A lane keeping control method, device, equipment and medium

Abstract

This application discloses a lane-keeping control method, device, equipment, and medium, relating to the field of human-machine co-driving technology. The method includes: processing the currently requested angle of a driving assistance system based on the currently applied hand torque to obtain a processed angle; determining the output angle of the driving assistance system based on the hand torque, the current steering angle of the electric power steering system, and the processed angle; determining the current hand torque coefficient; sending the output angle and hand torque coefficient to the electric power steering system so that the electric power steering system can use the hand torque coefficient and the output angle to determine a first output current corresponding to the driving assistance system; obtaining a total output current through the electric power steering system based on the first output current and a second output current obtained based on the hand torque; and using the total output current to control the steering angle of the vehicle's steering wheel. By incorporating a hand torque coefficient and optimizing the algorithm for the requested angle of the driving assistance system under hand torque, lane-keeping human-machine co-driving control of the steering angle is achieved.

Description

Technical Field

[0001] This invention relates to the field of human-machine co-driving technology, and in particular to a lane keeping control method, device, equipment and medium. Background Technology

[0002] Human-machine co-driving refers to a state where the driver intervenes while the Automatic Driver Assistance System (ADAS) is activated, and the vehicle is controlled jointly by the driver and ADAS. ADAS includes, but is not limited to, Lane Keeping Support (LKS), Lane Departure Assist (LDP), Emergency Lane Keeping Assist (ELK), and Navigate On Auto Pilot (NOA). In human-machine co-driving, Electronic Power Steering (EPS) combines the driver's hand force assistance with ADAS requests to jointly control the vehicle. Current solutions identify the torque applied by the driver to the steering wheel. When the torque exceeds a certain value, the EPS stops responding to ADAS requests, and the driver takes over vehicle control. When the torque is less than a certain value, the EPS continues to respond to ADAS requests.

[0003] Lateral control schemes in driver assistance systems are divided into torque schemes and angle schemes. These refer to whether the driver assistance system requests torque or angle from the electronic power steering. In the torque scheme, the driver assistance system can attenuate the requested torque through hand torque. The electronic power steering only needs to superimpose the current corresponding to the torque requested by the driver assistance system with the current provided by hand assistance for output, achieving human-machine co-driving. However, in the angle scheme, the driver assistance system requests an angle, while the hand assistance provides torque. Since the control quantities of these two are different, when the driver intervenes, the hand torque will pull the steering wheel at an angle, thus deviating from the angle requested by the driver assistance system. To respond to the driver assistance system's request, the electronic power steering will continuously increase the current, causing the driver assistance system to compete with the driver for control of the steering wheel when the driver intervenes. This results in sharp steering wheel movements, a poor driving experience, and even the inability to avoid risks according to the driver's intentions.

[0004] In summary, in cornering solutions, how to resolve the issue of the driver assistance system competing for control with the driver in order to improve the driving experience of the driver assistance system and the safety of vehicle operation is a problem that needs to be solved. Summary of the Invention

[0005] In view of this, the purpose of this invention is to provide a lane keeping control method, device, equipment, and medium that can solve the problem of the driver assistance system and the driver competing for control in cornering situations, thereby improving the driving experience of the driver assistance system and the safety of vehicle operation. The specific solution is as follows:

[0006] In a first aspect, this application discloses a lane keeping control method applied to a driving assistance system, comprising:

[0007] The current requested angle of the driving assistance system is processed based on the currently applied hand torque to obtain the processed angle, and the output angle of the driving assistance system is determined based on the hand torque, the current steering angle of the electric power steering system, and the processed angle.

[0008] The current hand torque coefficient is determined, and the output angle and the hand torque coefficient are sent to the electric power steering system so that the electric power steering system can use the hand torque coefficient and the output angle to determine the first output current corresponding to the driving assistance system;

[0009] The electronic power steering system obtains a total output current based on the first output current and a second output current based on the hand torque, and uses the total output current to control the steering wheel angle.

[0010] Optionally, processing the currently requested angle of the driving assistance system based on the currently applied hand torque to obtain the processed angle includes:

[0011] Determine the currently applied hand torque and the current control mode of the driving assistance system, and determine the hand torque processing coefficient corresponding to the hand torque under the current control mode;

[0012] The current requested angle of the driving assistance system is processed using the hand torque processing coefficient to obtain the processed angle.

[0013] Optionally, determining the output angle of the driving assistance system based on the hand torque, the current steering angle of the electric power steering system, and the processed angle includes:

[0014] Determine the current curve radius and the current control mode of the driving assistance system, and determine the hand torque threshold corresponding to the curve radius under the current control mode; wherein, the current control mode is any one of lane keeping assist, lane departure assist and emergency lane keeping assist.

[0015] Determine whether the hand torque is greater than the hand torque threshold;

[0016] If it is greater than the value, the angle deviation between the current angle of the electric power steering system and the processed angle is obtained, and the output angle of the driving assistance system is determined based on the comparison result of the angle deviation and the preset deviation threshold.

[0017] If it is less than the specified value, the processed angle will be used as the output angle of the driving assistance system.

[0018] Optionally, determining the output steering angle of the driving assistance system based on the comparison result between the angle difference and a preset threshold includes:

[0019] If the angle deviation is less than a preset deviation threshold, the processed angle is used as the output steering angle of the driving assistance system.

