ADAS system debugging method and device and storage medium

Abstract

The invention relates to an ADAS system debugging method and device and a storage medium. The ADAS system debugging method comprises the steps that actually-measured dead zone values of an EPS system under different vehicle speeds and actually-measured response time of the EPS system under different vehicle speeds and torque requests are obtained; according to the actually-measured dead zone value, the actually-measured response time and constraint conditions, the gain coefficient of the EPS system of the vehicle under different speeds and different torque requests is determined; wherein the constraint conditions include that the dead zone of the EPS system falls into a preset dead zone recommendation value range, and the response time of the EPS system falls into a response time recommendation value range; and performance parameters of the intelligent cruise auxiliary function of the ADAS system are debugged according to the gain coefficients of the EPS system of the vehicle under different speeds and different torque requests. According to the method and the device, the efficiency of the ADAS system in the development process can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of automotive electronic control, and in particular to an ADAS system debugging method and a device and storage medium thereof. Background Art

[0002] ADAS refers to Advanced Driver Assistance Systems, which is a type of technical system designed to assist drivers in driving and improve vehicle safety performance. The ADAS system uses a variety of sensors, computer vision, machine learning and vehicle control technologies to perceive the surrounding environment, analyze driving conditions, and provide driver warnings, control and support functions.

[0003] EPS refers to Electrical Power Steering. The EPS system senses the driver's steering intention through sensors and then transmits the signal to the controller. The controller then controls the torque output of the motor according to driving requirements, thereby achieving auxiliary control of the steering system.

[0004] The impact of the EPS system on the lateral performance of ADAS is a system engineering issue involving multiple aspects, including factors such as the hardware type of the actuator, and the hardware and software design architecture. Different EPS systems may use different actuator hardware types, such as drive motors, electric boosters, etc. Their performance and response characteristics may affect the accuracy and stability of vehicle steering. In addition, the hardware and software design architecture of the EPS system will also have a significant impact on its performance, such as control algorithms, signal processing, and data transmission.

[0005] In summary, by analyzing the factors affecting the lateral performance of the ADAS system by the EPS system and debugging the parameters of the influencing factors, it can help improve the efficiency of the ADAS system in the development process. Summary of the invention

[0006] The purpose of this application is to propose an ADAS system debugging method and device, and a computer-readable storage medium to improve the efficiency of the ADAS system during the development process.

[0007] To achieve the above object, an embodiment of the present application provides an ADAS system debugging method, characterized in that the method includes:

[0008] Obtaining measured deadband values ​​of the EPS system at different vehicle speeds and measured response times of the EPS system at different vehicle speeds and torque requests;

[0009] Determining a gain coefficient of the EPS system of the vehicle at different speeds and different torque requests according to the measured dead zone value, the measured response time and a constraint condition; wherein the constraint condition includes making the dead zone of the EPS system fall within a preset dead zone recommended value range, and making the response time of the EPS system fall within a response time recommended value range;

[0010] According to the gain coefficient of the EPS system under different vehicle speeds and different torque requests, the performance parameters of the intelligent cruise assist function of the ADAS system are debugged.

[0011] The method of the embodiment of the present application is based on the results of a preliminary analysis of the key influencing factors of the EPS system on the lateral performance of the ADAS system, and determines that the dead zone and response time of the EPS system are important factors affecting the lateral performance of the ADAS system. Therefore, it is proposed to determine the gain coefficient of the EPS system of the vehicle at different speeds and different torque requests according to the "measured dead zone value of the EPS system at different vehicle speeds" and the "measured response time of the EPS system at different vehicle speeds and torque requests", and make the dead zone of the EPS system fall within the preset recommended dead zone value range, and the response time of the EPS system fall within the recommended response time value range; then, freeze the interface parameters of the EPS software and the ADAS system, that is, the gain coefficient of the EPS system of the vehicle at different speeds and different torque requests, and debug the performance parameters of the intelligent cruise assist function of the ADAS system, which can improve the efficiency of the ADAS system during the development process.

[0012] The present application also provides an ADAS system debugging device, the device comprising:

[0013] A data acquisition module, for acquiring measured deadband values ​​of the EPS system at different vehicle speeds and measured response times of the EPS system at different vehicle speeds and torque requests;

[0014] a gain coefficient module, configured to determine a gain coefficient of an EPS system of the vehicle at different speeds and different torque requests according to the measured dead zone value, the measured response time, and a constraint condition; wherein the constraint condition includes making the dead zone of the EPS system fall within a preset dead zone recommended value range, and making the response time of the EPS system fall within a response time recommended value range;

[0015] The debugging module is used to debug the performance parameters of the intelligent cruise assist function of the ADAS system according to the gain coefficient of the EPS system under different speeds and different torque requests of the vehicle.

