Steering rate control method, system, electronic device, and storage medium

Abstract

Embodiments of the present application provide a steering rate control method and system, electronic equipment and storage medium, relating to the technical field of intelligent driving. The method comprises: at a switching time when a lane keeping system switches to a control state, obtaining a steering angle of a steering wheel of a vehicle; and controlling a steering rate of the steering angle in multiple stages within a target time period from the switching time, the steering rates corresponding to the multiple stages being different from each other. Through the steering rate control method provided by the embodiments, the steering rate of the steering angle of the steering wheel of the vehicle can be dynamically adjusted in multiple stages within the target time period when manual driving is switched to intelligent driving, thereby avoiding the problem of hand fighting or steering wheel grabbing caused by too fast steering of the steering wheel, and improving the intelligent driving experience of the user.

Description

Technical Field

[0001] The present invention relates to the field of intelligent driving technology, and in particular to a steering rate control method, system, electronic device and storage medium. Background Technology

[0002] In recent years, with the development of intelligent connectivity, more and more models are equipped with intelligent driving assistance features, such as lane centering, lane keeping and other lane assist with steering control. The configuration rate of these features is very high among major car manufacturers, and they have almost become standard features in new models from major OEMs.

[0003] Currently, steering control primarily employs two methods: torque control, where the intelligent driving system sends a torque request to the steering system for execution; and angle control, where the intelligent driving system directly sends the desired angle to the steering system for execution. These two control methods have distinct characteristics: torque control offers a better feel, while angle control provides higher precision. Currently, the commonly used angle control method, when lane-keeping assist is activated, can result in rapid steering wheel turns, causing discomfort such as hand jerkiness or difficulty gripping the steering wheel.

[0004] Therefore, how to balance lateral control precision and user feel in intelligent driving mode is a technical problem that this invention urgently needs to solve. Summary of the Invention

[0005] This invention provides a steering rate control method, system, electronic device, and storage medium, which aims to control the steering rate of the steering wheel steering angle in multiple stages to make the intelligent driving intervention control process more stable, safer, and more comfortable.

[0006] A first aspect of the present invention provides a steering rate control method, the method comprising:

[0007] At the moment when the lane keeping system switches to control mode, the steering angle of the vehicle's steering wheel is obtained.

[0008] Within the target time period starting from the switching moment, the steering rate of the steering angle is controlled in multiple stages, and the steering rate corresponding to each stage is different.

[0009] Optionally, the method further includes:

[0010] After the target time period starting from the switching moment, the steering rate of the steering wheel of the current vehicle is not controlled.

[0011] Optionally, the method further includes:

[0012] Get the curvature of the current lane line;

[0013] If the reciprocal of the curvature is less than a preset value, the steering rate of the steering wheel of the current vehicle will not be controlled.

[0014] The method of controlling the steering rate of the steering angle in multiple stages within a target time period starting from the switching moment includes:

[0015] When the reciprocal of the curvature is greater than or equal to the preset value, the steering rate of the steering angle is controlled in multiple stages during the target time period starting from the switching moment.

[0016] Optionally, the target time period includes at least: a first stage, a second stage, and a third stage that are consecutive in time;

[0017] The method of controlling the steering rate of the steering angle in multiple stages within a target time period starting from the switching moment includes:

[0018] In the first stage, the slope of the steering angle is controlled by a first value;

[0019] In the second stage, the slope of the steering angle is controlled by a second value;

[0020] In the third stage, the slope of the steering angle is controlled by a third value;

[0021] The steering rate is controlled in real time based on the slope of the steering angle.

[0022] The first value, the second value, and the third value increase sequentially.

[0023] Optionally, obtaining the steering angle of the current vehicle's steering wheel includes:

[0024] Based on the vehicle information and lane information of the current vehicle, the steering angle of the steering wheel of the current vehicle is determined.

