Steering assist control method, device, control equipment and storage medium

Abstract

The present application provides a steering assistance control method, device, control equipment and storage medium. The method includes: collecting a road condition data set of the vehicle through a first sensor component on the vehicle; converting the road condition data set into a digital signal for use by the electric power steering EPS system of the vehicle according to a preset processing strategy; collecting input data of the user operating the steering wheel through a second sensor component set on the steering wheel of the vehicle; and determining the current assistance scene of the vehicle based on the road condition data set and the input data. When the input data is valid, the steering motor of the steering wheel is controlled by the EPS system according to the digital signal, the input data and the current assistance scene. In this way, flexible assisted steering can be performed based on different scenarios, so that the driver can still feel the convenience of the smart car without taking his hands off the wheel, while reducing the anxiety caused by driving risks caused by assisted driving, which is conducive to improving the user experience.

Description

Technical Field

[0001] The present invention relates to the field of automobile control technology, and in particular to a steering assist control method, device, control equipment and storage medium. Background Art

[0002] As vehicles become increasingly intelligent, they are equipped with more and more assisted driving systems, including autonomous driving in traffic jams, defined as Level 3 intelligent driving assistance. However, since these assisted driving functions are defined as Level 3, many drivers are concerned about the safety and timeliness of takeover in L3 intelligent driving scenarios. For example, they are concerned about the reliability of the full hands-off function in intelligent assisted driving. Current assisted driving systems cannot flexibly provide assistance based on different scenarios without the driver's hands being removed, leading drivers to worry about the driving risks posed by assisted driving. Summary of the Invention

[0003] In view of this, the purpose of the embodiments of the present application is to provide a steering assistance control method, device, control equipment and storage medium, which can improve the problem of not being able to perform flexible assisted steering based on different scenarios, so that the driver can still feel the convenience of the smart car without having to worry about the driving risks caused by assisted driving.

[0004] To achieve the above technical objectives, the technical solutions adopted in this application are as follows:

[0005] In a first aspect, an embodiment of the present application provides a steering assist control method, the method comprising:

[0006] Collecting a road condition data set of the vehicle through a first sensor component on the vehicle, wherein the road condition data set includes a road condition environment video, radar data, and wheel speed signals;

[0007] converting the road condition data set into a digital signal for use by an electric power steering (EPS) system of the vehicle according to a preset processing strategy, the digital signal including a first distance between the vehicle and the lane line, a second distance between the vehicle and the obstacle, and the vehicle speed;

[0008] The second sensor component provided on the steering wheel of the vehicle collects input data of the user operating the steering wheel, wherein the input data includes steering torque, steering angle and angular velocity of the steering wheel;

[0009] Determining a current assistance scenario of the vehicle according to the road condition dataset and the input data, the current assistance scenario including any one of straight-line centering assistance, cornering assistance, overtaking assistance, and return-to-center assistance;

[0010] When the input data is valid, the EPS system controls the operation of the steering motor of the steering wheel according to the digital signal, the input data and the current assistance scenario.

[0011] In conjunction with the first aspect, in some optional implementations, before the EPS system controls the operation of the steering motor of the steering wheel based on the digital signal, the input data, and the current assistance scenario, the method further includes:

[0012] Determining whether the steering torque in the input data is greater than or equal to a preset torque;

[0013] When the steering torque is greater than or equal to a preset torque, it is determined that the input data is valid.

[0014] In conjunction with the first aspect, in some optional implementations, controlling the operation of the steering motor of the steering wheel by the EPS system according to the digital signal, the input data, and the current assistance scenario includes:

[0015] determining, based on a pre-created first relationship table among assistance scenarios, distances, and control parameters, control parameters corresponding to the first distance and the second distance in the current assistance scenario as target control parameters, the target control parameters including a target steering torque and a target steering angle of the steering wheel;

[0016] determining a compensation control parameter according to the target control parameter and the input data, the compensation control parameter including a rotation direction of the steering wheel driven by the steering motor and a compensation steering torque;

[0017] Determining, according to a pre-created second relationship table between control parameters and adjustment coefficients, an adjustment coefficient corresponding to the compensation control parameter as a target adjustment coefficient;

[0018] The EPS system controls the operation of the steering motor of the steering wheel according to the compensation control parameter and the target adjustment coefficient.

[0019] In conjunction with the first aspect, in some optional implementations, before the EPS system controls the operation of the steering motor of the steering wheel according to the compensation control parameter and the target adjustment coefficient, the EPS system controls the operation of the steering motor of the steering wheel according to the digital signal, the input data, and the current assistance scenario, further comprising:

[0020] It is determined that the steering torque in the input data is greater than or equal to a preset torque, and that the current vehicle speed is within a preset vehicle speed range indicating that steering assistance is permitted.

[0021] In conjunction with the first aspect, in some optional implementations, determining the compensation control parameter according to the target control parameter and the input data includes:

[0022] When the target steering torque in the target control parameter is greater than the steering torque in the input data, an absolute value of a difference between the target steering torque and the steering torque in the input data is used as the compensation steering torque, and a direction of the compensation steering torque is the same as a direction of the steering torque in the input data;

[0023] When the target steering torque in the target control parameter is smaller than the steering torque in the input data, the absolute value of the difference between the target steering torque and the steering torque in the input data is used as the compensation steering torque, and the direction of the compensation steering torque is opposite to the direction of the steering torque in the input data.

