Method and apparatus for real-time lateral disturbance detection of vehicle

Abstract

The present disclosure relates to a method for real-time lateral disturbance detection of a vehicle, comprising anticipated calibration of a desired yaw rate caused by a steering torque applied by an electric power steering (EPS) at different vehicle speeds, the method comprising at least the steps of: acquiring a steering torque TEPS applied by the EPS at a time t and a vehicle speed v at the time t; calculating an estimated yaw rate WEPS at the moment t according to the steering torque TEPS and the vehicle speed v at the moment t and the relationship between the expected yaw rate and the steering torque applied by the vehicle speed and the EPS; the actual yaw rate Ws at the t + delta t moment is detected and obtained through a yaw rate sensor; and comparing the WEPS with the Ws, and if the absolute value of the difference between the WEPS and the Ws is greater than a threshold value Wth, judging that the transverse interference suffered by the vehicle reaches a preset degree that a driver needs to take over vehicle control. The invention also relates to an apparatus for real-time lateral disturbance detection of a vehicle, a vehicle comprising such an apparatus, a computer readable storage medium comprising a computer program implementing a real-time lateral disturbance detection method.

Description

Technical Field

[0001] The present application relates to a method for real-time lateral interference detection of a vehicle with a driver assistance system. In particular, the present application relates to a method for real-time lateral interference detection of a vehicle with an advanced driver assistance system (ADAS). The present invention also relates to an apparatus for performing the method for real-time lateral interference detection of a vehicle with a driver assistance system and a vehicle comprising such an apparatus. The present invention also relates to a computer-readable storage medium containing a computer program implementing the method for real-time lateral interference detection of a vehicle with a driver assistance system. Background Art

[0002] With the development of science and technology, the driver assistance / autonomous driving functions of vehicles are becoming more and more powerful. At present, the automotive industry generally divides the levels of autonomous driving functions into L1-L5. For the currently achievable L2, L3 and L4 levels, the vehicle's autonomous driving system needs to control the lateral dynamic movement of the vehicle. However, if the driving conditions of the vehicle are very bad, the autonomous driving system may not be able to control the lateral dynamic movement of the vehicle, and the driver needs to take over the control of the vehicle.

[0003] Specifically, during the driver assistance / autonomous driving (DA / AD) of the automated driving system, there may be excessive lateral interference with the lateral control of the vehicle, such as poor road conditions, strong side winds, etc. In this case, if the driver does not intervene, the vehicle may be greatly affected and deviate from the lane, which is potentially dangerous.

[0004] Currently, there is no means to detect lateral disturbances to the vehicle. Weather forecasts are considered the only way to detect lateral winds. However, this method is a very rough detection method and cannot guarantee accuracy and reliability. Moreover, lateral winds are only one of the factors that may cause lateral disturbances. There are other factors that may cause lateral disturbances, such as poor road conditions, such as roads in rainy and snowy weather. These lateral disturbances will seriously affect the availability of the autonomous driving system.

[0005] Although existing lane departure monitoring can avoid danger to a certain extent, once an alarm is issued due to lane departure, it is generally a serious accident and the vehicle will deviate from the lane very quickly. Once the driver fails to take over the control of the vehicle in time, danger is very likely to occur. Therefore, detecting the lateral interference of the vehicle as early as possible before the vehicle deviates from the lane can better avoid danger. Summary of the invention

[0006] In view of the above problems, the present invention is intended to provide a method and device for lateral interference detection of a vehicle with a driver assistance system. The present invention is intended to provide the automatic driving system with relatively accurate and reliable information about whether the vehicle is subject to lateral interference, so as to promptly remind the driver to take over the control of the vehicle and better avoid danger.

[0007] According to one aspect of the present invention, a method for real-time lateral disturbance detection of a vehicle with a driver assistance system is provided, the method comprising obtaining a relationship between the expected yaw rate and the vehicle speed and the steering torque applied by the EPS by pre-calibrating the expected yaw rate of the vehicle caused by the steering torque applied by the EPS at different vehicle speeds, and the method comprises at least the following steps:

[0008] Get the vehicle speed v at time t and the steering torque T applied by the electric power steering at time t EPS ;

[0009] According to the vehicle speed v at time t and the steering torque T at time t EPS The estimated yaw rate W of the vehicle at time t is calculated based on the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by EPS. EPS ;

[0010] Get the actual yaw rate W of the vehicle at time t+Δt s , Δt represents the preset time delay of the yaw rate after the electric power steering applies torque;

[0011] The estimated yaw rate W EPS The actual yaw rate W s By comparison, if the estimated yaw rate W EPS The actual yaw rate W s The absolute value of the difference is greater than the threshold W th , it is determined that the lateral interference to the vehicle has reached a preset level that requires the driver to take over control of the vehicle.