[0020] If the angle deviation is greater than a preset deviation threshold and the current turning angle is greater than the processed angle, then the current turning angle is subtracted from the preset deviation threshold, and the subtraction result is used as the output turning angle of the driving assistance system.

[0021] If the angle deviation is greater than a preset deviation threshold, and the processed angle is greater than the current turning angle, then the current turning angle is added to the preset deviation threshold, and the result of the addition is used as the output turning angle of the driving assistance system.

[0022] Optionally, determining the current hand torque coefficient includes:

[0023] A pre-set rule for the change of hand torque coefficient corresponding to the current control mode is determined, and the current hand torque coefficient is determined using the rule for the change of hand torque coefficient; wherein, the rule for the change of hand torque coefficient is used to set the value change of hand torque coefficient when the current control mode is in different functional states; the functional states include functional activation state and functional deactivation state.

[0024] Optionally, the process of determining the current hand torque coefficient using the hand torque coefficient determination rule further includes:

[0025] If the current control mode is lane keeping assist, a preset hand force threshold corresponding to the radius of curvature of the curve is determined; the preset hand force threshold includes a hand force reduction threshold and a hand force recovery threshold;

[0026] If the hand torque is greater than the hand force reduction threshold, the hand torque coefficient is controlled to decrease from the initial value to the target intermediate value at a first preset slope until the hand torque is less than the hand force recovery threshold. Then, the hand torque coefficient is controlled to recover from the target intermediate value to the initial value at a second preset slope.

[0027] Optionally, before the control hand torque coefficient decreases from its initial value to the target intermediate value at a first preset slope, it further includes:

[0028] Obtain the pre-set correspondence between vehicle speed and intermediate value, so as to determine the corresponding target intermediate value based on the correspondence and the current vehicle speed.

[0029] Secondly, this application discloses a lane keeping control device for use in a driver assistance system, comprising:

[0030] The output angle determination module is used to process the currently requested angle of the driving assistance system based on the currently applied hand torque to obtain the processed angle, and to determine the output angle of the driving assistance system based on the hand torque, the current angle of the electric power steering system and the processed angle.

[0031] An output current determination module is used to determine the current hand torque coefficient and send the output angle and the hand torque coefficient to the electric power steering system so that the electric power steering system can use the hand torque coefficient and the output angle to determine the first output current corresponding to the driving assistance system.

[0032] The steering angle control module is used to obtain a total output current through the electronic power steering system based on the first output current and the second output current based on the hand torque, and to control the steering angle of the vehicle steering wheel using the total output current.

[0033] Thirdly, this application discloses an electronic device, including:

[0034] Memory, used to store computer programs;

[0035] A processor is configured to execute the computer program to implement the steps of the aforementioned disclosed lane keeping control method.

[0036] Fourthly, this application discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the steps of the aforementioned disclosed lane keeping control method.

[0037] As can be seen, this application processes the currently requested angle of the driving assistance system based on the currently applied hand torque to obtain a processed angle, and determines the output angle of the driving assistance system based on the hand torque, the current steering angle of the electric power steering system, and the processed angle; determines the current hand torque coefficient, and sends the output angle and the hand torque coefficient to the electric power steering system so that the electric power steering system can use the hand torque coefficient and the output angle to determine the first output current corresponding to the driving assistance system; the electric power steering system obtains the total output current based on the first output current and the second output current obtained based on the hand torque, and uses the total output current to control the steering wheel angle. Therefore, when the driver intervenes with hand force, this application first processes the currently requested angle of the driving assistance system based on the currently applied hand torque to obtain a processed angle, and then determines the output angle of the driving assistance system based on the hand torque, the current steering angle of the electric power steering system, and the processed angle. Furthermore, this application also needs to determine the current hand torque coefficient and send the hand torque coefficient and output angle to the electric power steering system so that the electronic power steering system can determine the first output current corresponding to the driving assistance system based on the hand torque coefficient and output angle. That is, this application optimizes the output angle by adding a hand torque coefficient to obtain the first output current. Finally, the electronic power steering system obtains the total output current based on the first output current and the second output current based on the hand torque, and uses the total output current to control the steering wheel angle. In this way, in the steering angle scheme, this application optimizes the algorithm for the driving assistance system's requested angle when the driver intervenes by adding a hand torque coefficient and by adding an optimization algorithm for the angle requested by the driving assistance system. This solves the problem that when the driver intervenes by pulling the steering wheel, the driving assistance system's requested angle increases, and the electronic power steering continuously increases the current in response to the angle request of the driving assistance system. This causes the driving assistance system to compete with the driver for control of the steering wheel when the driver intervenes, resulting in sharp steering, poor driving experience, and even failure to avoid risks according to the driver's intentions. This improves the driving experience of the driving assistance system and the safety of vehicle driving. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0039] Figure 1 This is a flowchart of a lane keeping control method disclosed in this application;

[0040] Figure 2 This is a flowchart of a specific lane keeping control method disclosed in this application;

[0041] Figure 3 This is a schematic diagram of a lane keeping control process disclosed in this application;

[0042] Figure 4 This application discloses a flowchart for determining the output angle of a driving assistance system;

[0043] Figure 5 This application discloses a diagram showing the variation of the hand torque coefficient under lane keeping assist.

