provided in the embodiment achieves the following technical effects: the angle difference value is used to represent the size of the intention of the driver to control the intelligent driving vehicle, so that the unreasonable allocation of the control weight of the driver and the steer-by-wire system in the double-driving and double-control form is solved, and the mutual interference of the driver and the steer-by-wire system is solved; the angle difference value, the vehicle dynamic parameter and the functional maturity parameter are input into the preset confidence interval table to obtain the confidence degree, and the control weight of the driver and the steer-by-wire system is dynamically adjusted, so that the optimal control of the intelligent driving vehicle in the double-driving and double-control form is solved; the final request angle is calculated by the confidence degree, and the intelligent driving vehicle is controlled to steer according to the final request angle, so that the problem that the sudden jump of the driver's hand feeling caused by the steer-by-wire system in the double-driving and double-control form affects the driving feeling of the driver is solved.

[0058] The human-vehicle co-driving mode control method provided in the embodiment achieves the following technical effects: the unreasonable allocation of the control weight of the driver and the steer-by-wire system in the double-driving and double-control form is solved, and the mutual interference of the driver and the steer-by-wire system is solved; the angle difference value, the vehicle dynamic parameter and the functional maturity parameter are input into the preset confidence interval table to obtain the confidence degree, and the control weight of the driver and the steer-by-wire system is dynamically adjusted, so that the optimal control of the intelligent driving vehicle in the double-driving and double-control form is solved; the final request angle is calculated by the confidence degree, and the intelligent driving vehicle is controlled to steer according to the final request angle, so that the problem that the sudden jump of the driver's hand feeling caused by the steer-by-wire system in the double-driving and double-control form affects the driving feeling of the driver is solved.

[0059] As shown in Figure 2 , the human-vehicle co-driving mode control method comprises:

[0060] S201: The steer-by-wire system obtains an actual steering torque and an actual steering angle.

[0061] Specifically, as shown in Figure 3 The driver actively rotates the steering wheel 121, which drives the upper turn 122 to rotate, and the torque angle sensor 1221 monitors the actual torque and actual angle of the upper turn 122. The upper turn processor 1222 integrated in the upper turn 122 collects the parameters of the actual torque and actual angle of the upper turn monitored by the torque angle sensor 1221.

[0062] S2021: The steer-by-wire system determines whether the actual torque of the upper turn is greater than a preset first threshold torque and less than a preset second threshold torque, and whether the actual angle of the upper turn is greater than a preset first threshold angle and less than a preset second threshold torque; if so, the steer-by-wire system switches to the man-machine co-driving mode;

[0063] Specifically, when the actual torque of the upper turn and the actual angle of the upper turn are within the threshold range, the steer-by-wire system enters the man-machine co-driving mode from the car-driving mode, and the intelligent driving domain controller 11 and the steering wheel 121 jointly control the steering of the intelligent driving vehicle 10.

[0064] The first threshold torque refers to the minimum torque that the torque angle sensor 1221 can recognize, and the first threshold angle refers to the minimum angle that the torque angle sensor 1221 can recognize. Generally, it is considered that the actual angle of the upper turn not greater than the first threshold angle and the actual torque of the upper turn not greater than the first threshold torque are caused by the driver's accidental touch of the steering wheel 121; the second threshold torque refers to the torque threshold value for switching from the man-machine co-driving mode to the man-driving mode, and the second threshold angle refers to the angle threshold value for switching from the man-machine co-driving mode to the man-driving mode.

[0065] S203: The steer-by-wire system acquires the request angle;

[0066] Specifically, the intelligent driving domain controller 11 collects the vehicle running parameters and surrounding environment parameters through various sensors integrated on the intelligent driving vehicle 10, analyzes and calculates the optimal adjustment angle of the vehicle wheel when the intelligent driving vehicle 10 is steering, i.e. the request angle. The sensors integrated on the intelligent driving vehicle 10 include but are not limited to ultrasonic radar, millimeter wave radar, camera and laser radar; the vehicle running parameters include but are not limited to vehicle speed, vehicle acceleration and actual angle of the upper turn; the surrounding environment parameters include but are not limited to the distance to the static unit, the distance, speed and direction to the surrounding moving unit. The intelligent driving domain controller 11 sends the request angle to the upper turn processor 1222.