[0012] According to another aspect of the present invention, a method for real-time lateral disturbance detection of a vehicle with a driver assistance system is provided, the method comprising obtaining a relationship between the expected yaw rate and the vehicle speed and the steering torque applied by the EPS by pre-calibrating the expected yaw rate of the vehicle caused by the steering torque applied by the EPS at different vehicle speeds, and the method comprises at least the following steps:

[0013] Get the actual steering torque T applied by the electric power steering at time t EPS ;

[0014] Obtain the vehicle speed v at time t+Δt and the actual yaw rate W at time t+Δt s , Δt represents the preset time delay of the yaw rate after the electric power steering applies torque;

[0015] The vehicle speed v at time t+Δt and the actual yaw rate W at time t+Δt are s The estimated steering torque T applied by the electric power steering at time t is calculated based on the relationship between the expected yaw rate, the vehicle speed and the steering torque applied by the EPS. EXP ;

[0016] The estimated steering torque T EXP The actual steering torque T EPS By comparison, if the steering torque T EXP The actual steering torque T EPS The absolute value of the difference is greater than the threshold T th , it is determined that the lateral interference to the vehicle has reached a preset level that requires the driver to take over control of the vehicle.

[0017] According to another aspect of the present invention, there is provided an apparatus for real-time lateral interference detection of a vehicle with a driver assistance system, comprising:

[0018] a storage module configured to pre-store a relationship between a vehicle speed of the vehicle and a steering torque applied by an electric power steering (EPS) and a desired yaw rate generated by the steering torque;

[0019] The acquisition module is configured to acquire the vehicle speed v at time t and the steering torque T applied by the electric power steering at time t. EPS , and obtain the actual yaw rate W of the vehicle at time t+Δt s , Δt represents the preset time delay of the yaw rate after the electric power steering applies torque;

[0020] The calculation module is configured to calculate the vehicle speed v at time t and the steering torque T at time t according to the obtained EPS The estimated yaw rate W of the vehicle at time t is calculated based on the relationship between the vehicle speed, the steering torque applied by the electric power steering and the expected yaw rate. EPS ;

[0021] A decision module is configured to convert the estimated yaw rate W EPS The actual yaw rate W s By comparison, if the estimated yaw rate W EPS The actual yaw rate W s The absolute value of the difference is greater than the threshold W th, it is determined that the lateral interference to the vehicle has reached a preset level that requires the driver to take over control of the vehicle.

[0022] According to another aspect of the present invention, there is provided an apparatus for real-time lateral interference detection of a vehicle with a driver assistance system, comprising:

[0023] a storage module configured to pre-store a relationship between a vehicle speed of the vehicle and a steering torque applied by an electric power steering (EPS) and a desired yaw rate generated by the steering torque;

[0024] The acquisition module is configured to acquire the actual steering torque T applied by the electric power steering at time t. EPS , and obtain the vehicle speed v at time t+Δt and the actual yaw rate W at time t+Δt s , Δt represents the preset time delay of the yaw rate after the electric power steering applies torque;

[0025] The calculation module is configured to calculate the vehicle speed v at the time t+Δt and the actual yaw rate W at the time t+Δt. s The estimated steering torque T applied by the electric power steering at time t is calculated based on the relationship between the vehicle speed, the steering torque applied by the electric power steering, and the expected yaw rate. EXP ;

[0026] A decision module is configured to convert the estimated steering torque T EXP The actual steering torque T EPS By comparison, if the steering torque T EXP The actual steering torque T EPS The absolute value of the difference is greater than the threshold T th , it is determined that the lateral interference to the vehicle has reached a preset level that requires the driver to take over control of the vehicle.

[0027] According to another aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method for real-time lateral interference detection for a vehicle with a driver assistance system according to the present invention is implemented.

[0028] According to another aspect of the present invention, a vehicle is provided, which comprises the device for real-time lateral interference detection of a vehicle with a driver assistance system according to the present invention.