[0024] In conjunction with the first aspect, in some optional implementations, the digital signal further includes a first estimated driving trajectory of the host vehicle after the current moment and a second estimated driving trajectory of the adjacent vehicle after the current moment, and the method further includes:

[0025] When it is determined that there is a risk of collision between the vehicle and the adjacent vehicle based on the first estimated driving trajectory and the second estimated driving trajectory, the steering motor is controlled by the EPS system to change the first estimated driving trajectory and avoid collision with the adjacent vehicle.

[0026] In conjunction with the first aspect, in some optional implementations, before the EPS system controls the operation of the steering motor of the steering wheel based on the digital signal, the input data, and the current assistance scenario, the method further includes:

[0027] It is determined that a first switch representing a steering driving assistance function is in an on state.

[0028] In conjunction with the first aspect, in some optional implementations, the method further includes:

[0029] When the second switch representing the intelligent driving assistance function is turned on, the first switch is controlled to be in a closed state.

[0030] In conjunction with the first aspect, in some optional implementations, the method further includes:

[0031] When the third switch representing the coach mode is on, the second switch is controlled to be in the off state, wherein when the third switch is on, the maximum speed allowed for the vehicle to travel is less than the maximum speed allowed for the vehicle to travel when the third switch is off.

[0032] In a second aspect, an embodiment of the present application further provides a steering assist control device, the device comprising:

[0033] A first acquisition unit is configured to collect a road condition data set of the vehicle through a first sensor component on the vehicle, wherein the road condition data set includes a road condition environment video, radar data, and wheel speed signals;

[0034] a conversion unit, configured to convert the road condition data set into a digital signal for use by an electric power steering (EPS) system of the vehicle according to a preset processing strategy, wherein the digital signal includes a first distance between the vehicle and the lane line, a second distance between the vehicle and the obstacle, and a vehicle speed;

[0035] a second collecting unit, configured to collect input data of a user operating the steering wheel via a second sensor component provided on the steering wheel of the vehicle, wherein the input data includes a steering torque, a steering angle, and an angular velocity of the steering wheel;

[0036] a determining unit, configured to determine a current assistance scenario of the vehicle based on the road condition dataset and the input data, the current assistance scenario comprising any one of straight-line centering assistance, cornering assistance, overtaking assistance, and centering assistance;

[0037] A control unit is used to control the operation of the steering motor of the steering wheel through the EPS system according to the digital signal, the input data and the current assistance scenario when the input data is valid.

[0038] In a third aspect, an embodiment of the present application further provides a control device, which includes a processor and a memory coupled to each other, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the control device executes the above method.

[0039] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium. When the computer program is run on a computer, the computer executes the above method.

[0040] The invention adopting the above technical solution has the following advantages:

[0041] In the technical solution provided in this application, the digital signal includes a first distance between the vehicle and the lane line, a second distance between the vehicle and the obstacle, and the vehicle's speed. The input data from the user operating the steering wheel includes steering torque, steering angle, and angular velocity of the steering wheel. The current assistance scenario includes any one of straight-line centering assistance, cornering assistance, overtaking assistance, and self-centering assistance. When the input data is valid, the EPS system controls the operation of the steering motor of the steering wheel based on the digital signal, input data, and the current assistance scenario. In this way, flexible assisted steering can be performed based on different scenarios, allowing drivers to experience the convenience of smart cars without taking their hands off the wheel. At the same time, it reduces the anxiety caused by driving risks caused by assisted driving, which is conducive to improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The present application may be further illustrated by the non-limiting embodiments provided in the accompanying drawings. It should be understood that the following drawings illustrate only certain embodiments of the present application and are therefore not to be construed as limiting the scope of the present application. It is understood that a person skilled in the art can derive other relevant drawings from these drawings without inventive effort.

[0043] Figure 1 A schematic flow chart of the steering assist control method provided in an embodiment of the present application.

[0044] Figure 2 A flow chart of the steering assist control logic provided in an embodiment of the present application.

[0045] Figure 3 This is a functional block diagram of the arbitration assistance module provided in an embodiment of the present application.

[0046] Figure 4 This is a block diagram of the steering assist control device provided in an embodiment of the present application.

[0047] Icons: 200 - steering assist control device; 210 - first acquisition unit; 220 - conversion unit; 230 - second acquisition unit; 240 - determination unit; 250 - control unit. DETAILED DESCRIPTION

[0048] The present application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that similar or identical parts in the drawings or descriptions are numbered the same. Implementations not shown or described in the drawings are known to those of ordinary skill in the art. In the description of this application, the terms "first," "second," etc. are used solely to distinguish descriptions and are not to be construed as indicating or implying relative importance.

[0049] The present invention provides a control device including a processing module and a storage module. The storage module stores a computer program, which, when executed by the processing module, enables the control device to perform corresponding steps in the following steering assist control method.

[0050] In this embodiment, the control device may further include other hardware modules. For example, the control device may further include a first sensor component, a second sensor component, etc.

[0051] The first sensor component is flexibly arranged on the vehicle and may include, but is not limited to, a camera, a radar module, a wheel speed sensor, etc., and may correspondingly collect video of the road environment around the vehicle, radar data, and wheel speed signals.