[0067] S204: The steer-by-wire system calculates the angle difference value, angle difference value=request angle-actual angle of the upper turn;

[0068] Specifically, the up-turn processor 1222 calculates the angle difference based on the requested angle and the actual up-turn angle. The angle difference can effectively characterize the driver's intention to control the intelligent driving vehicle 10. The larger the angle difference, the greater the driver's intention to control the intelligent driving vehicle 10.

[0069] S205: The steer-by-wire system acquires angle difference, vehicle dynamic parameters, and functional maturity parameters;

[0070] S206: The steer-by-wire system inputs the angle difference, vehicle dynamic parameters, and functional maturity parameters into a preset confidence interval table to obtain the confidence level;

[0071] S207: The steer-by-wire system calculates the final requested angle, and the final requested angle = actual upward turn angle × confidence level + requested angle × (1 - confidence level);

[0072] Specifically, confidence level characterizes the magnitude of the driver's intention to control the steering of the intelligent driving vehicle 10.

[0073] When the confidence level is greater than 0 and less than 1, the intelligent driving domain controller 11 and the steering wheel 121 simultaneously control the steering of the intelligent driving vehicle 10. At this time, the steer-by-wire system controls the steering of the intelligent driving vehicle 10 according to the calculated final requested angle. When the confidence level is 1, it means that the driver has 100% intention to control the steering of the intelligent driving vehicle 10. At this time, the final requested angle is equal to the actual upward turn angle, and the function of the intelligent driving domain controller 11 in controlling the steering of the intelligent driving vehicle 10 is completely suppressed. When the confidence level is 0, it means that the driver has no intention to control the steering of the intelligent driving vehicle 10. At this time, the final requested angle is equal to the requested angle, and the function of the steering wheel 121 in controlling the steering of the intelligent driving vehicle 10 is completely suppressed.

[0074] S208: The steer-by-wire system controls the steering of the intelligent driving vehicle based on the final requested angle;

[0075] Specifically, such as Figure 4 As shown, the driver actively controls the steering wheel 121, causing the up-turn 122 to generate an actual up-turn angle and an actual up-turn torque. When the actual up-turn angle and actual up-turn torque are within the threshold range, the steer-by-wire system switches from the vehicle-driving mode to the human-vehicle co-driving mode. The intelligent driving domain controller 11 acquires the surrounding environmental parameters and the autonomous vehicle operation parameters of the intelligent driving vehicle 10, calculates the requested angle, and sends the requested angle, vehicle dynamic parameters, and functional maturity parameters to the up-turn processor 1222. The up-turn processor 1222 simultaneously acquires the actual up-turn angle of the up-turn 122, calculates the angle difference, inputs the angle difference, vehicle dynamic parameters, and functional maturity parameters into a preset confidence interval table to obtain the confidence level, and calculates the final requested angle based on the confidence level, the actual up-turn angle, and the requested angle.

[0076] The upturn processor 1222 sends the final request angle to the road feel feedback motor 1224 and the steering execution motor 1241 of the downturn 124 connected with the upturn 122 through the controller area network bus; the first reducer 1223 and the road feel feedback motor 1224 output the road feel feedback torque according to the final request angle and provide the road feel feedback torque to the steering wheel 121 for simulating the real road feel; the steering execution motor 1241 receives the final request angle sent by the upturn 122 and drives the downturn 124 to rotate according to the final request angle and the second reducer 1242, and then drives the axle 13 to translate axially in the rack and pinion steering gear 123 through the meshing rack, changes the turning angle of the wheel 14, and thus realizes the steering of the intelligent driving automobile 10.