[0029] The lateral interference detection method and device according to the present invention can provide the autonomous driving system with relatively accurate and reliable information about whether the vehicle is subject to lateral interference. In addition, the technical solution of the present invention is based on the existing sensors in the ADAS system, and generally does not require the installation of additional components. Therefore, the present invention can realize the lateral interference detection of the autonomous driving system at a relatively low cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Hereinafter, embodiments of the present invention will be described in more detail with reference to the accompanying drawings, in which:

[0031] Figure 1 The following is a flow chart of a real-time lateral interference detection method according to an embodiment of the present invention.

[0032] Figure 2 A flow chart of a real-time lateral interference detection method according to another embodiment of the present invention is exemplarily shown.

[0033] According to the detailed description carried out below in conjunction with the accompanying drawings, other purposes and features of the embodiments of this invention will become apparent. However, it should be understood that the accompanying drawings are designed only for illustrative purposes and are not intended to limit the scope of the present invention. DETAILED DESCRIPTION

[0034] The vehicle in the present invention has a driver assistance system, in particular an advanced driver assistance system (ADAS). The vehicle has at least a yaw rate sensor, a steering torque sensor and a vehicle speed sensor, and they can be at any suitable position in the vehicle, although not mentioned in this article, if necessary, other sensors besides the above sensors are also possible.

[0035] The principle of the real-time lateral interference detection method of the present invention is described in detail below.

[0036] 1) The vehicle yaw rate (yaw rate) W caused by the electric power steering (EPS) when the vehicle is not subjected to lateral disturbance EPS is the vehicle speed v and the steering torque T applied by EPS EPS The function is as shown in the following formula (1).

[0037] W EPS = f(v, T EPS ) (1)

[0038] Among them, W EPS Indicates the vehicle yaw rate caused by EPS;

[0039] v represents vehicle speed;

[0040] T EPS Indicates the steering torque applied by EPS.

[0041] Therefore, if the vehicle speed remains constant, the vehicle yaw rate is only related to the steering torque of the electric power steering (EPS).

[0042] 2) When the vehicle is subject to lateral interference, there are two possible situations:

[0043] 2.1) The vehicle is subject to lateral disturbance without the EPS applying steering torque to the vehicle: In this case, the vehicle only has a yaw rate caused by the lateral disturbance without the EPS applying steering torque.

[0044] In this case, in the prior art, EPS is activated to apply active steering torque to the vehicle only when the vehicle deviates from the lane and the ADAS system attempts to control the vehicle to return to the lane.

[0045] 2.2) The vehicle is subjected to lateral disturbance while the EPS applies steering torque to the vehicle: In this case, the yaw rate of the vehicle includes the yaw rate caused by the lateral disturbance and the yaw rate caused by the steering torque applied by the EPS.

[0046] The real-time lateral interference detection scheme of the present invention is described in detail below.

[0047] a) Pre-calibrate the expected yaw rate of the vehicle caused by the steering torque applied by the EPS at different vehicle speeds. The calibration process is preferably performed during the development phase of the vehicle, or preferably before the vehicle leaves the factory. The expected calibration results can be tabulated to show the relationship between the expected yaw rate and the vehicle speed and the steering torque applied by the EPS. An exemplary table is as follows:

[0048] Table 1 Yaw rate calibration table

[0049] V1 V2 V3 …… Vn T1 W11 W12 W13 …… W1n T2 W21 W22 W23 …… Wlq …… Tm Wm1 Wm2 Wm3 …… Wm

[0050] Among them, W11 represents the expected yaw rate when the vehicle speed is V1 and the torque applied by EPS is T1. Similarly, Wmn is the expected yaw rate when the vehicle speed is Vn and the torque applied by EPS is Tm. Of course, it is also possible to calibrate the expected yaw rate caused by EPS at different vehicle speeds after the vehicle is manufactured.

[0051] b) While the vehicle is in motion:

[0052] i) The torque sensor of EPS detects the torque T applied by EPS EPS ;

[0053] ii) The vehicle speed v is obtained from the vehicle speed sensor.

[0054] iii) The actual yaw rate W of the vehicle is detected by the yaw rate sensor s.