[0025] A second aspect of the present invention provides a steering rate control system, the system comprising:

[0026] The angle determination module is used to obtain the steering angle of the vehicle's steering wheel at the moment when the lane keeping system switches to the control state;

[0027] The first rate control module is used to control the steering rate of the steering angle in multiple stages within a target time period starting from the switching time, and the steering rates corresponding to each of the multiple stages are different.

[0028] Optionally, the system further includes:

[0029] The second rate control module is used to not control the steering rate of the steering wheel of the current vehicle after a target time period starting from the switching moment.

[0030] Optionally, the system further includes:

[0031] The curvature acquisition module is used to acquire the curvature of the current lane line;

[0032] The third rate control module is used to not control the steering rate of the steering wheel of the current vehicle when the reciprocal of the curvature is less than a preset value.

[0033] The first rate control module includes:

[0034] The first rate control submodule is used to control the steering rate of the steering angle in multiple stages within a target time period starting from the switching moment, provided that the reciprocal of the curvature is greater than or equal to the preset value.

[0035] Optionally, the target time period includes at least: a first stage, a second stage, and a third stage that are consecutive in time;

[0036] The first rate control module includes:

[0037] The first control submodule is used to control the slope of the steering angle to a first value in the first stage;

[0038] The second control submodule is used to control the slope of the steering angle to a second value in the second stage;

[0039] The third control submodule is used to control the slope of the steering angle to a third value in the third stage;

[0040] The second rate control submodule is used to control the steering rate of the steering angle in real time according to the slope of the steering angle;

[0041] The first value, the second value, and the third value increase sequentially.

[0042] Optionally, the angle determination module includes:

[0043] The angle determination submodule is used to determine the steering angle of the steering wheel of the current vehicle based on the vehicle information and lane line information of the current vehicle.

[0044] A third aspect of the present invention provides an electronic device, the electronic device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steering rate control method of the first aspect of the present invention.

[0045] A fourth aspect of the present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steering rate control method of the first aspect of the present invention.

[0046] The steering rate control method provided in this invention acquires the steering angle of the vehicle's steering wheel at the moment the lane keeping system switches to control mode. Within a target time period from the switching moment, the steering rate of the steering wheel is controlled in multiple stages, with each stage corresponding to a different steering rate. In this embodiment, within the target time period of switching from manual to intelligent driving, the steering rate of the vehicle's steering wheel is dynamically adjusted in multiple stages, thereby avoiding problems such as hand-kicking or steering wheel-grabbing caused by excessively fast steering, improving the user's intelligent driving experience, and balancing lateral control accuracy and user feel in intelligent driving mode. Attached Figure Description

[0047] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 This is a flowchart illustrating a steering rate control method according to an embodiment of the present invention;

[0049] Figure 2 This is a schematic diagram illustrating the limitation of the slope of the steering angle according to an embodiment of the present invention;

[0050] Figure 3 This is a schematic diagram of steering control provided in an embodiment of the present invention;

[0051] Figure 4 This is a structural block diagram of a steering rate control system provided in an embodiment of the present invention;

[0052] Figure 5 This is a schematic diagram of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0053] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0054] refer to Figure 1 , Figure 1 This is a flowchart illustrating a steering rate control method according to an embodiment of the present invention. Figure 1 As shown, the steering rate control method of this embodiment may include steps S1 and S2:

[0055] Step S1: At the moment when the lane keeping system switches to control mode, obtain the steering angle of the vehicle's steering wheel.

[0056] In this embodiment, the vehicle status monitoring module can monitor the vehicle's driving status. When the status monitoring module detects that the vehicle is switching from manual driving to intelligent driving, that is, when the status monitoring module detects that the vehicle's lane keeping system is switching from a non-controlled state to a controlled state, the vehicle's steering module can obtain the current steering wheel angle at the moment the lane keeping system switches to the controlled state. In this embodiment, the steering angle is the target angle sent to the vehicle's steering system, enabling the steering system to control the vehicle's steering based on the target angle.