[0077] As shown in Figure 5 , the driving mode switching process includes:

[0078] S201: The steer-by-wire system acquires the upturn actual torque and the upturn actual angle;

[0079] S2021: The steer-by-wire system determines whether the upturn actual torque is greater than a preset first threshold torque and less than a preset second threshold torque, and whether the upturn actual angle is greater than a preset first threshold angle and less than a preset second threshold torque; if yes, the steer-by-wire system switches to the man-machine co-driving mode;

[0080] Specifically, as shown in Figure 6 , the intelligent driving automobile 10 defaults to the man-driving mode, at this time, the driver controls the steering wheel 121 and thus fully controls the steering of the intelligent driving automobile 10; after the driver manually turns on the switch of the intelligent driving domain controller 11 for controlling the steering of the intelligent driving automobile 10, the steer-by-wire system 12 enters the car-driving mode from the man-driving mode, and the intelligent driving domain controller 11 fully controls the steering of the intelligent driving automobile 10.

[0081] When the upturn actual torque and the upturn actual angle are within the threshold interval, the steer-by-wire system 12 switches from the car-driving mode to the man-machine co-driving mode, and the intelligent driving domain controller 11 and the steering wheel 121 jointly control the steering of the intelligent driving automobile 10.

[0082] S2022: The steer-by-wire system determines whether the upturn actual torque is less than or equal to a preset first threshold torque, and whether the upturn actual angle is less than or equal to a preset first threshold angle; if yes, the steer-by-wire system switches to the car-driving mode;

[0083] Specifically, the steer-by-wire system 12 is originally in the man-machine co-driving mode, and the intelligent driving domain controller 11 and the steering wheel 121 jointly control the steering of the intelligent driving vehicle 10; when the upturn actual torque and the upturn actual angle are not greater than the minimum value of the threshold interval range, the steer-by-wire system 12 is switched from the man-machine co-driving mode to the vehicle-driving mode, and the steering wheel 121 is required to temporarily exit the control, and the intelligent driving domain controller 11 is required to fully control the steering of the intelligent driving vehicle 10.

[0084] As shown in Figure 7 , the steer-by-wire system 12 analyzes and calculates the request angle, the upturn 122 receives the request angle and sends it to the downturn 124, and the downturn 124 controls the deflection of the wheel 14 according to the request angle to make the intelligent driving vehicle 10 turn.

[0085] S2023: The steer-by-wire system judges whether the upturn actual torque is greater than or equal to the preset second threshold torque, and whether the upturn actual angle is greater than or equal to the preset second threshold torque; if yes, the steer-by-wire system is switched to the man-driving mode;

[0086] Specifically, the steer-by-wire system 12 is originally in the man-machine co-driving mode, and the intelligent driving domain controller 11 and the steering wheel 121 jointly control the steering of the intelligent driving vehicle 10; when the upturn actual torque and the upturn actual angle are not greater than the minimum value of the threshold interval range, the steer-by-wire system 12 is switched from the man-machine co-driving mode to the vehicle-driving mode, and the steering wheel 121 is required to temporarily exit the control, and the intelligent driving domain controller 11 is required to fully control the steering of the intelligent driving vehicle 10.

[0087] After the intelligent driving vehicle 10 enters the man-driving mode, the intelligent driving vehicle 10 cannot automatically switch to the vehicle-driving mode or the man-machine co-driving mode, and the intelligent driving domain controller 11 cannot control the steering of the intelligent driving vehicle 10 until the driver manually turns on the switch of the intelligent driving domain controller 11 controlling the steering of the intelligent driving vehicle 10.

[0088] As shown in Figure 8 , the steering wheel 121 turns the angle of the upturn actual angle, the upturn 122 receives the upturn actual angle and sends it to the downturn 124, and the downturn 124 controls the deflection of the wheel 14 according to the upturn actual angle to make the intelligent driving vehicle 10 turn.