[0055] According to the torque T detected by the torque sensor of EPS EPS The estimated yaw rate W is calculated by the vehicle speed v obtained by the vehicle speed sensor and Table 1 EPS The estimated yaw rate W is preferably calculated by interpolation EPS , of course, other methods are also possible, such as fitting method.

[0056] c) The calculated estimated yaw rate W EPS The actual yaw rate W detected by the yaw rate sensor s Compare them, if the difference between the two is greater than the threshold W th , it can be considered that the lateral disturbance to the vehicle has reached a level that requires the driver to take over the vehicle control. The above comparison can be expressed by the following inequality:

[0057] |W EPS –W s |>W th (2)

[0058] The threshold W th It can be set based on experience and the safety of the vehicle's autonomous driving.

[0059] d) When the EPS is activated to apply steering torque, the corresponding yaw rate W EPS It may occur after a very short time. Therefore, when making the above comparison, it is preferred to consider the time delay Δt, so the above inequality (2) is adjusted to the following inequality:

[0060] |W EPS (t)-W S (t+Δt)|>W th (3)

[0061] Where t represents time;

[0062] Δt represents a time delay, which can be preset based on experience or experiments.

[0063] That is, if the torque T at time t detected by the torque sensor of EPS EPS and the estimated yaw rate W calculated from the vehicle speed v at time t obtained by the vehicle speed sensor EPS Subtract the actual yaw rate W detected by the yaw rate sensor at time t+Δt s If the absolute value of is greater than a threshold, it can be considered that the lateral interference to the vehicle has reached a level that requires the driver to take over control of the vehicle.

[0064] e) This solution can also be implemented by different formulas, for example, by the following formula.

[0065] i) Based on Table 1, use the vehicle speed v and the actual yaw rate W s , preferably by interpolation to obtain the estimated steering torque T applied by EPS EXP .

[0066] ii) The estimated steering torque T EXP The actual steering torque T detected by the torque sensor of EPS EPS By comparison, if the following inequality is satisfied, it can be considered that the lateral disturbance to the vehicle has reached a level that requires the driver to take over control of the vehicle.

[0067] |T EPS -T EXP |>T th (4)

[0068] As mentioned above, when making the above comparison, the steering torque T applied by EPS is taken into account. EPS The time delay Δt between the vehicle's yaw rate and the above formula (4) is expressed as follows:

[0069] | T EXP (t)-T EPS (t-Δt) |>T th (5)

[0070] Where t represents time;

[0071] Δt represents the time delay of generating yaw rate after the electric power steering applies steering torque, which can be preset based on experience or experiments.

[0072] That is, if the vehicle speed v at time t obtained by the vehicle speed sensor and the actual yaw rate W at time t detected by the yaw rate sensor s Estimated torque T calculated by interpolation EXP The absolute value of minus the actual torque T at time t-Δt detected by the torque sensor of EPS EPS If the lateral disturbance to the vehicle is greater than the threshold, it can be considered that the lateral disturbance to the vehicle has reached a level that requires the driver to take over the control of the vehicle.

[0073] Of course, when the vehicle speed is relatively high and does not change significantly, the influence of the time delay Δt can be ignored. For example, when the vehicle speed is higher than a predetermined value and the acceleration / deceleration is lower than a preset value, the influence of the time delay Δt is ignored. That is, the above formula (5) can be replaced by the following formula.

[0074] |T EXP (t)-T EPS (t)|>T th (6)

[0075] The steps of the method according to the present invention are exemplarily described below with reference to the accompanying drawings.

[0076] Figure 1 A flow chart of a real-time lateral interference detection method according to an embodiment of the present invention is shown.

[0077] In step S100 , lateral interference detection is started.

[0078] In step S110, the actual steering torque T applied by the power steering EPS at time t is detected by the vehicle's torque sensor. EPS , and the vehicle speed v at time t is obtained by the vehicle speed sensor.

[0079] In step S120, according to the actual steering torque T at time t EPS The estimated yaw rate W is calculated by interpolation method using the vehicle speed v at time t and Table 1 EPS .

[0080] In step S130, the actual yaw rate W at time t+Δt is detected by the yaw rate sensor. s .

[0081] In step S140, the estimated yaw rate W calculated in step S120 is EPS The actual yaw rate W detected in step S130 s If the estimated yaw rate W EPS and the actual yaw rate W s The absolute value of the difference is less than the threshold W th , then return to step S100. If the estimated yaw rate W EPS and the actual yaw rate W s The absolute value of the difference is greater than the threshold W th , then proceed to step S150.