[0057] It is understandable that at the moment of intervention of intelligent driving, that is, when the vehicle switches from manual driving to intelligent driving, the vehicle immediately enters lane keeping mode. Therefore, the state monitoring module of this embodiment can determine whether the vehicle has entered intelligent driving mode by checking whether the control state of the lane keeping system has switched. Furthermore, the moment when the lane keeping system switches from non-control state to control state is detected is the moment of activation of intelligent driving. The purpose of this embodiment is to improve the user experience when intelligent driving is activated.

[0058] Step S2: During the target time period starting from the switching moment, the steering rate of the steering angle is controlled in multiple stages, and the steering rate corresponding to each stage is different.

[0059] In this embodiment, when the vehicle's lane keeping system is detected to switch from a non-controlled state to a controlled state, the steering rate of the acquired steering angle can be controlled in multiple stages within a target time period starting from the moment the lane keeping system switches from a non-controlled state to a controlled state. Here, the target time period in this embodiment refers to the period during which steering rate control is required starting from the switching moment. The target time period can be freely set according to actual needs and human experience; this embodiment does not impose any specific restrictions on the specific value of the target time period.

[0060] In this embodiment, the target time period is divided into multiple stages, and the steering rate of the steering wheel angle is controlled in multiple stages within the target time period. The steering rate corresponding to each stage is different, so as to control the change of steering rate. This allows the driver to gradually adapt to the steering wheel rotation speed and avoids discomfort for the user (i.e., the driver) at the moment of activation.

[0061] In this embodiment, within the target time period starting from the moment the lane keeping system switches to the control state, the steering rate of the current vehicle's steering wheel angle is controlled in multiple stages, so that the steering rates corresponding to each stage are different. Based on the logic of limiting the steering rate, the conflict problem caused by the intervention of intelligent driving can be effectively solved. By dynamically adjusting the "rate" of intelligent driving control, the final turning speed of the steering wheel is affected, making the intelligent driving intervention control process more stable, safer, and more comfortable. In the intelligent driving state, both lateral control accuracy and user feel are taken into account.

[0062] In conjunction with the above embodiments, in one implementation, the present invention also provides a steering rate control method. In addition to the steps described above, this method may further include step S3:

[0063] Step S3: After the target time period starting from the switching time, the steering rate of the steering wheel of the current vehicle is not controlled.

[0064] The purpose of this embodiment is to resolve the conflict and abruptness caused by the steering system switching from no-angle control to angular control when intelligent driving intervenes, specifically the conflict and abruptness caused by the lane keeping system switching from a non-controlled state to a controlled state when intelligent driving intervenes. It addresses the user discomfort at the moment of activation. This embodiment considers that in practice, the main issue is the user experience during a certain period of activation; once control stabilizes, no restriction is needed. Furthermore, a small steering rate during normal control cannot meet the overall requirements of lane assist in intelligent driving systems. Therefore, after meeting the restriction conditions, the steering rate needs to be limited and controlled according to different durations after activation, and the control method should be quickly terminated after stabilization.

[0065] Therefore, this embodiment pre-sets a target time period, which allows the user to fully adapt to the automatic steering of the steering wheel. After the target time period begins from the switching moment, the user has already adapted well to the rotation of the steering wheel (i.e., reached a stable user angle). Therefore, after the target time period, this embodiment does not need to control the steering rate of the steering wheel angle.

[0066] In other words, after the target time period from the moment the lane keeping system switches from a non-controlled state to a controlled state, this embodiment no longer controls the steering rate of the steering wheel angle of the current vehicle. That is, after the target time period, the steering rate control method of this embodiment ends quickly and the steering rate of the steering wheel angle of the current vehicle is no longer controlled.

[0067] In conjunction with the above embodiments, in one implementation, the present invention also provides a steering rate control method. In addition to the steps described above, this method may further include steps S0 and S2-A:

[0068] Step S0: Obtain the curvature of the current lane line.