[0044] Figure 6 This is a diagram showing the change in hand torque coefficient under lane departure assist or emergency lane keeping assist as disclosed in this application;

[0045] Figure 7 This is a schematic diagram comparing the hand torque for lane keeping assist with the descent threshold and the recovery threshold disclosed in this application;

[0046] Figure 8 This is a schematic diagram of the structure of a lane keeping control device disclosed in this application;

[0047] Figure 9 This is a structural diagram of an electronic device disclosed in this application. Detailed Implementation

[0048] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0049] Currently, in cornering schemes, the driver assistance system requests an angle, while the manual assistance provides torque. Since these two control quantities differ, when the driver intervenes, the manual torque pulls the steering wheel at a certain angle, deviating from the angle requested by the driver assistance system. To respond to this request, the electronic power steering continuously increases the current, causing the driver assistance system to compete with the driver for control of the steering wheel when the driver intervenes. This results in sharp steering wheel movements, a poor driving experience, and even the inability to avoid risks according to the driver's intentions. Therefore, this application discloses a lane-keeping control method, device, equipment, and medium that can solve the problem of the driver assistance system competing with the driver for control in cornering schemes, thereby improving the driving experience of the driver assistance system and the safety of vehicle operation.

[0050] See Figure 1As shown in the figure, this application discloses a lane keeping control method applied to a driving assistance system. The method includes:

[0051] Step S11: Process the current requested angle of the driving assistance system based on the currently applied hand torque to obtain the processed angle, and determine the output angle of the driving assistance system based on the hand torque, the current steering angle of the electric power steering system and the processed angle.

[0052] In this embodiment, when the driver assistance system is in operation and the electronic power steering is in a "handshake" state with the driver assistance system, if the driver intervenes with their hand force, the currently requested angle of the driver assistance system needs to be processed based on the currently applied hand torque to obtain the processed angle. It should be noted that if the hand torque applied by the driver is zero, no processing of the currently requested angle is required; when the applied hand torque is greater than zero, the currently requested angle needs to be attenuated based on the hand torque.

[0053] In a specific implementation, the above-mentioned processing of the current requested angle of the driving assistance system based on the currently applied hand torque to obtain a processed angle includes: determining the currently applied hand torque and the current control mode of the driving assistance system, and determining the hand torque processing coefficient corresponding to the hand torque under the current control mode; and processing the current requested angle of the driving assistance system using the hand torque processing coefficient to obtain the processed angle. That is, when the hand torque is not zero, this application needs to attenuate the current requested angle of the driving assistance system under different hand torques. The main method is to obtain the corresponding hand torque processing coefficient by looking up the currently applied hand torque in a table when the hand force intervenes, and then multiply the current requested angle by the hand torque processing coefficient to achieve the purpose of attenuating the current requested angle. Furthermore, different hand torque processing coefficients need to be used in different control modes of the driving assistance system to solve the problem of different correction rate requirements in different scenarios.

[0054] In this embodiment, the control modes may include, but are not limited to: lane keeping assist, emergency lane keeping assist, and lane departure assist. In one specific implementation, the correspondence between the hand torque and the hand torque processing coefficient under different control modes can be seen in Table 1:

[0055] Table 1

[0056] Hand torque 0 0.5 0.8 1 1.2 1.5 1.8 2 HandTorqueFactorPid 1 1 1 0.8 0.6 0.4 0.2 0.1 HandTorqueFactorPid4ELK 1 1 1 1 0.8 0.4 0.2 0.1 HandTorqueFactorPid4LDP 1 1 1 1 0.8 0.4 0.2 0.1

[0057] In Table 1, HandTorqueFactorPid represents the hand torque processing coefficient of the driver assistance system under Lane Keeping Assist (LKS); HandTorqueFactorPid4ELK represents the hand torque processing coefficient of the driver assistance system under Emergency Lane Keeping Assist (ELK); and HandTorqueFactorPid4LDP represents the hand torque processing coefficient of the driver assistance system under Lane Departure Assist (LDP). The hand torque processing coefficients in Table 1 are calibrable parameters. In this embodiment, the correspondence between hand torque and hand torque processing coefficients under different control modes was set by the patent technician based on their experience during vehicle calibration. Specifically, calibration can be performed based on vehicle conditions and big data learning to obtain the calibrated hand torque processing coefficients.

[0058] When the hand torque is greater than zero, the formulas for attenuating the currently requested angle under different control modes are as follows:

[0059] Under Lane Keeping Assist (LKS):

[0060] ADAS_AngleReq=HandTorqueFactorPid*ADAS_AngleControl;

[0061] Under Lane Departure Assist (LDP):

[0062] ADAS_AngleReq=HandTorqueFactorPid4LDP*ADAS_AngleControl;

[0063] With emergency lane keeping assist:

[0064] ADAS_AngleReq=HandTorqueFactorPid4ELK*ADAS_AngleControl;

[0065] Where ADAS_AngleControl is the currently requested angle, and ADAS_AngleReq is the output angle after attenuation.

[0066] After obtaining the attenuated angle, this application also needs to determine the final output angle of the driving assistance system based on the hand torque, the current angle of the electric power steering system, and the processed angle.