[0052] The second sensor component is disposed on the steering wheel of the vehicle. The second sensor component may include but is not limited to an IMU (Inertial Measurement Unit), an angle sensor, a torque sensor, etc., and may correspondingly collect information such as the angular velocity, steering angle, and steering torque of the steering wheel.

[0053] Understandably, the control device can be deployed on the vehicle to provide the vehicle with an assisted driving function, wherein the assisted driving function refers to assisted steering control when the driver does not take his hands off the steering wheel.

[0054] Please refer to Figure 1 The present application also provides a steering assist control method that can be applied to the above-mentioned control device, and the control device executes or implements each step of the method. The steering assist control method can include the following steps:

[0055] Step 110: collecting a road condition dataset of the vehicle through a first sensor component on the vehicle, wherein the road condition dataset includes a road condition video, radar data, and wheel speed signals;

[0056] Step 120 , converting the road condition dataset into a digital signal for use by the vehicle's EPS (Electric Power Steering) system according to a preset processing strategy, wherein the digital signal includes a first distance between the vehicle and the lane line, a second distance between the vehicle and the obstacle, and the vehicle's speed;

[0057] Step 130 , collecting input data of the user operating the steering wheel through a second sensor component provided on the steering wheel of the vehicle, wherein the input data includes steering torque, steering angle and angular velocity of the steering wheel;

[0058] Step 140: determining a current assistance scenario of the vehicle based on the road condition dataset and the input data, wherein the current assistance scenario includes any one of straight-line centering assistance, cornering assistance, overtaking assistance, and return-to-center assistance;

[0059] Step 150 : When the input data is valid, the EPS system controls the operation of the steering motor of the steering wheel according to the digital signal, the input data and the current assistance scenario.

[0060] In the above-described embodiment, the digital signal includes a first distance between the vehicle and the lane marking, a second distance between the vehicle and the obstacle, and the vehicle's speed. The user's steering wheel input data includes steering torque, steering wheel angle, and angular velocity. The current assistance scenario includes any of straight-line centering assistance, cornering assistance, overtaking assistance, and self-centering assistance. When the input data is valid, the EPS system controls the steering motor of the steering wheel based on the digital signal, input data, and the current assistance scenario. This allows for flexible assisted steering based on different scenarios, allowing the driver to experience the convenience of a smart car without having to take their hands off the wheel. This reduces anxiety about driving risks associated with assisted driving, thereby improving the user experience.

[0061] The following is a detailed description of the various steps of the steering assist control method:

[0062] In step 110, the first sensor assembly collects a road condition dataset of the vehicle in a conventional manner. The road condition dataset may include, but is not limited to, road environment video, radar data, and wheel speed signals. For example, the road condition dataset may also include the vehicle's location data on a navigation map collected by a positioning module.

[0063] In step 120 , the vehicle may use the intelligent driving module and a preset processing strategy to convert the collected road condition data set into a digital signal that can be directly used by the EPS system.

[0064] Among them, the preset processing strategy can be flexibly determined according to the actual situation. For example, a surround-view camera on the vehicle is used to capture a video of the surrounding road conditions of the vehicle. Then, through the corresponding image recognition algorithm, based on the image frames in the road environment video, the distance between the vehicle and other vehicles in the adjacent lane (i.e., the first distance), the distance between the vehicle body (or wheel) and the lane line of the lane where the vehicle is located (i.e., the second distance), the distance between the vehicle and the preceding vehicle, etc. are detected. It should be noted that the method of detecting the first distance and the second distance through images is a conventional method and will not be repeated here.

[0065] In addition, the intelligent driving module can convert the wheel speed signal collected by the wheel speed sensor into the vehicle speed.

[0066] In step 130, the second sensor component on the steering wheel can collect the steering torque, steering angle and angular velocity of the steering wheel when the user turns the steering wheel, etc., as input data for the user operating the steering wheel.

[0067] In step 140, the processing module can automatically determine the type of the current assistance scene based on data such as the car's driving route in the navigation map, the steering wheel angle, and the steering torque of the user operating the steering wheel.

[0068] For example, in the navigation map, the vehicle's forward driving route is a straight lane, the vehicle's steering wheel has been straightened, and there is no steering torque. At this time, the current assistance scenario can be automatically determined to be straight-line centering assistance.

[0069] For example, if the vehicle's route ahead on the navigation map is a curve and the steering wheel is not straight, the current assistance scenario can be automatically determined as cornering assistance. After the cornering assistance is completed, the current assistance scenario can be automatically determined as return-to-center assistance.

[0070] For example, if the vehicle ahead of the vehicle is detected to be slower than the vehicle in the adjacent lane, the adjacent lane is available for lane change, and the steering torque and steering angle detected by the user are not zero, the current assistance scenario can be automatically determined to be Overtaking Assist. After completing Overtaking Assist, the current assistance scenario can be automatically determined to be Centering Assist.

[0071] In other embodiments, when the current auxiliary scene needs to be determined, all auxiliary scenes can be displayed in a pop-up window on the central control display of the vehicle for the driver to manually select. The selected auxiliary scene is then used as the current auxiliary scene.