[0069] In this embodiment, considering that lateral control is triggered when the curve is too sharp, if the steering is not timely at this time, the vehicle may run off the road, which may pose a safety risk. Therefore, this method needs to be restricted to a safe area of ​​use.

[0070] Based on this, in this embodiment, when the lane keeping system switches from a non-controlled state to a controlled state, it can first determine whether the current driving environment of the vehicle meets the limiting conditions. Specifically, this can be done by acquiring the curvature of the current lane line in real time. Specifically, this can be done through the vehicle's lane line detection system, based on the perception results from the vehicle's forward-facing camera, to detect the distance, curvature, change in curvature, angle, etc., of the current lane line. In other words, in this embodiment, when the lane keeping system switches from a non-controlled state to a controlled state, the curvature of the current lane line needs to be determined in real time.

[0071] It should be noted that, in this embodiment, the execution order of steps S0 and S1 can be step S0 first and step S1 last; or step S1 first and step S0 last; or steps S0 and S1 can be performed simultaneously; this embodiment does not impose any restrictions on this.

[0072] Step S2-A: If the reciprocal of the curvature is less than a preset value, the steering rate of the steering wheel of the current vehicle is not controlled.

[0073] In this embodiment, a preset value is set in advance. This preset value is a pre-defined threshold indicating that the lane is a sharp curve. If the reciprocal of the curvature of the detected lane line is greater than or equal to the preset value, it indicates that the current lane is not a sharp curve, and the turning speed can be limited. If the reciprocal of the curvature of the detected lane line is less than the preset value, it indicates that the current lane is a sharp curve, and the turning speed cannot be limited. The preset value in this embodiment can be arbitrarily set based on human experience or actual needs. This embodiment does not impose any limitation on the specific value of the preset value.

[0074] In this embodiment, if the curvature of the current lane line is determined to be less than a preset value, it indicates that the current lane where the vehicle is located is a sharp curve. Therefore, in this case, this embodiment does not control the steering rate of the steering wheel of the current vehicle.

[0075] In this embodiment, step S2 may specifically include step S2-B:

[0076] Step S2-B: When the reciprocal of the curvature is greater than or equal to the preset value, the steering rate of the steering angle is controlled in multiple stages within the target time period starting from the switching moment.

[0077] In this embodiment, when it is determined that the lane keeping system has switched from a non-controlled state to a controlled state, and the reciprocal of the curvature of the detected lane line is greater than or equal to the preset value, the steering rate of the current vehicle's steering wheel angle can be controlled in multiple stages within a target time period from the switching moment.

[0078] In one optional implementation, the preset value in this embodiment can be a sharp bend radius R set based on human experience. It is assumed that after limiting the speed on a bend larger than this radius, the system can safely control the vehicle to maintain lateral control. That is, if the curvature of the lane line is C, then when 1 / C < R, the steering rate limiting logic is not entered; when 1 / C ≥ R, the steering rate limiting logic is entered.

[0079] In other words, in this embodiment, step S2-A and step S2-B are two parallel steps. After executing steps S0 and S1, either step S2-A or step S2-B can be executed.

[0080] In this embodiment, when the intelligent driving system is detected to intervene, a judgment is first made on whether a safe steering condition can be maintained, that is, the relationship between the curvature of the current lane line and a preset value is determined. This restricts the steering rate control method provided in this embodiment to a safe operating range, thereby helping the driver transition to lane keeping function in a comfortable and safe manner and improving the driver's driving experience.

[0081] In conjunction with the above embodiments, in one implementation, the present invention also provides a steering rate control method. In this method, the target time period includes at least three time-continuous phases: a first phase, a second phase, and a third phase; step S2 specifically includes steps S21 to S24:

[0082] Step S21: In the first stage, the slope of the steering angle is controlled by a first value.

[0083] In this embodiment, the target time period can be divided into multiple stages according to time sequence, and the target time stages include at least a first stage, a second stage, and a third stage that are consecutive in time, wherein each stage corresponds to its own time period. Thus, in this embodiment, the slope of the steering wheel angle is controlled separately for each stage within the target time period. Specifically, in the first stage of the target time period, the slope of the steering wheel angle of the current vehicle is controlled by a first value.