[0067] Step S12: Determine the current hand torque coefficient and send the output angle and the hand torque coefficient to the electric power steering system so that the electric power steering system can use the hand torque coefficient and the output angle to determine the first output current corresponding to the driving assistance system.

[0068] In this embodiment, the driving assistance system also needs to determine the current torque factor (TF), which refers to the percentage of the electronic power steering's response to the driving assistance system's request. The driving assistance system needs to send the torque factor and output angle to the electric power steering system so that the electric power steering system can further attenuate the output angle of the driving assistance system based on the torque factor to calculate the first output current corresponding to the driving assistance system. Specifically, after receiving the output angle of the driving assistance system, the electric power steering calculates the required current, and then multiplies the calculated current by the torque factor sent by the driving assistance system to obtain the first output current corresponding to the driving assistance system. That is, this application optimizes the output angle by adding a torque factor to obtain the first output current.

[0069] Step S13: The electronic power steering system obtains a total output current based on the first output current and the second output current based on the hand torque, and uses the total output current to control the steering wheel angle.

[0070] In this embodiment, the electronic power steering system superimposes the first output current and the second output current obtained based on the hand torque to obtain the total output current, and uses the total output current to control the steering wheel angle. In this way, this application, by adding a hand torque coefficient and optimizing the algorithm for the angle requested by the driving assistance system when the driver intervenes with hand force, solves the problem that when the driver intervenes with hand force to pull the steering wheel, the driving assistance system requests an increased angle, and the electronic power steering continuously increases the current to respond to the angle request. This causes the driving assistance system to compete with the driver for control of the steering wheel when the driver intervenes, resulting in sharp steering, poor driving experience, and even failure to avoid risks according to the driver's intentions. Therefore, this improves the driving experience of the driving assistance system and the safety of vehicle operation.

[0071] As can be seen, this application processes the currently requested angle of the driving assistance system based on the currently applied hand torque to obtain a processed angle, and determines the output angle of the driving assistance system based on the hand torque, the current steering angle of the electric power steering system, and the processed angle; determines the current hand torque coefficient, and sends the output angle and the hand torque coefficient to the electric power steering system so that the electric power steering system can use the hand torque coefficient and the output angle to determine the first output current corresponding to the driving assistance system; the electric power steering system obtains the total output current based on the first output current and the second output current obtained based on the hand torque, and uses the total output current to control the steering wheel angle. Therefore, when the driver intervenes with hand force, this application first processes the currently requested angle of the driving assistance system based on the currently applied hand torque to obtain a processed angle, and then determines the output angle of the driving assistance system based on the hand torque, the current steering angle of the electric power steering system, and the processed angle. Furthermore, this application also needs to determine the current hand torque coefficient and send the hand torque coefficient and output angle to the electric power steering system so that the electronic power steering system can determine the first output current corresponding to the driving assistance system based on the hand torque coefficient and output angle. That is, this application optimizes the output angle by adding a hand torque coefficient to obtain the first output current. Finally, the electronic power steering system obtains the total output current based on the first output current and the second output current based on the hand torque, and uses the total output current to control the steering wheel angle. In this way, in the steering angle scheme, this application optimizes the algorithm for the driving assistance system's requested angle when the driver intervenes by adding a hand torque coefficient and by adding an optimization algorithm for the angle requested by the driving assistance system. This solves the problem that when the driver intervenes by pulling the steering wheel, the driving assistance system's requested angle increases, and the electronic power steering continuously increases the current in response to the angle request of the driving assistance system. This causes the driving assistance system to compete with the driver for control of the steering wheel when the driver intervenes, resulting in sharp steering, poor driving experience, and even failure to avoid risks according to the driver's intentions. This improves the driving experience of the driving assistance system and the safety of vehicle driving.

[0072] See Figure 2 and Figure 3 As shown, this application discloses a specific lane keeping control method. Compared to the previous embodiment, this embodiment further explains and optimizes the technical solution. Specifically, it includes:

[0073] Step S21: Process the current requested angle of the driving assistance system based on the currently applied hand torque to obtain the processed angle, and determine the current curve radius and the current control mode of the driving assistance system. Then, determine the hand torque threshold corresponding to the curve radius under the current control mode; wherein, the current control mode is any one of lane keeping assist, lane departure assist and emergency lane keeping assist.

[0074] In this embodiment, after obtaining the processed angle, the current curvature radius of the curve and the current control mode of the driving assistance system are further determined. Under the current control mode, the hand torque threshold corresponding to the curvature radius of the curve is queried to determine the driver's intention based on the hand torque threshold. The current control mode is any one of lane keeping assist, lane departure assist, and emergency lane keeping assist. It is understood that when the driver manually intervenes to turn the steering wheel, there will be a significant deviation between the current steering angle of the electronic power steering and the steering angle requested by the driving assistance system. Furthermore, the driver's unconscious hand torque will differ on straight roads and curves with different curvatures. For example, as the driving assistance system controls the vehicle through a curve, and the steering wheel rotates dynamically, the driver's unconscious hand torque is relatively large when driving through a curve. Therefore, different hand torque thresholds (i.e., LowHandTorque) are required under different control modes and different curvature radii. The hand torque threshold is a calibrable parameter that can be calibrated based on experience, vehicle condition, big data learning, etc. In one specific implementation, see Table 2:

[0075] Table 2

[0076] Curvature radius of curve 50 100 200 300 400 500 750 1000 2000 5000 8000 LowHandTorque4LDP 2 2 2 2 1.8 1.8 1..6 1.6 1.4 1.2 1 LowHandTorque4ELK 2 2 2 2 1.8 1.8 1..6 1.6 1.4 1.2 1 LowHandTorque4LKS 1.8 1.8 1.8 1.8 1.6 1.6 1.4 1.4 1.2 1 0..8 AngleMax 2.5 2.5 2 2 2 2 1.5 1.5 1.5 1.5 1.5

[0077] Step S22: Determine whether the hand torque is greater than the hand torque threshold; if it is greater, obtain the angle deviation between the current steering angle of the electric power steering system and the processed angle, and determine the output steering angle of the driving assistance system based on the comparison result of the angle deviation and the preset deviation threshold; if it is less, use the processed angle as the output steering angle of the driving assistance system.

[0078] In this embodiment, it is determined whether the currently applied hand torque is greater than a hand torque threshold. If the hand torque is greater than the hand torque threshold, the angle correction process is initiated. This involves obtaining the angle deviation between the current steering angle of the electric power steering system and the processed angle, and determining the output steering angle of the driver assistance system based on the comparison between the angle deviation and a preset deviation threshold. If the hand torque is less than the hand torque threshold, the processed angle is directly used as the output steering angle of the driver assistance system. Specifically, as shown... Figure 4As shown in the figure above, determining the output rotation angle of the driving assistance system based on the comparison result between the angle difference and the preset threshold includes: if the angle deviation is less than the preset deviation threshold, using the processed angle as the output rotation angle of the driving assistance system; if the angle deviation is greater than the preset deviation threshold and the current rotation angle is greater than the processed angle, subtracting the preset deviation threshold from the current rotation angle and using the subtraction result as the output rotation angle of the driving assistance system; if the angle deviation is greater than the preset deviation threshold and the processed angle is greater than the current rotation angle, adding the preset deviation threshold to the current rotation angle and using the addition result as the output rotation angle of the driving assistance system.

[0079] The specific formula is as follows:

[0080] When the angle deviation between the current rotation angle EPS_SteerWheelAngle of the electric power steering system and the processed angle HandTorqueFactorPid*ADAS_AngleControl is less than the deviation threshold AngleMax, that is, |HandTorqueFactorPid*ADAS_AngleControl - EPS_SteerWheelAngle| < AngleMax, then output:

[0081] ADAS_AngleReq = HandTorqueFactorPid*ADAS_AngleControl;

[0082] That is to say, in this case, directly use the processed angle as the output rotation angle of the driving assistance system;

[0083] When the angle deviation is greater than the preset deviation threshold and the processed angle is greater than the current rotation angle, that is, HandTorqueFactorPid*ADAS_AngleControl - EPS_SteerWheelAngle > AngleMax,

[0084] Add the preset deviation threshold to the current rotation angle and use the addition result as the output rotation angle of the driving assistance system for output:

[0085] ADAS_AngleReq = EPS_SteerWheelAngle + AngleMax;

[0086] When the angle deviation is greater than the preset deviation threshold and the current rotation angle is greater than the processed angle, that is, EPS_SteerWheelAngle - HandTorqueFactorPid*ADAS_AngleControl > AngleMax,

[0087] The current steering angle is then subtracted from the preset deviation threshold, and the result is used as the output steering angle of the driver assistance system.

[0088] ADAS_AngleReq=EPS_SteerWheelAngle-AngleMax;

[0089] In other words, in this embodiment, when the hand torque is greater than the hand torque threshold and the difference between the current steering angle of the electronic power steering and the angle processed by the driver assistance system is greater than a certain threshold, the steering angle request value needs to be further corrected. To ensure cornering performance, the hand torque threshold is different for different radii of curvature. To ensure the comfort of human-machine co-driving on curves, the deviation threshold should also be different for curves with different radii of curvature.

[0090] It should be noted that when the driver assistance system is activated, the vehicle's attitude and position are relatively complex. The driver assistance system will calculate a large deviation and request a larger angle. At this moment, the current steering angle of the electronic power steering is the driver's turning angle. There is a large deviation between the two angles. In order to respond to the driver assistance system (ADAS) request, the electronic power steering will generate a large current and a large torque, resulting in a feeling of grabbing the steering wheel and the steering wheel kicking. To solve this problem, when the function is not activated or the hand torque coefficient is less than a certain value, the current steering angle of the electronic power steering is assigned to the driver assistance system. This problem is solved by limiting the rise rate of the driver assistance system and the rise rate of the hand torque coefficient.

[0091] Step S23: Determine the pre-set hand torque coefficient change rule corresponding to the current control mode, and use the hand torque coefficient change rule to determine the current hand torque coefficient; wherein, the hand torque coefficient change rule is used to set the value change of the hand torque coefficient when the current control mode is in different functional states; the functional states include functional activation state and functional deactivation state.

[0092] In this embodiment, when determining the current hand torque coefficient, it is necessary to determine a pre-set hand torque coefficient change rule corresponding to the current control mode, and then use the hand torque coefficient change rule to determine the current hand torque coefficient. The hand torque coefficient change rule is used to set the value change of the hand torque coefficient when the current control mode is in different functional states; the functional states include the function activation state and the function deactivation state.