[0072] Before controlling the operation of the steering motor of the steering wheel by the EPS system according to the digital signal, the input data, and the current assistance scenario in step 150, the method may further include:

[0073] Determining whether the steering torque in the input data is greater than or equal to a preset torque;

[0074] When the steering torque is greater than or equal to a preset torque, it is determined that the input data is valid.

[0075] In this embodiment, the preset torque can be a relatively small torque to filter out the torque generated by steering wheel rotation due to vehicle vibration during driving, thereby improving the reliability of valid input data judgment. For example, the preset torque can be 0.3 Newton-meters (N·m). If the steering torque is less than the preset torque, the input data is determined to be invalid.

[0076] In other embodiments, the validity of the input data can be determined by detecting whether the driver's hands are gripping the steering wheel. For example, if the driver's hands are detected gripping the steering wheel in a video captured by a camera inside the vehicle, the input data is considered valid. If the driver's hands are not detected gripping the steering wheel, the input data is considered invalid.

[0077] Alternatively, a pressure sensor provided on the steering wheel may be used to detect whether the user's hand is holding the steering wheel. This detection method is conventional and will not be described in detail here.

[0078] Before controlling the operation of the steering motor of the steering wheel by the EPS system according to the digital signal, the input data, and the current assistance scenario in step 150, the method may further include:

[0079] It is determined that a first switch representing a steering driving assistance function is in an on state.

[0080] It is understandable that the first switch may be a switch for controlling the driving assistance function to be turned on or off. The first switch and the second and third switches described below may all be hardware switches or soft switches provided on the vehicle.

[0081] Before the method executes step 150, it is necessary to ensure that the first switch is in an open state. For example, in any step before step 150, the first switch is controlled to be in an open state.

[0082] It is understood that each time the vehicle is powered on, the first switch may be defaulted to being in the on or off state, or the first switch may be maintained in the on or off state it was in when the vehicle was last powered on. When assisted steering is required, if the first switch is in the off state, it is necessary to turn the first switch on. The first switch can be manually turned on or off by the user.

[0083] Step 150, in which the EPS system controls the operation of the steering motor of the steering wheel according to the digital signal, the input data, and the current assistance scenario, may include:

[0084] determining, based on a pre-created first relationship table among assistance scenarios, distances, and control parameters, control parameters corresponding to the first distance and the second distance in the current assistance scenario as target control parameters, the target control parameters including a target steering torque and a target steering angle of the steering wheel;

[0085] determining a compensation control parameter according to the target control parameter and the input data, the compensation control parameter including a rotation direction of the steering wheel driven by the steering motor and a compensation steering torque;

[0086] Determining, according to a pre-created second relationship table between control parameters and adjustment coefficients, an adjustment coefficient corresponding to the compensation control parameter as a target adjustment coefficient;

[0087] The EPS system controls the operation of the steering motor of the steering wheel according to the compensation control parameter and the target adjustment coefficient.

[0088] In this embodiment, a corresponding first relationship table may be pre-established for each assistance scenario. The first relationship table may record the corresponding relationships between the vehicle-to-lane spacing, the vehicle-to-nearby vehicle spacing, and control parameters for the corresponding assistance scenario. Based on this first relationship table, the control parameters corresponding to the first and second spacings in the current assistance scenario may be obtained through interpolation.

[0089] For example, for straight-line centering assistance, the focus is on the distance between the vehicle and the lane markings, and how this relates to the control parameters. The distance between the vehicle and the adjacent vehicle is a secondary factor; as long as the adjacent vehicle is within a safe distance range (which can be flexibly determined based on actual conditions), there's no need to consider the impact of this second distance on the control parameters.

[0090] For example, for overtaking assistance, the focus is on the relationship between the distance between the vehicle and the adjacent vehicle and the corresponding control parameters. The distance between the vehicle and the lane marking is a secondary factor; the only requirement is to ensure that the vehicle remains within the lane after changing lanes to overtake.

[0091] It can be understood that the target control parameters are the steering torque and steering angle required by the steering wheel when it is expected to achieve the corresponding assistance purpose while ensuring safe driving.

[0092] In this embodiment, the relationship between the adjustment coefficient and the compensation control parameter can be flexibly set according to actual conditions. For example, the adjustment coefficient can range from 0 to 10, with a larger adjustment coefficient corresponding to a larger control coefficient. When the adjustment coefficient is 0, no compensation adjustment is required, i.e., the compensation control parameter is 0.

[0093] Wherein, determining the compensation control parameter according to the target control parameter and the input data includes:

[0094] When the target steering torque in the target control parameter is greater than the steering torque in the input data, an absolute value of a difference between the target steering torque and the steering torque in the input data is used as the compensation steering torque, and a direction of the compensation steering torque is the same as a direction of the steering torque in the input data;

[0095] When the target steering torque in the target control parameter is smaller than the steering torque in the input data, the absolute value of the difference between the target steering torque and the steering torque in the input data is used as the compensation steering torque, and the direction of the compensation steering torque is opposite to the direction of the steering torque in the input data.

[0096] It can be understood that if the target steering torque in the calculated target control parameters is greater than the steering torque in the input data, it means that the user's steering force is small; at this time, it is necessary to control the steering motor to rotate in the same direction as the user turns the steering wheel to compensate for the missing torque.