[0082] In step S150, it is determined that the lateral interference to the vehicle has reached a level that requires the driver to take over the control of the vehicle, and preferably, a warning signal is issued. Preferably, the warning signal includes a voice signal, a vibration of the steering wheel, a flashing cursor on the display, etc. Optionally, if the driver still does not take over the control of the vehicle after reminding the driver for a certain period of time, the vehicle can take measures such as automatic deceleration and automatic braking to minimize the risk of accidents.

[0083] The following is combined with Figure 2 The following is a flow chart of a real-time lateral interference detection method according to another embodiment of the present invention.

[0084] In step S200 , lateral interference detection is started.

[0085] In step S210, the actual steering torque T applied by the EPS at time t is detected by the torque sensor. EPS .

[0086] In step S220, the vehicle speed v at time t+Δt is acquired by the vehicle speed sensor, and the actual yaw rate W at time t+Δt is detected by the yaw rate sensor. s .

[0087] In step S230, the vehicle speed v at time t+Δt and the actual yaw rate W at time t+Δt are calculated. s The estimated steering torque T applied by EPS at time t is calculated by interpolation method. EXP The reason is that the vehicle speed v at time t+Δt and the actual yaw rate W at time t+Δt are s The estimated steering torque T at time t is calculated by interpolation method. EXP This is because the time delay Δt between the steering torque applied by EPS and the yaw rate of the vehicle is taken into account.

[0088] In step S240, the estimated steering torque T at time t calculated in step S230 is EXP The actual steering torque T at time t detected in step S210 EPS If the actual steering torque T EPS and the estimated steering torque T EXP The absolute value of the difference is less than the threshold T th , then return to step S200. If the actual steering torque T EPS and the estimated steering torque T EXP The absolute value of the difference is greater than the threshold T th , then proceed to step S250.

[0089] In step S250, it is determined that the lateral interference to the vehicle has reached a level that requires the driver to take over the control of the vehicle, and preferably, a warning signal is issued. Preferably, the warning signal includes a voice signal, a vibration of the steering wheel, a flashing cursor on the display, etc. Optionally, if the driver still does not take over the control of the vehicle after reminding the driver for a certain period of time, the vehicle can take measures such as automatic deceleration and automatic braking to minimize the risk of accidents.

[0090] In the above embodiment, when the vehicle speed is higher than a predetermined value and the acceleration or deceleration is lower than a preset value, the influence of the time delay Δt can be ignored, that is, Δt can be considered to be equal to 0.

[0091] In addition, the steps of the above method are not necessarily in chronological order. For example, in the first embodiment, step S130 can be performed in parallel with step S110, and when the influence of the time delay Δt is ignored, that is, when Δt is assumed to be 0, step S130 can be performed simultaneously with step S110. Similarly, the same is true for steps S210 and S220 in the second embodiment.

[0092] Therefore, although the features of the embodiments of the present invention have been shown, described and pointed out, it is understood that those skilled in the art may make various omissions, substitutions and changes to the form and details of the methods shown and their operations, and the order of steps of the above methods is only exemplary, and it is possible to adjust the steps of the methods of the present invention under the premise of being able to achieve the functions of the present invention. For example, all combinations of method steps that perform substantially the same functions in substantially the same way to achieve the same results are equivalent.

Claims

1. A method for real-time lateral disturbance detection of a vehicle with a driver assistance system, the method comprising pre-calibrating an expected yaw rate of the vehicle caused by a steering torque applied by an electric power steering (EPS) of the vehicle at different vehicle speeds, obtaining a relationship between the expected yaw rate and the vehicle speed and the steering torque applied by the EPS, and the method comprising at least the following steps: Get the vehicle speed v at time t and the steering torque T applied by the electric power steering at time t EPS ; According to the vehicle speed v at time t and the steering torque T at time t EPS The estimated yaw rate W of the vehicle at time t is calculated based on the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by EPS. EPS ; Get the actual yaw rate W of the vehicle at time t+Δt s , Δt represents the preset time delay of the yaw rate after the electric power steering applies torque; The estimated yaw rate W EPS The actual yaw rate W s By comparison, if the estimated yaw rate W EPS The actual yaw rate W s The absolute value of the difference is greater than the threshold W th , it is determined that the lateral interference to the vehicle has reached a preset level that requires the driver to take over control of the vehicle.