[0093] Specifically, under Lane Keeping Assist (LKS), when the function is activated, the hand torque coefficient (TF) first rises at an UpRamp1 slope to an intermediate value (TFSlopeChange), and then rises to 1 at an UpRamp2 slope; when the function is deactivated, the hand torque coefficient first decreases at a DownRamp1 slope to an intermediate value, and then decreases to 0 at a DownRamp2 slope, as detailed below. Figure 5 As shown in the diagram. When in Lane Departure Assist (LDP) or Emergency Lane Keeping Assist (ELK), after the function is activated, the hand torque coefficient (TF) rises with the slope UpRamp1 to an intermediate value (TFSlopeChange) and then remains there, no longer changing with the magnitude of the hand torque, until the function is deactivated and the hand torque coefficient drops to 0 with the slope DownRamp2. Specifically, as shown in the diagram... Figure 6 As shown in the diagram. Furthermore, when the hand torque is too large or the turning angle is too large, causing the system to exit due to the state machine, the hand torque coefficient first decreases to an intermediate value with the slope of DownRamp1, and then decreases to 0 with the slope of DownRamp2.

[0094] It should be noted that the process of determining the current hand torque coefficient using the aforementioned hand torque coefficient determination rule also includes: if the current control mode is lane keeping assist, then determining a preset hand torque threshold corresponding to the curve curvature radius; the preset hand torque threshold includes a hand torque reduction threshold and a hand torque recovery threshold; if the hand torque is greater than the hand torque reduction threshold, then controlling the hand torque coefficient to decrease from the initial value to the target intermediate value at a first preset slope, until the hand torque is less than the hand torque recovery threshold, then controlling the hand torque coefficient to recover from the target intermediate value to the initial value at a second preset slope. That is, in lane keeping assist (LKS) control state, if the driver intervenes and the hand torque is greater than the reduction threshold (TFHandsOff), the hand torque coefficient will decrease from the initial value 1 to a target intermediate value (TFSlopeChange) at a first preset slope DownRamp1 and remain there, until the hand torque is less than the recovery threshold (TFHandsOverride), then the hand torque coefficient (TF) will rise to the initial value 1 at a second preset slope UpRamp2. For details, please refer to [link to relevant documentation]. Figure 7 As shown in Table 3, the descent threshold and recovery threshold are calibrable parameters that can be determined based on experience, vehicle condition, and big data learning. In one specific implementation, the values ​​of the descent threshold (TFHandsOff) and recovery threshold (TFHandsOverride) for different curve curvature radii are shown in Table 3.

[0095] Table 3

[0096] Curvature radius of curve 50 100 200 300 400 500 750 1000 2000 5000 8000 TFHandsOffLKS 2 2 2 2 1.8 1.8 1.6 1.6 1.4 1.2 0.8 TFHandsOverrideLKS 1.2 1.2 1.2 1.1 1 1 0.8 0.8 0.8 0.6 0.5

[0097] Before the control torque coefficient decreases from its initial value to the target intermediate value at a first preset slope, the method further includes: obtaining a preset correspondence between vehicle speed and the intermediate value, so as to determine the corresponding target intermediate value based on the correspondence and the current vehicle speed. It is understood that because the electronic power steering assist coefficient varies at different vehicle speeds, with stronger assistance at low speeds and relatively weaker assistance at high speeds, when the driver intervenes in human-machine co-driving and the torque coefficient (TF) decreases to the intermediate value (TFSlopeChange) of the torque coefficient for control, speed-based compensation of the intermediate value (TFSlopeChange) of the torque coefficient is required. The intermediate value is a calibrable parameter that can be calibrated based on experience, vehicle condition, big data learning, etc. In one specific embodiment, the correspondence between vehicle speed and the intermediate value is shown in Table 4.

[0098] Table 4

[0099] Speed 0 5 10 15 20 25 30 40 50 60 80 90 100 110 120 150 median 0.3 0.3 0.3 0.3 0.3 0.3 0.35 0.35 0.35 0.4 0.4 0.4 0.4 0.45 0.45 0.5

[0100] Step S24: Send the output angle and the hand torque coefficient to the electric power steering system so that the electric power steering system can use the hand torque coefficient and the output angle to determine the first output current corresponding to the driving assistance system.

[0101] Step S25: The electronic power steering system obtains a total output current based on the first output current and the second output current based on the hand torque, and uses the total output current to control the steering wheel angle.

[0102] In this embodiment, the electronic power steering (ESP) superimposes the first output current corresponding to the steering angle output by the driver assistance system (processed according to the hand torque coefficient) with the second output current under hand assistance to obtain the total output current. This total output current is then used to control the steering wheel angle. It is important to note that when the hand torque coefficient is less than 0.7, the ESP no longer performs integral compensation for the angle requests from the driver assistance system and does not require full response, thus achieving a shift from driver assistance system-centric control to driver-centric human-machine co-driving.

[0103] For more detailed processing of steps S24 and S25, please refer to the relevant content disclosed in the foregoing embodiments, which will not be repeated here.