[0097] If the target steering torque in the calculated target control parameters is less than the steering torque in the input data, it means that the user's steering force is too great. In this case, the steering motor needs to be controlled to rotate in the opposite direction of the user's steering wheel rotation to offset the user's excessive steering torque.

[0098] Based on the above design, the driver can still intuitively feel the convenience brought by the assisted steering of the smart car without taking his hands off the wheel.

[0099] As an optional implementation, in step 150, before the EPS system controls the operation of the steering motor of the steering wheel according to the compensation control parameter and the target adjustment coefficient, step 150 may further include:

[0100] It is determined that the steering torque in the input data is greater than or equal to a preset torque, and that the current vehicle speed is within a preset vehicle speed range indicating that steering assistance is permitted.

[0101] Understandably, when the vehicle's speed is too low, assisted driving is deemed unnecessary. If the steering torque is less than the preset torque, the input data is deemed invalid. Therefore, before executing assisted driving control braking actions, appropriate conditional judgment is required. Ensure that the steering torque in the input data is greater than or equal to the preset torque, and that the vehicle's current speed is within the preset speed range indicating that steering assistance is permitted.

[0102] The preset vehicle speed range can be flexibly set according to actual conditions, for example, it can be greater than or equal to 20 km / h.

[0103] In this embodiment, the digital signal may further include a first estimated driving trajectory of the vehicle after the current moment and a second estimated driving trajectory of the adjacent vehicle after the current moment. The method may further include:

[0104] When it is determined that there is a risk of collision between the vehicle and the adjacent vehicle based on the first estimated driving trajectory and the second estimated driving trajectory, the steering motor is controlled by the EPS system to change the first estimated driving trajectory and avoid collision with the adjacent vehicle.

[0105] Understandably, the calculation method for the first and second estimated driving trajectories is conventional. By estimating the driving trajectory of the vehicle and the adjacent vehicle over a period of time, the risk of collision between the vehicle and the adjacent vehicle can be estimated in advance. If a collision risk exists, the EPS system promptly adjusts the steering wheel and vehicle speed to avoid a collision with the adjacent vehicle, thereby improving driving safety.

[0106] As an optional embodiment, the vehicle has a second switch for an intelligent driving assistance function. When the second switch is turned on, the intelligent driving assistance function of the vehicle is activated. The intelligent driving assistance function means that the vehicle can automatically drive without the user's hands. In this embodiment, the method may also include:

[0107] When the second switch representing the intelligent driving assistance function is turned on, the first switch is controlled to be in a closed state.

[0108] Understandably, the second switch and the first switch are functionally independent and mutually exclusive. When the second switch is on, the first switch is off, and the vehicle enters intelligent driving mode, allowing the driver to take their hands off the steering wheel and achieve unmanned driving. When the first switch is on, the second switch is off, and the vehicle enters steering assist mode.

[0109] As an optional implementation, the method may further include:

[0110] When the third switch representing the coach mode is on, the second switch is controlled to be in the off state, wherein when the third switch is on, the maximum speed allowed for the vehicle to travel is less than the maximum speed allowed for the vehicle to travel when the third switch is off.

[0111] In this embodiment, the assisted driving in "Trainer Mode" functions similarly to the aforementioned "Steering Assist Mode," with the difference that the vehicle's powertrain is also subject to restrictions when in Trainer Mode. For example, in Trainer Mode, the vehicle's maximum permitted speed is limited to 40 km / h, while outside of Trainer Mode, the vehicle's powertrain is not subject to restrictions.

[0112] In this embodiment, the vehicle's dashboard can be customized to use a "steering assist mode" indicator light, a "coach mode" indicator light, and an "intelligent driving mode" indicator light for the driver to distinguish the current vehicle function status.

[0113] In order to facilitate the understanding of the implementation process of the method, the following will be combined with reference Figure 2 and Figure 3 Let me give you an example:

[0114] First, the driver confirms their current needs, such as whether to enable the intelligent driving assistance system (ADAS). If the driver chooses to enable it, the steering assist driving function is directly blocked at the input stage. This blocking can be achieved through the mutual exclusion of switches, arbitration logic in software, or both, to prevent the driver from accidentally triggering it.

[0115] After the driver does not execute the intelligent driving assistance function, he can choose to turn on the steering driving assistance function (such as turning on the first switch mentioned above). The main difference between this function and the above intelligent driving assistance function is that this scenario is similar to the functional scenario of intelligent driving assistance, but in intelligent driving scenarios, such as high-level intelligent driving modes, there is a hands-off situation. On the one hand, the driver is worried about the vehicle losing control due to hands-off and failing to take over in time, resulting in driving hazards of the vehicle. On the other hand, the driver also wants to experience the relevant conveniences brought by the intelligent driving hardware facilities to achieve value for money.

[0116] When the steering assist function is turned on, the intelligent driving-related hardware (the first sensor component) collects and analyzes road information (road condition data set), mainly involving vehicle detection radar, cameras, the vehicle's own wheel speed sensor, IMU sensor signals, etc.

[0117] The collected road condition data set is then calculated and converted. For example, the image information is processed into digital signals that can be directly used by other computing units (such as the EPS system) (for example, this may include information about the distance between the vehicle and the vehicles on the left and right / traffic lanes, and the distance between the vehicle and the obstruction / vehicle in front). The vehicle's wheel speed information and IMU information are also analyzed and processed, and output as digital signals that can be directly used by other computing units (for example, this may include vehicle speed, lateral acceleration, longitudinal acceleration, etc.).