[0084] Step S22: In the second stage, the slope of the steering angle is controlled by a second value.

[0085] In this embodiment, during the second phase of the target time period, the slope of the steering angle of the current vehicle's steering wheel is controlled by a second value.

[0086] Step S23: In the third stage, the slope of the steering angle is controlled by a third value.

[0087] In this embodiment, during the third phase of the target time period, the slope of the steering angle of the current vehicle's steering wheel is controlled by a third value.

[0088] Among them, the first, second, and third values ​​increase sequentially. It should be noted that the duration of the time period corresponding to each stage in this embodiment may be different, partially the same and partially different, or all the same; this embodiment does not impose any restrictions on this.

[0089] Step S24: Control the steering rate of the steering angle in real time according to the slope of the steering angle.

[0090] In this embodiment, the steering rate of the steering wheel angle is limited based on the slope of the steering angle. Therefore, after controlling the slope of the current vehicle's steering angle for each stage, the steering speed of the current vehicle can be controlled in real time based on the controlled slope of the current vehicle's steering angle; the smaller the slope of the steering angle, the slower the steering rate.

[0091] For example, in an optional embodiment, the target time period can be set to 3 seconds from the switching time. The target time period is divided into four stages: the first stage is 0-0.5 seconds, the second stage is 0.5 seconds-1 second, the third stage is 1 second-2 seconds, and the fourth stage is 2 seconds-3 seconds. Figure 2 As shown, Figure 2 This is a schematic diagram illustrating the limitation of the slope of the steering angle according to an embodiment of the present invention. Figure 2 In the first stage, the steering angle slope can be controlled at a first value of 5 degrees / s; in the second stage, the steering angle slope can be controlled at a second value of 10 degrees / s; in the third stage, the steering angle slope can be controlled at a third value of 20 degrees / s; and in the fourth stage, the steering angle slope can be controlled at a fourth value of 40 degrees / s. After the target time period is exceeded, i.e., after 3 seconds, the steering angle slope is not controlled, and the normal control of the steering system is restored.

[0092] It is understood that, in conjunction with the above embodiments, in one implementation, the "controlling the steering rate of the steering angle in multiple stages within the target time period from the switching time" in step S2-B may specifically include steps S21 to S24, which will not be repeated here in this embodiment.

[0093] In one embodiment, the limitation on the slope of the steering angle for each stage within the target time period can be set based on the vehicle model. Different stages and different slopes can be set for different vehicle models, while the same stages and the same slope can be set for the same vehicle model. That is, for the same vehicle model, the settings for each stage and the corresponding slope of the steering angle for each stage are the same. Of course, these are all based on actual needs, and this embodiment does not impose any specific limitations on them.

[0094] In conjunction with the above embodiments, in one implementation, the present invention also provides a steering rate control method. In this method, the "obtaining the steering angle of the current vehicle's steering wheel" in step S1 can be obtained through step S11:

[0095] Step S11: Determine the steering angle of the steering wheel of the current vehicle based on the vehicle information and lane line information of the current vehicle.

[0096] In this embodiment, when the lane keeping system is detected to switch from a non-controlled state to a controlled state, the steering angle of the current vehicle's steering wheel can be determined based on the collected vehicle information and lane line information.

[0097] In one embodiment, such as Figure 3 As shown, Figure 3 This is a schematic diagram of a steering control system provided in an embodiment of the present invention. Figure 3 As shown, the intelligent driving controller can calculate the current required angle in the ECU control module 4 based on the perception results of the forward millimeter-wave radar module 2 and the forward-looking intelligent camera module 3, combined with the current vehicle information 1, and output it to the steering module 5 (that is, the steering system in the above embodiment) through the ECU control module 4.