[0089] The method provided by the embodiment achieves the following technical effects: the angle difference value is used to represent the intention of the driver controlling the intelligent driving automobile, so that the unreasonable distribution of the control weights of the driver and the steer-by-wire system in the double-driving and double-control form is solved, and the mutual interference of the driver and the steer-by-wire system is solved; the angle difference value, the vehicle dynamic parameter and the functional maturity parameter are input into the preset confidence interval table to obtain the confidence degree, and the control weights of the driver and the steer-by-wire system are dynamically adjusted, so that the optimal control of the intelligent driving automobile in the double-driving and double-control form is solved; the confidence degree is used to calculate the final request angle, and the intelligent driving automobile is controlled to steer according to the final request angle, so that the problem that the driver's driving feeling is affected by the sudden jump of the driver's feeling caused by the steer-by-wire system in the double-driving and double-control form is solved; the final request angle is calculated according to the confidence degree, the request angle and the uplink actual angle by the uplink processor, and the intelligent driving automobile is controlled to steer according to the final request angle by the downlink, so that the problem that the steering angle of the intelligent driving automobile does not conform to the operation intention of the driver is solved; the uplink actual torque that is not less than the first threshold torque and the uplink actual angle that is not less than the first threshold angle are filtered out, so that the problem that the steering angle of the intelligent driving automobile is changed due to the misoperation of the driver on the steering wheel is solved; the uplink actual torque and the uplink actual angle are used to formulate the switching mechanism of the human driving mode, the vehicle driving mode and the human-vehicle co-driving mode, so that the stability and safety during the switching of the driving mode are ensured, and the problem that the driver switches the driving mode and causes an accident due to the delay in the perception of the driving environment and the running parameters of the ego vehicle is solved.

[0090] The electronic device or the master control device can be divided into functional modules according to the method examples described above. For example, each functional module can be divided according to each function, or two or more functions can be integrated in one processing unit. The integrated unit can be realized in the form of hardware or in the form of a software functional module. It should be noted that the division of the modules in the embodiments of the present application is illustrative, and is only a logical functional division. In actual implementation, another division mode can be used.

[0091] As shown in Figure 3 The line control steering system provided by the embodiment of the present application is arranged in the intelligent driving automobile 10, and the line control steering system 12 comprises: an uplink 122, and a downlink 124 in communication connection with the uplink 122.

[0092] The uplink 122 is configured to acquire an angle difference value, a vehicle dynamic parameter and a functional maturity parameter; input the angle difference value, the vehicle dynamic parameter and the functional maturity parameter into a preset confidence interval table to obtain a confidence degree, and obtain a final request angle according to the confidence degree;

[0093] The downlink 124 is configured to control the intelligent driving automobile 10 to steer according to the final request angle.

[0094] Further, the up-turn 122 is specifically used for:

[0095] S201: The steer-by-wire system acquires the up-turn actual torque and the up-turn actual angle;

[0096] S2021: The steer-by-wire system determines whether the up-turn actual torque is greater than a preset first threshold torque and less than a preset second threshold torque, and whether the up-turn actual angle is greater than a preset first threshold angle and less than a preset second threshold torque; if yes, the steer-by-wire system switches to the man-machine co-driving mode;

[0097] S2022: The steer-by-wire system determines whether the up-turn actual torque is less than or equal to the preset first threshold torque, and whether the up-turn actual angle is less than or equal to the preset first threshold angle; if yes, the steer-by-wire system switches to the vehicle-driving mode;

[0098] S2023: The steer-by-wire system determines whether the up-turn actual torque is greater than or equal to the preset second threshold torque, and whether the up-turn actual angle is greater than or equal to the preset second threshold torque; if yes, the steer-by-wire system switches to the man-driving mode;

[0099] S203: The steer-by-wire system acquires the requested angle;

[0100] S204: The steer-by-wire system calculates the angle difference value, the angle difference value = the requested angle - the up-turn actual angle;

[0101] S205: The steer-by-wire system acquires the angle difference value, the vehicle dynamic parameter and the functional maturity parameter;

[0102] S206: The steer-by-wire system inputs the angle difference value, the vehicle dynamic parameter and the functional maturity parameter into a preset confidence interval table to obtain the confidence degree;

[0103] S207: The steer-by-wire system calculates the final requested angle, the final requested angle = the up-turn actual angle x the confidence degree + the requested angle x (1 - the confidence degree);

[0104] Further, the down-turn 124 is specifically used for:

[0105] S208: The steer-by-wire system controls the intelligent driving vehicle to turn according to the final requested angle.

[0106] The steer-by-wire system provided in the embodiment can execute the man-machine co-driving mode control method of the above embodiment, and has similar implementation principles and technical effects, which will not be described here again.