2. A method for real-time lateral disturbance detection of a vehicle with a driver assistance system, the method comprising pre-calibrating an expected yaw rate of the vehicle caused by a steering torque applied by an electric power steering (EPS) of the vehicle at different vehicle speeds, obtaining a relationship between the expected yaw rate and the vehicle speed and the steering torque applied by the EPS, and the method comprising at least the following steps: Get the actual steering torque T applied by the electric power steering at time t EPS ; Obtain the vehicle speed v at time t+Δt and the actual yaw rate W at time t+Δt s , Δt represents the preset time delay of the yaw rate after the electric power steering applies torque; The vehicle speed v at time t+Δt and the actual yaw rate W at time t+Δt are s The estimated steering torque T applied by the electric power steering at time t is calculated based on the relationship between the expected yaw rate, the vehicle speed and the steering torque applied by the EPS. EXP ; The estimated steering torque T EXP The actual steering torque T EPS By comparison, if the steering torque T EXP The actual steering torque T EPS The absolute value of the difference is greater than the threshold T th , it is determined that the lateral interference to the vehicle has reached a preset level that requires the driver to take over control of the vehicle.

3. The method according to claim 1 or 2, characterized in that: The relationship between the desired yaw rate and the vehicle speed and the steering torque applied by the EPS is tabulated.

4. The method according to claim 1 or 2, characterized in that: The calculation is performed by interpolation.

5. The method according to claim 1 or 2, characterized in that: When the vehicle speed is higher than a predetermined value and the acceleration or deceleration is lower than a preset value, Δt is equal to 0.

6. The method according to claim 1 or 2, characterized in that: The driver is reminded to take over vehicle control through voice signals, steering wheel vibration, and flashing cursor on the display.

7. The method according to claim 6, characterized in that If the driver does not take over vehicle control within a preset time after being reminded to take over vehicle control, the vehicle may automatically decelerate or brake.

8. An apparatus for real-time lateral interference detection of a vehicle with a driver assistance system, comprising: a storage module configured to pre-store a relationship between a vehicle speed of the vehicle and a steering torque applied by an electric power steering (EPS) and a desired yaw rate generated by the steering torque; The acquisition module is configured to acquire the vehicle speed v at time t and the steering torque T applied by the electric power steering at time t. EPS , and obtain the actual yaw rate W of the vehicle at time t+Δt s , Δt represents the preset time delay of the yaw rate after the electric power steering applies torque; The calculation module is configured to calculate the vehicle speed v at time t and the steering torque T at time t according to the obtained EPS The estimated yaw rate W of the vehicle at time t is calculated based on the relationship between the vehicle speed, the steering torque applied by the electric power steering and the expected yaw rate. EPS ; A decision module is configured to convert the estimated yaw rate W EPS The actual yaw rate W s By comparison, if the estimated yaw rate W EPS The actual yaw rate W s The absolute value of the difference is greater than the threshold W th , it is determined that the lateral interference to the vehicle has reached a preset level that requires the driver to take over control of the vehicle.

9. An apparatus for real-time lateral interference detection of a vehicle with a driver assistance system, comprising: a storage module configured to pre-store a relationship between a vehicle speed of the vehicle and a steering torque applied by an electric power steering (EPS) and a desired yaw rate generated by the steering torque; The acquisition module is configured to acquire the actual steering torque T applied by the electric power steering at time t. EPS , and obtain the vehicle speed v at time t+Δt and the actual yaw rate W at time t+Δt s , Δt represents the preset time delay of the yaw rate after the electric power steering applies torque; The calculation module is configured to calculate the vehicle speed v at the time t+Δt and the actual yaw rate W at the time t+Δt. s The estimated steering torque T applied by the electric power steering at time t is calculated based on the relationship between the vehicle speed, the steering torque applied by the electric power steering, and the expected yaw rate. EXP ; A decision module is configured to convert the estimated steering torque T EXP The actual steering torque T EPS By comparison, if the steering torque T EXP The actual steering torque T EPS The absolute value of the difference is greater than the threshold T th , it is determined that the lateral interference to the vehicle has reached a preset level that requires the driver to take over control of the vehicle.

10. A computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the method according to any one of claims 1 to 7 of the present invention is implemented.

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