[0104] As can be seen, the embodiments of this application optimize the angle request algorithm of the driving assistance system under manual control. Based on the curvature speed, the attenuation coefficient factor is compensated, and the requested angle is calculated by algorithm based on the difference between the angle requested by the driving assistance system and the actual angle of the current steering angle of the electronic power steering system. At the same time, by increasing the manual torque coefficient, the electronic power steering partially responds to the angle request of the driving assistance system according to the manual torque coefficient issued by the driving assistance system, realizing lane keeping human-machine co-driving control under steering angle control. This solves the problem of the driving assistance system and the driver competing for steering wheel control under human-machine co-driving control under steering angle control, and greatly improves safety and comfort.

[0105] See Figure 8 As shown in the figure, this application discloses a lane keeping control device applied to a driving assistance system. The device includes:

[0106] The output angle determination module 11 is used to process the current requested angle of the driving assistance system based on the currently applied hand torque to obtain the processed angle, and to determine the output angle of the driving assistance system based on the hand torque, the current angle of the electric power steering system and the processed angle.

[0107] The output current determination module 12 is used to determine the current hand torque coefficient and send the output angle and the hand torque coefficient to the electric power steering system so that the electric power steering system can use the hand torque coefficient and the output angle to determine the first output current corresponding to the driving assistance system;

[0108] The steering angle control module 13 is used to obtain a total output current through the electronic power steering system based on the first output current and the second output current based on the hand torque, and to control the steering angle of the vehicle steering wheel using the total output current.

[0109] As can be seen, this application processes the currently requested angle of the driving assistance system based on the currently applied hand torque to obtain a processed angle, and determines the output angle of the driving assistance system based on the hand torque, the current steering angle of the electric power steering system, and the processed angle; determines the current hand torque coefficient, and sends the output angle and the hand torque coefficient to the electric power steering system so that the electric power steering system can use the hand torque coefficient and the output angle to determine the first output current corresponding to the driving assistance system; the electric power steering system obtains the total output current based on the first output current and the second output current obtained based on the hand torque, and uses the total output current to control the steering wheel angle. Therefore, when the driver intervenes with hand force, this application first processes the currently requested angle of the driving assistance system based on the currently applied hand torque to obtain a processed angle, and then determines the output angle of the driving assistance system based on the hand torque, the current steering angle of the electric power steering system, and the processed angle. Furthermore, this application also needs to determine the current hand torque coefficient and send the hand torque coefficient and output angle to the electric power steering system so that the electronic power steering system can determine the first output current corresponding to the driving assistance system based on the hand torque coefficient and output angle. That is, this application optimizes the output angle by adding a hand torque coefficient to obtain the first output current. Finally, the electronic power steering system obtains the total output current based on the first output current and the second output current based on the hand torque, and uses the total output current to control the steering wheel angle. In this way, in the steering angle scheme, this application optimizes the algorithm for the driving assistance system's requested angle when the driver intervenes by adding a hand torque coefficient and by adding an optimization algorithm for the angle requested by the driving assistance system. This solves the problem that when the driver intervenes by pulling the steering wheel, the driving assistance system's requested angle increases, and the electronic power steering continuously increases the current in response to the angle request of the driving assistance system. This causes the driving assistance system to compete with the driver for control of the steering wheel when the driver intervenes, resulting in sharp steering, poor driving experience, and even failure to avoid risks according to the driver's intentions. This improves the driving experience of the driving assistance system and the safety of vehicle driving.

[0110] Figure 9 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Specifically, it may include: at least one processor 21, at least one memory 22, a power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. The memory 22 stores a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the lane-keeping control method performed by the electronic device disclosed in any of the foregoing embodiments.

[0111] In this embodiment, the power supply 23 is used to provide operating voltage for each hardware device on the electronic device 20; the communication interface 24 can create a data transmission channel between the electronic device 20 and external devices, and the communication protocol it follows can be any communication protocol applicable to the technical solution of this application, and is not specifically limited here; the input / output interface 25 is used to acquire external input data or output data to the outside world, and its specific interface type can be selected according to specific application needs, and is not specifically limited here.

[0112] The processor 21 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 21 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 21 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 21 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 21 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0113] In addition, the memory 22, as a carrier for resource storage, can be a read-only memory, random access memory, disk or optical disk, etc. The resources stored on it include operating system 221, computer program 222 and data 223, etc., and the storage method can be temporary storage or permanent storage.

[0114] The operating system 221 manages and controls the various hardware devices and computer programs 222 on the electronic device 20 to enable the processor 21 to perform calculations and processing on the massive amounts of data 223 in the memory 22. The operating system 221 can be Windows, Unix, Linux, etc. The computer program 222, in addition to including a computer program capable of performing the lane-keeping control method executed by the electronic device 20 as disclosed in any of the foregoing embodiments, may further include computer programs capable of performing other specific tasks. The data 223 may include data received by the electronic device from external devices, as well as data collected by its own input / output interface 25.

[0115] Furthermore, embodiments of this application also disclose a computer-readable storage medium storing a computer program, which, when loaded and executed by a processor, implements the method steps performed during lane keeping control as disclosed in any of the foregoing embodiments.

[0116] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0117] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0118] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0119] 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 apparatus 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 apparatus. 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 apparatus that includes said element.