[0118] If the driver needs to perform active steering operations, that is, the driver intervenes with his hand force, the vehicle will detect the driver's input data. The input data may include but is not limited to the driver's steering wheel input torque, steering wheel angle value, steering wheel steering angular velocity, etc.

[0119] In the control device, the processing module can be used as an auxiliary arbitration module. Please refer to Figure 3 The power assistance arbitration module may include a driver steering intention recognition unit, a scene arbitration unit, a road surface parameter and a driver input arbitration unit.

[0120] The driver's steering intention recognition unit can determine whether the driver has a steering intention based on input data collected from the steering wheel.

[0121] The scene arbitration unit can detect the current assistance scene through step 140. It should be noted that the current assistance scene can be, but is not limited to, straight-line centering assistance, cornering assistance, overtaking assistance, and return assistance. For example, the current assistance scene can also be parking assistance.

[0122] The road parameter and driver input arbitration unit can make corresponding decisions on the vehicle's driving speed and the steering torque in the input data to ensure that the steering torque in the input data is greater than or equal to the preset torque and that the vehicle's current speed is within the preset speed range that indicates that steering assistance is allowed.

[0123] When the power assistance arbitration module determines that assisted steering is permitted through the corresponding arbitration, step 150 is executed. That is, based on the valid data input by the driver and the converted digital signal, assisted steering service is provided to the driver.

[0124] Please refer to Figure 4 The present application further provides a steering assist control device 200, which includes at least one software function module that can be stored in a storage module in the form of software or firmware or embedded in an operating system (OS). The processing module is configured to execute executable modules stored in the storage module, such as the software function modules and computer programs included in the steering assist control device 200.

[0125] The steering assist control device 200 includes a first acquisition unit 210, a conversion unit 220, a second acquisition unit 230, a determination unit 240, and a control unit 250. The functions of each unit may be as follows:

[0126] The first acquisition unit 210 is used to collect a road condition data set of the vehicle through a first sensor component on the vehicle, wherein the road condition data set includes a road condition environment video, radar data, and wheel speed signals;

[0127] a conversion unit 220 for converting the road condition dataset into a digital signal for use by an electric power steering (EPS) system of the vehicle according to a preset processing strategy, the digital signal including a first distance between the vehicle and the lane line, a second distance between the vehicle and the obstacle, and a vehicle speed;

[0128] The second collecting unit 230 is used to collect input data of the user operating the steering wheel through a second sensor component provided on the steering wheel of the vehicle, wherein the input data includes steering torque, steering angle and angular velocity of the steering wheel;

[0129] a determination unit 240 for determining a current assistance scenario of the vehicle based on the road condition dataset and the input data, the current assistance scenario comprising any one of straight-line centering assistance, cornering assistance, overtaking assistance, and return-to-center assistance;

[0130] The control unit 250 is used to control the operation of the steering motor of the steering wheel according to the digital signal, the input data and the current assistance scenario through the EPS system when the input data is valid.

[0131] Optionally, the steering assist control device 200 may further include a judgment unit. Before the control unit 250 controls the steering motor of the steering wheel via the EPS system based on the digital signal, the input data, and the current assist scenario, the judgment unit is configured to: determine whether the steering torque in the input data is greater than or equal to a preset torque; and determine that the input data is valid when the steering torque is greater than or equal to the preset torque.

[0132] Optionally, the control unit 250 may also be configured to:

[0133] determining, based on a pre-created first relationship table among assistance scenarios, distances, and control parameters, control parameters corresponding to the first distance and the second distance in the current assistance scenario as target control parameters, the target control parameters including a target steering torque and a target steering angle of the steering wheel;

[0134] determining a compensation control parameter according to the target control parameter and the input data, the compensation control parameter including a rotation direction of the steering wheel driven by the steering motor and a compensation steering torque;

[0135] Determining, according to a pre-created second relationship table between control parameters and adjustment coefficients, an adjustment coefficient corresponding to the compensation control parameter as a target adjustment coefficient;

[0136] The EPS system controls the operation of the steering motor of the steering wheel according to the compensation control parameter and the target adjustment coefficient.

[0137] Optionally, before the control unit 250 controls the operation of the steering motor of the steering wheel through the EPS system according to the compensation control parameters and the target adjustment coefficient, the control unit 250 can also be used to: determine that the steering torque in the input data is greater than or equal to a preset torque, and that the current speed of the vehicle is within the preset speed range indicating that steering assistance is allowed.

[0138] Optionally, the control unit 250 may also be configured to:

[0139] When the target steering torque in the target control parameter is greater than the steering torque in the input data, an absolute value of a difference between the target steering torque and the steering torque in the input data is used as the compensation steering torque, and a direction of the compensation steering torque is the same as a direction of the steering torque in the input data;

[0140] When the target steering torque in the target control parameter is smaller than the steering torque in the input data, the absolute value of the difference between the target steering torque and the steering torque in the input data is used as the compensation steering torque, and the direction of the compensation steering torque is opposite to the direction of the steering torque in the input data.