[0098] In this embodiment, the required angle determined by the ECU control module is the current steering wheel angle. The lane detection system can obtain lane line information based on the perception results from the forward-facing millimeter-wave radar module and the forward-facing intelligent camera module. This information includes, for example, the distance to the current lane line, the lane line curvature, the amount of curvature change, and the angle. It also obtains vehicle information (such as...) from onboard sensors. Figure 3 The system uses current vehicle information (such as vehicle speed, acceleration, etc.) to determine the steering angle of the vehicle's steering wheel.

[0099] After receiving the target angle (i.e. the required angle) sent by the ECU control module 4, the steering module 5 obtains the required motor torque through the internal calculation logic of the steering system. After being restricted by functional safety and other safety strategies, the target motor torque is obtained according to the required motor torque. Finally, the steering system converts the target motor torque into current for control response execution.

[0100] In this embodiment, the steering system acts as the executor, aiming to achieve the target angle desired by the intelligent driving controller (i.e., the current steering wheel angle of the vehicle). The target angle is crucial for navigating the current road surface effectively; therefore, the final target angle in this embodiment cannot be changed, otherwise it would affect the final control effect and accuracy. The driver's perceived problem is primarily due to excessively rapid steering. Therefore, this embodiment ultimately achieves this effect by further limiting the steering angle slope to restrict the steering wheel rotation speed (steering rate).

[0101] In other words, the steering angle of the steering wheel obtained in this embodiment remains unchanged. This embodiment mainly controls the steering rate of the steering wheel steering angle to solve the problem of user discomfort when intelligent driving intervention is activated.

[0102] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.

[0103] Based on the same inventive concept, one embodiment of the present invention provides a steering rate control system 400. (See reference...) Figure 4 , Figure 4 This is a structural block diagram of a steering rate control system provided in an embodiment of the present invention. Figure 4 As shown, the system 400 includes:

[0104] Angle determination module 401 is used to obtain the steering angle of the current vehicle's steering wheel at the moment when the lane keeping system switches to the control state;

[0105] The first rate control module 402 is used to control the steering rate of the steering angle in multiple stages within a target time period starting from the switching time, and the steering rates corresponding to each of the multiple stages are different.

[0106] Optionally, the system 400 further includes:

[0107] The second rate control module is used to not control the steering rate of the steering wheel of the current vehicle after a target time period starting from the switching moment.

[0108] Optionally, the system 400 further includes:

[0109] The curvature acquisition module is used to acquire the curvature of the current lane line;

[0110] The third rate control module is used to not control the steering rate of the steering wheel of the current vehicle when the reciprocal of the curvature is less than a preset value.

[0111] The first rate control module 402 includes:

[0112] The first rate control submodule is used to control the steering rate of the steering angle in multiple stages within a target time period starting from the switching moment, provided that the reciprocal of the curvature is greater than or equal to the preset value.

[0113] Optionally, the target time period includes at least: a first stage, a second stage, and a third stage that are consecutive in time;

[0114] The first rate control module 402 includes:

[0115] The first control submodule is used to control the slope of the steering angle to a first value in the first stage;

[0116] The second control submodule is used to control the slope of the steering angle to a second value in the second stage;

[0117] The third control submodule is used to control the slope of the steering angle to a third value in the third stage;

[0118] The second rate control submodule is used to control the steering rate of the steering angle in real time according to the slope of the steering angle;

[0119] The first value, the second value, and the third value increase sequentially.

[0120] Optionally, the angle determination module 401 includes:

[0121] The angle determination submodule is used to determine the steering angle of the steering wheel of the current vehicle based on the vehicle information and lane line information of the current vehicle.

[0122] Based on the same inventive concept, another embodiment of the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps in the steering rate control method as described in any of the above embodiments of the present invention.

[0123] Based on the same inventive concept, another embodiment of the present invention provides an electronic device 500, such as... Figure 5 As shown. Figure 5 This is a schematic diagram of an electronic device according to an embodiment of the present invention. The electronic device includes a memory 502, a processor 501, and a computer program stored in the memory and executable on the processor. When executed by the processor, the program implements the steps of the steering rate control method described in any of the above embodiments of the present invention.