[0120] The lane keeping control method, apparatus, device, and storage medium provided by the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is 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 lane keeping control method characterized by, Applied to a driving assistance system, comprising: processing a current request angle of the driving assistance system based on a current applied hand torque to obtain a processed angle, and determining an output angle of the driving assistance system based on the hand torque, a current rotation angle of an electronic power steering system and the processed angle; determining a current hand torque coefficient, and sending the output angle and the hand torque coefficient to the electronic power steering system, so that the electronic power steering system determines a first output current corresponding to the driving assistance system by using the hand torque coefficient and the output angle; obtaining a total output current by the electronic power steering system according to the first output current and a second output current based on the hand torque, and controlling a rotation angle of a vehicle steering wheel by using the total output current; wherein the determining the output angle of the driving assistance system based on the hand torque, the current rotation angle of the electronic power steering system and the processed angle comprises: determining a current curvature radius of a curve and a current control mode of the driving assistance system, and determining a hand torque threshold corresponding to the curvature radius in the current control mode; wherein the current control mode is any one of a lane keeping assistance, a lane departure assistance and an emergency lane keeping assistance; judging whether the hand torque is greater than the hand torque threshold; if yes, obtaining an angle deviation between the current rotation angle of the electronic power steering system and the processed angle, and determining the output angle of the driving assistance system based on a comparison result of the angle deviation and a preset deviation threshold; if no, taking the processed angle as the output angle of the driving assistance system.

2. The lane keeping control method according to claim 1, characterized by, the processing the current request angle of the driving assistance system based on the current applied hand torque to obtain the processed angle comprises: determining the current applied hand torque and a current control mode of the driving assistance system, and determining a hand torque processing coefficient corresponding to the hand torque in the current control mode; processing the current request angle of the driving assistance system by using the hand torque processing coefficient to obtain the processed angle.

3. The lane keeping control method according to claim 1, characterized by, the determining the output angle of the driving assistance system based on the comparison result of the angle deviation and the preset threshold comprises: if the angle deviation is less than the preset deviation threshold, taking the processed angle as the output angle of the driving assistance system; if the angle deviation is greater than the preset deviation threshold, and the current rotation angle is greater than the processed angle, subtracting the current rotation angle from the preset deviation threshold, and taking a subtraction result as the output angle of the driving assistance system; if the angle deviation is greater than the preset deviation threshold, and the processed angle is greater than the current rotation angle, adding the current rotation angle to the preset deviation threshold, and taking an addition result as the output angle of the driving assistance system.

4. The lane keeping control method according to claim 1, characterized by, the determining the current hand torque coefficient comprises: determining a preset hand torque coefficient change rule corresponding to the current control mode, and determining a current hand torque coefficient by using the hand torque coefficient change rule; wherein the hand torque coefficient change rule is used to set the value change of the hand torque coefficient when the current control mode is in different functional states; the functional states include a functional activation state and a functional exit state.

5. The lane keeping control method according to claim 4, characterized by, In the process of determining the current hand torque coefficient by using the hand torque coefficient determination rule, further comprising: if the current control mode is a lane keeping assistance, determining a preset hand force threshold corresponding to the curve radius of the curve; the preset hand force threshold includes a hand force drop threshold and a hand force recovery threshold; if the hand torque is greater than the hand force drop threshold, controlling the hand torque coefficient to drop from an initial value to a target intermediate value at a first preset slope, and after the hand torque is less than the hand force recovery threshold, controlling the hand torque coefficient to recover from the target intermediate value to the initial value at a second preset slope.

6. The lane keeping control method according to claim 5, characterized by, Before the hand torque coefficient is controlled to drop from the initial value to the target intermediate value at the first preset slope, further comprising: obtaining a preset corresponding relationship between the vehicle speed and the intermediate value, so as to determine a corresponding target intermediate value according to the corresponding relationship and the current vehicle speed.

7. A lane keeping control device characterized by comprising: Applied to a driving assistance system, comprising: an output angle determination module, configured to process a current request angle of the driving assistance system based on a current applied hand torque to obtain a processed angle, and determine an output angle of the driving assistance system based on the hand torque, a current steering angle of an electronic power steering system and the processed angle; an output current determination module, configured to determine a current hand torque coefficient, and send the output angle and the hand torque coefficient to the electronic power steering system, so that the electronic power steering system determines a first output current corresponding to the driving assistance system by using the hand torque coefficient and the output angle; a steering angle control module, configured to obtain a total output current by the electronic power steering system according to the first output current and a second output current obtained based on the hand torque, and control the steering angle of a vehicle steering wheel by using the total output current; wherein the output angle determination module is specifically configured to determine a current curve radius of the curve and a current control mode of the driving assistance system, and determine a hand torque threshold corresponding to the curve radius in the current control mode; wherein the current control mode is any one of a lane keeping assistance, a lane deviation assistance and an emergency lane keeping assistance; determine whether the hand torque is greater than the hand torque threshold; if yes, obtain an angle deviation between the current steering angle of the electronic power steering system and the processed angle, and determine the output angle of the driving assistance system based on a comparison result of the angle deviation and a preset deviation threshold; if no, take the processed angle as the output angle of the driving assistance system.

8. An electronic device, comprising: comprising: a memory, configured to save a computer program; a processor, configured to execute the computer program to implement the steps of the lane keeping control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, A computer-readable recording medium for storing a computer program; wherein the computer program is executed by a processor to implement the steps of the lane keeping control method according to any one of claims 1 to 6.

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