[0107] In the specific implementation of the foregoing human-vehicle co-driving mode control method, each module can be implemented as a processor, and the processor can execute computer execution instructions stored in the memory, so that the processor executes the foregoing human-vehicle co-driving mode control method.

[0108] Figure 9 Structure diagram of electronic device hardware provided for an embodiment of the present application Figure Two As shown in Figure 9 the electronic device 20 includes at least one processor 21 and a memory 22. The electronic device 20 further includes a communication component 23. The processor 21, the memory 22, and the communication component 23 are connected through a bus 24.

[0109] In the specific implementation process, the at least one processor 21 executes computer execution instructions stored in the memory 22, so that the at least one processor 21 executes the human-vehicle co-driving mode control method as executed on the electronic device side.

[0110] The specific implementation process of the processor 21 can refer to the method embodiments described above, which have similar implementation principles and technical effects, and will not be described here again in this embodiment.

[0111] In the foregoing embodiments, it should be understood that the processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), etc. The general-purpose processor can be a microprocessor or any conventional processor, etc. The steps of the method disclosed in the application can be directly embodied as execution completed by a hardware processor, or executed by a combination of hardware and software modules in the processor.

[0112] The memory can include a high-speed RAM memory, and can also include a non-volatile storage NVM, for example, at least one disk memory.

[0113] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, the bus in the drawings of the present application does not limit only one bus or one type of bus.

[0114] It can be understood that, in order to implement the above functions, the electronic device or the host device comprises a hardware structure and / or a software module corresponding to each function. The units and algorithm steps of each example described in combination with the embodiments disclosed in the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is implemented in hardware or computer software driven hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the technical solutions of the embodiments of the present application.

[0115] The present application also provides a computer readable storage medium, the computer readable storage medium stores computer execution instructions, when the processor executes the computer execution instructions, the method for controlling the man-vehicle co-driving mode is realized.

[0116] The computer readable storage medium described above can be implemented by any type of volatile or non-volatile storage device or their combination, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0117] An exemplary readable storage medium is coupled to the processor, so that the processor can read information from the readable storage medium, and can write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in the electronic device or the host device.

[0118] The present application also provides a computer program product, the computer program product comprises: a computer program, the computer program is stored in a readable storage medium, at least one processor of the electronic device can read the computer program from the readable storage medium, and the at least one processor executes the computer program so that the electronic device executes the scheme provided by any one of the above embodiments.

[0119] Those skilled in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware. The foregoing program can be stored in a computer readable storage medium. The program executes the steps of the above-mentioned method embodiments when executed; and the foregoing storage medium includes: ROM, RAM, magnetic disk or optical disk and various storage media that can store program codes.

[0120] In the embodiments of the present application, the terms such as "first", "second" and the like are used to distinguish the same items or similar items with basically the same functions and effects, and do not limit the sequence thereof. Those skilled in the art can understand that the terms such as "first", "second" and the like do not limit the quantity and execution sequence, and the terms such as "first", "second" and the like do not necessarily mean different.

[0121] It should be noted that the words "exemplary" and "for example" are used herein to mean "an example of" or "an example, only. Any implementation or design solution described herein as "exemplary" or "for example" should not be construed as being more preferred or advantageous than other implementation or design solutions. Rather, the use of "exemplary" or "for example" is intended to present concepts in a concrete manner.

[0122] In the description of the present application, it should be noted that, unless explicitly defined and limited, the terms "mounting", "connection", "connecting" should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or the communication inside two elements. Those skilled in the art can understand the specific meaning of the above terms in the present application according to the specific circumstances.

[0123] Other embodiments of the present application will be apparent to those skilled in the art upon consideration of the specification and practice of the application disclosed. The present application is intended to cover any variations, uses or adaptive changes of the present application following the general principles thereof and including those expressly stated or implied herein. The specification and examples are to be regarded as exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0124] It should be understood that the present application is not limited to the precise construction that has been described and shown in the accompanying drawings, and that various modifications and changes can be affected therein by those skilled in the art without departing from the scope of the application. The scope of the application should be limited only by the appended claims.