[0141] Optionally, the digital signal also includes a first estimated driving trajectory of the host vehicle after the current moment and a second estimated driving trajectory of the adjacent vehicle after the current moment. The control unit 250 may also be configured to, when a collision risk is determined between the host vehicle and the adjacent vehicle based on the first and second estimated driving trajectories, control the steering motor via the EPS system to change the first estimated driving trajectory and avoid a collision with the adjacent vehicle.

[0142] Optionally, the steering assist control device 200 may further include a switch determination unit 240. Before the control unit 250 controls the steering motor of the steering wheel according to the digital signal, the input data, and the current assistance scenario through the EPS system, the switch determination unit 240 is configured to determine whether a first switch representing the steering driving assistance function is in an on state.

[0143] Optionally, the switch determination unit 240 is further configured to: when the second switch representing the intelligent driving assistance function is on, control the first switch to be in an off state.

[0144] Optionally, the switch determination unit 240 is further used to: when the third switch representing the coaching mode is on, control the second switch to be in the off state, wherein, when the third switch is on, the maximum speed allowed for the vehicle to travel is less than the maximum speed allowed for the vehicle to travel when the third switch is off.

[0145] In this embodiment, the processing module can be an integrated circuit chip with signal processing capabilities. The above-mentioned processing module can be a general-purpose processor. For example, the processor can be a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, and can implement or execute the various methods, steps and logic block diagrams disclosed in the embodiments of the present application.

[0146] The storage module may be, but is not limited to, a random access memory, a read-only memory, a programmable read-only memory, an erasable programmable read-only memory, an electrically erasable programmable read-only memory, etc. In this embodiment, the storage module may be used to store a road condition dataset, digital signals corresponding to the road condition dataset, assistance scenarios, and user input data from steering wheel operations. Of course, the storage module may also be used to store programs, which the processing module executes upon receiving an execution instruction.

[0147] It should be noted that those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the control device described above can refer to the corresponding processes of each step in the aforementioned method, and will not be elaborated here.

[0148] The present application also provides a computer-readable storage medium that stores a computer program, which, when executed on a computer, causes the computer to execute the steering assist control method described in the above embodiment.

[0149] Through the description of the above implementation methods, those skilled in the art can clearly understand that the present application can be implemented through hardware or by means of software plus a necessary general hardware platform. Based on this understanding, the technical solution of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.), including a number of instructions for enabling a computer device (which can be a personal computer, a control device, or a network device, etc.) to execute the methods described in each implementation scenario of the present application.

[0150] In summary, the embodiments of the present application provide a steering assist control method, apparatus, control device and storage medium. In this solution, a road condition data set of the vehicle is collected by a first sensor component on the vehicle, and according to a preset processing strategy, the road condition data set is converted into a digital signal for use by the electric power steering EPS system of the vehicle. The second sensor component provided on the steering wheel of the vehicle collects input data of the user operating the steering wheel; based on the road condition data set and the input data, the current assistance scenario of the vehicle is determined. Since the digital signal includes a first distance between the vehicle and the lane line, a second distance between the vehicle and the obstacle and the speed of the vehicle, the input data of the user operating the steering wheel includes steering torque, steering angle and angular velocity of the steering wheel, and the current assistance scenario includes any one of straight-line centering assistance, cornering assistance, overtaking assistance and return assistance. When the input data is valid, the EPS system controls the operation of the steering motor of the steering wheel according to the digital signal, input data and the current assistance scenario. In this way, flexible assisted steering can be performed based on different scenarios, allowing the driver to still feel the convenience of the smart car without taking their hands off the wheel. At the same time, it reduces the anxiety caused by driving risks caused by assisted driving, which is conducive to improving the user experience.

[0151] In the embodiments provided in the present application, it should be understood that the disclosed devices, systems and methods can also be implemented in other ways. The device, system and method embodiments described above are merely schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the systems, methods and computer program products according to the multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of code, and a part of the module, program segment or code includes one or more executable instructions for implementing the specified logical function. It should also be noted that each box in the block diagram and / or flowchart, and the combination of the boxes in the block diagram and / or flowchart can be implemented by a dedicated hardware-based system that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions. In addition, the functional modules in the various embodiments of the present application can be integrated together to form an independent part, or each module can exist alone, or two or more modules can be integrated to form an independent part.

[0152] The above description is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, various modifications and variations of the present application are possible. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A steering assist control method, characterized in that: The method comprises: Collecting a road condition data set of the vehicle through a first sensor component on the vehicle, wherein the road condition data set includes a road condition environment video, radar data, and wheel speed signals; converting the road condition dataset into a digital signal for use by an electric power steering (EPS) system of the vehicle according to a preset processing strategy, the digital signal including a first distance between the vehicle and the lane line, a second distance between the vehicle and the obstacle, and the vehicle speed; The second sensor component provided on the steering wheel of the vehicle collects input data of the user operating the steering wheel, wherein the input data includes steering torque, steering angle and angular velocity of the steering wheel; Determining a current assistance scenario of the vehicle according to the road condition dataset and the input data, the current assistance scenario including any one of straight-line centering assistance, cornering assistance, overtaking assistance, and return-to-center assistance; When the input data is valid, the EPS system controls the operation of the steering motor of the steering wheel according to the digital signal, the input data and the current assistance scenario; The step of controlling the steering motor of the steering wheel according to the digital signal, the input data, and the current assistance scenario by the EPS system includes: determining, based on a pre-created first relationship table among assistance scenarios, distances, and control parameters, control parameters corresponding to the first distance and the second distance in the current assistance scenario as target control parameters, the target control parameters including a target steering torque and a target steering angle of the steering wheel; determining a compensation control parameter according to the target control parameter and the input data, the compensation control parameter including a rotation direction of the steering wheel driven by the steering motor and a compensation steering torque; Determining, according to a pre-created second relationship table between control parameters and adjustment coefficients, an adjustment coefficient corresponding to the compensation control parameter as a target adjustment coefficient; The EPS system controls the operation of the steering motor of the steering wheel according to the compensation control parameter and the target adjustment coefficient.