[0124] As the system implementation is basically similar to the method implementation, it is described in a relatively simple way. For relevant details, please refer to the description of the method implementation.

[0125] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0126] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0127] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0128] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0129] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0130] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0131] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0132] The foregoing has provided a detailed description of the steering rate control method, system, electronic device, and storage medium provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A steering rate control method, characterized in that, The method includes: At the moment when the lane keeping system switches to the control state, the steering angle of the vehicle's steering wheel is obtained. The steering angle is the target angle sent by the ECU control module to the vehicle steering system. Within the target time period starting from the switching moment, the steering rate of the steering angle is controlled in multiple stages, and the steering rate corresponding to each of the multiple stages is different. The target time period includes at least three consecutive phases: a first phase, a second phase, and a third phase. The method of controlling the steering rate of the steering angle in multiple stages within a target time period starting from the switching moment includes: In the first stage, the slope of the steering angle is controlled by a first value; In the second stage, the slope of the steering angle is controlled by a second value; In the third stage, the slope of the steering angle is controlled by a third value; The steering rate is controlled in real time based on the slope of the steering angle. The first value, the second value, and the third value increase sequentially.

2. The steering rate control method according to claim 1, characterized in that, The method further includes: After the target time period starting from the switching moment, the steering rate of the steering wheel of the current vehicle is not controlled.

3. The steering rate control method according to claim 1, characterized in that, The method further includes: Get the curvature of the current lane line; If the reciprocal of the curvature is less than a preset value, the steering rate of the steering wheel of the current vehicle will not be controlled. The method of controlling the steering rate of the steering angle in multiple stages within a target time period starting from the switching moment includes: When the reciprocal of the curvature is greater than or equal to the preset value, the steering rate of the steering angle is controlled in multiple stages during the target time period starting from the switching moment.

4. The steering rate control method according to any one of claims 1 to 3, characterized in that, The process of obtaining the steering angle of the current vehicle's steering wheel includes: Based on the vehicle information and lane information of the current vehicle, the steering angle of the steering wheel of the current vehicle is determined.

5. A steering rate control system, characterized in that, The system includes: An angle determination module is used to obtain the steering angle of the vehicle's steering wheel at the moment when the lane keeping system switches to the control state. The steering angle is the target angle sent to the vehicle steering system by the ECU control module. The first rate control module is used to control the steering rate of the steering angle in multiple stages within a target time period starting from the switching time, and the steering rates corresponding to each of the multiple stages are different. The target time period includes at least three consecutive phases: a first phase, a second phase, and a third phase. The first rate control module includes: The first control submodule is used to control the slope of the steering angle to a first value in the first stage; The second control submodule is used to control the slope of the steering angle to a second value in the second stage; The third control submodule is used to control the slope of the steering angle to a third value in the third stage; The second rate control submodule is used to control the steering rate of the steering angle in real time according to the slope of the steering angle; The first value, the second value, and the third value increase sequentially.

6. The steering rate control system according to claim 5, characterized in that, The system also includes: The second rate control module is used to not control the steering rate of the steering wheel of the current vehicle after a target time period starting from the switching moment.

7. The steering rate control system according to claim 5, characterized in that, The system also includes: The curvature acquisition module is used to acquire the curvature of the current lane line; The third rate control module is used to not control the steering rate of the steering wheel of the current vehicle when the reciprocal of the curvature is less than a preset value. The first rate control module includes: The first rate control submodule is used to control the steering rate of the steering angle in multiple stages within a target time period starting from the switching moment, provided that the reciprocal of the curvature is greater than or equal to the preset value.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the computer program is executed by the processor, it implements the steering rate control method as described in any one of claims 1 to 4.

9. A computer-readable storage medium storing a computer program thereon, characterized in that, When the computer program is executed by the processor, it implements the steering rate control method as described in any one of claims 1 to 4.

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