Claims

1. A method for controlling a car-sharing mode, characterized in that, The method is applied to a steer-by-wire system of a smart driving vehicle, and the method comprises the following steps: The steer-by-wire system obtains an angle difference value, vehicle dynamic parameters and a functional maturity parameter; wherein the angle difference value is the difference between a request angle and an actual angle, the request angle is the optimal adjustment angle of the vehicle wheel determined by a smart driving domain controller when the smart driving vehicle is steering, and the functional maturity parameter is a parameter related to the automatic driving function of the smart driving vehicle, and the functional maturity parameter comprises an automatic driving function level maturity coefficient and a calculation threshold coefficient; The steer-by-wire system inputs the angle difference value, the vehicle dynamic parameters and the functional maturity parameter into a preset confidence interval table to obtain a confidence degree, and obtains a final request angle according to the confidence degree. The steer-by-wire system controls the smart driving vehicle to steer according to the final request angle.

2. The method of claim 1, wherein, Before the steer-by-wire system obtains the angle difference value, the vehicle dynamic parameters and the functional maturity parameter, the method further comprises the following steps: The steer-by-wire system obtains an actual steering torque and the actual angle; The steer-by-wire system determines whether the actual steering torque is greater than a preset first threshold torque and less than a preset second threshold torque, and whether the actual angle is greater than a preset first threshold angle and less than a preset second threshold torque; if yes, the steer-by-wire system switches to a man-vehicle co-driving mode.

3. The method of claim 2, wherein, After the steer-by-wire system switches from the vehicle driving mode to the man-vehicle co-driving mode, the method further comprises the following steps: The steer-by-wire system obtains the request angle; The steer-by-wire system obtains the angle difference value according to the request angle and the actual angle.

4. The method of claim 3, wherein, The steer-by-wire system obtains the angle difference value according to the request angle and the actual angle, specifically comprising the following steps: The steer-by-wire system calculates the angle difference value, angle difference value=request angle-actual angle.

5. The method of claim 4, wherein, The steer-by-wire system obtains the final request angle according to the confidence degree, specifically comprising the following steps: The steer-by-wire system calculates the final request angle, final request angle=actual angle*confidence degree+request angle*(1-confidence degree).

6. The method of claim 5, wherein, After the steer-by-wire system obtains the actual steering torque and the actual angle, the method further comprises the following steps: The steer-by-wire system determines whether the actual steering torque is less than or equal to the preset first threshold torque, and whether the actual angle is less than or equal to the preset first threshold angle; if yes, the steer-by-wire system switches to the vehicle driving mode.

7. The method of claim 5, wherein, After the steer-by-wire system obtains the actual steering torque and the actual angle, the method further comprises the following steps: The steer-by-wire system determines whether the actual steering torque is greater than or equal to the preset second threshold torque, and whether the actual angle is greater than or equal to the preset second threshold torque; if yes, the steer-by-wire system switches to the man driving mode.

8. A steer-by-wire system characterized by, The steer-by-wire system is arranged in a smart driving vehicle, and the steer-by-wire system comprises an upper turn and a lower turn in communication connection with the upper turn. The up-conversion is configured to obtain an angle difference, a vehicle dynamic parameter, and a functional maturity parameter; input the angle difference, the vehicle dynamic parameter, and the functional maturity parameter into a preset confidence interval table to obtain a confidence degree, and obtain a final request angle according to the confidence degree; the angle difference is a difference between a request angle and an actual angle of up-conversion, the request angle is an optimal adjustment angle of a wheel of the intelligent driving vehicle determined by an intelligent driving domain controller when the intelligent driving vehicle is turning, and the functional maturity parameter is a related parameter of an automatic driving function of the intelligent driving vehicle, and the functional maturity parameter includes an automatic driving function level maturity coefficient and a calculation threshold coefficient. The down-conversion is configured to control the intelligent driving vehicle to turn according to the final request angle.

9. An electronic device, comprising: The method comprises: a processor, and a memory connected to the processor in communication; the memory stores computer execution instructions; the processor executes the computer execution instructions stored in the memory to implement the method in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by the processor to implement the method in any one of claims 1 to 7.

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