2. The method according to claim 1, characterized in that Before controlling the operation of the steering motor of the steering wheel according to the digital signal, the input data, and the current assistance scenario through the EPS system, the method further includes: Determining whether the steering torque in the input data is greater than or equal to a preset torque; When the steering torque is greater than or equal to a preset torque, it is determined that the input data is valid.

3. The method according to claim 1, characterized in that Before controlling the operation of the steering motor of the steering wheel by the EPS system according to the compensation control parameter and the target adjustment coefficient, controlling the operation of the steering motor of the steering wheel by the EPS system according to the digital signal, the input data, and the current assistance scenario further includes: It is determined that the steering torque in the input data is greater than or equal to a preset torque, and that the current vehicle speed is within a preset vehicle speed range indicating that steering assistance is permitted.

4. The method according to claim 1, wherein The determining of the compensation control parameter according to the target control parameter and the input data includes: When the target steering torque in the target control parameter is greater than the steering torque in the input data, an absolute value of a difference between the target steering torque and the steering torque in the input data is used as the compensation steering torque, and a direction of the compensation steering torque is the same as a direction of the steering torque in the input data; When the target steering torque in the target control parameter is smaller than the steering torque in the input data, the absolute value of the difference between the target steering torque and the steering torque in the input data is used as the compensation steering torque, and the direction of the compensation steering torque is opposite to the direction of the steering torque in the input data.

5. The method according to claim 1, wherein The digital signal also includes a first estimated driving trajectory of the vehicle after the current moment and a second estimated driving trajectory of the adjacent vehicle after the current moment. The method further includes: When it is determined that there is a risk of collision between the vehicle and the adjacent vehicle based on the first estimated driving trajectory and the second estimated driving trajectory, the steering motor is controlled by the EPS system to change the first estimated driving trajectory and avoid collision with the adjacent vehicle.

6. The method according to any one of claims 1 to 5, characterized in that Before controlling the operation of the steering motor of the steering wheel according to the digital signal, the input data, and the current assistance scenario through the EPS system, the method further includes: It is determined that a first switch representing a steering driving assistance function is in an on state.

7. The method according to claim 6, characterized in that The method further comprises: When the second switch representing the intelligent driving assistance function is turned on, the first switch is controlled to be in a closed state.

8. The method according to claim 7, characterized in that The method further comprises: When the third switch representing the coach mode is on, the second switch is controlled to be in the off state, wherein when the third switch is on, the maximum speed allowed for the vehicle to travel is less than the maximum speed allowed for the vehicle to travel when the third switch is off.

9. A steering assist control device, characterized in that: The device comprises: A first acquisition unit is configured to collect a road condition data set of the vehicle through a first sensor component on the vehicle, wherein the road condition data set includes a road condition environment video, radar data, and wheel speed signals; a conversion unit, configured to convert the road condition data set into a digital signal for use by an electric power steering (EPS) system of the vehicle according to a preset processing strategy, wherein the digital signal includes a first distance between the vehicle and the lane line, a second distance between the vehicle and the obstacle, and a vehicle speed; a second collecting unit, configured to collect input data of a user operating the steering wheel via a second sensor component provided on the steering wheel of the vehicle, wherein the input data includes a steering torque, a steering angle, and an angular velocity of the steering wheel; a determining unit, configured to determine a current assistance scenario of the vehicle based on the road condition dataset and the input data, the current assistance scenario comprising any one of straight-line centering assistance, cornering assistance, overtaking assistance, and centering assistance; a control unit, configured to control the operation of the steering motor of the steering wheel through the EPS system according to the digital signal, the input data, and the current assistance scenario when the input data is valid; The control unit is specifically used for: determining, based on a pre-created first relationship table among assistance scenarios, distances, and control parameters, control parameters corresponding to the first distance and the second distance in the current assistance scenario as target control parameters, the target control parameters including a target steering torque and a target steering angle of the steering wheel; determining a compensation control parameter according to the target control parameter and the input data, the compensation control parameter including a rotation direction of the steering wheel driven by the steering motor and a compensation steering torque; Determining, according to a pre-created second relationship table between control parameters and adjustment coefficients, an adjustment coefficient corresponding to the compensation control parameter as a target adjustment coefficient; The EPS system controls the operation of the steering motor of the steering wheel according to the compensation control parameter and the target adjustment coefficient.

10. A control device, characterized in that: The control device includes a processor and a memory coupled to each other, wherein a computer program is stored in the memory. When the computer program is executed by the processor, the control device executes the method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is run on a computer, the computer is caused to execute the method according to any one of claims 1 to 8.

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