[0016] The device of the embodiment of the present application is based on the results of a preliminary analysis of the key influencing factors of the EPS system on the lateral performance of the ADAS system, and determines that the dead zone and response time of the EPS system are important factors affecting the lateral performance of the ADAS system. Therefore, it is proposed to determine the gain coefficient of the EPS system of the vehicle at different speeds and different torque requests according to the "measured dead zone value of the EPS system at different vehicle speeds" and the "measured response time of the EPS system at different vehicle speeds and torque requests", and make the dead zone of the EPS system fall within the preset recommended dead zone value range, and the response time of the EPS system fall within the recommended response time value range; then, freeze the interface parameters of the EPS software and the ADAS system, that is, the gain coefficient of the EPS system of the vehicle at different speeds and different torque requests, and debug the performance parameters of the intelligent cruise assist function of the ADAS system, which can improve the efficiency of the ADAS system during the development process.

[0017] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the ADAS system debugging method as described above is implemented.

[0018] Other features and advantages of the embodiments of the present application will be described in the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 The present invention is a flowchart of an ADAS system debugging method in one embodiment of the present application.

[0021] Figure 2 It is a schematic diagram of a gain coefficient table in one embodiment of the present application.

[0022] Figure 3 Schematic diagram of the ADAS system lateral torque request transmission path.

[0023] Figure 4 Schematic diagram of the relationship between the torque added value at the EPS motor end and the torque request value of the LAK function under different speed conditions.

[0024] Figure 5 A framework diagram of an ADAS system debugging device in one embodiment of the present application. DETAILED DESCRIPTION

[0025] The detailed description of the accompanying drawings is intended as an illustration of the currently preferred embodiment of the present application, and is not intended to represent the only form in which the present application can be implemented. It should be understood that the same or equivalent functions can be accomplished by different embodiments intended to be included in the spirit and scope of the present application.

[0026] An embodiment of the present application provides an ADAS system debugging method. The method of this embodiment performs an open-loop CAPL (Communication Access Programming Language) test on real vehicles of different models. The open-loop CAPL test refers to a CAPL script test performed using a test tool such as CANoe or CANalyzer under the actual operation state of the vehicle. The test condition is that the IFC (Intelligent Front Camera) requests a left and right slope force with a torque slope of 5Nm / s and a maximum value of 2Nm, and the Canoe tool is used to record the test data during the test. The CAN data of the EPS system responses of different models are analyzed based on the collected data to obtain data such as the dead zone and response time of the EPS system under the same road section and the same speed. Furthermore, based on the lateral performance of the ICA function (Intelligent Cruise Assist) of the ADAS system obtained by analyzing the objective data analysis tool Matlab software, a comprehensive comparative analysis is performed in combination with the software architecture and hardware system selection of the EPS. For example, as shown in Table 1 below, the key factors of the EPS system affecting the lateral performance of the ADAS system are obtained, and the key factors mainly include the dead zone and response time of the EPS system.

[0027] Table 1- Performance parameters of different types of EPS

[0028]

[0029]

[0030] See also Figure 1 As shown, the method of this embodiment includes the following steps:

[0031] Step S10, obtaining the measured dead zone value of the EPS system at different vehicle speeds, and the measured response time of the EPS system at different vehicle speeds and torque requests.

[0032] Specifically, the dead zone of the EPS system refers to the initial force required to turn the steering wheel near the center of the steering angle without the vehicle making any obvious turns. A smaller dead zone can improve the steering system's sensitivity and accuracy to the driver's commands. However, too small a dead zone may cause the steering wheel to malfunction or vibrate during normal driving. Therefore, the size of the dead zone needs to be appropriately adjusted while ensuring sensitivity and accuracy. The response time of the EPS system refers to the time from the issuance of a torque request to the actual start of the vehicle's steering. Responding to commands quickly and accurately is very important for safety and handling performance. A smaller response time can improve vehicle handling performance, but factors such as system stability, comfort, and whether other system components (such as hydraulic pumps) can meet the requirements must also be considered.

[0033] Furthermore, actual vehicle tests can be conducted to obtain the measured dead zone values ​​of the EPS system under different vehicle speed states, as well as the measured response time of the EPS system under different vehicle speeds and torque requests. The measured response time of the EPS system under different vehicle speeds and torque requests refers to the measured response time of the EPS system obtained by inputting different torque requests at each vehicle speed.

[0034] Step S20, determining the gain coefficient of the EPS system of the vehicle under different speeds and different torque requests based on the measured dead zone value, the measured response time and constraints; wherein the constraints include making the dead zone of the EPS system fall within a preset dead zone recommended value range, and making the response time of the EPS system fall within a recommended response time value range.

[0035] Specifically, if the dead zone is too large, the response and following will be poor; if the dead zone is too small, the response and following will be too sensitive. In disturbed scenarios, the steering wheel will move more. Therefore, it is necessary to ensure that the dead zone of the EPS system falls within the preset dead zone recommended value range; if the response time is too slow, the response and following will be poor; if the response time is too fast, the response and following will be too sensitive. In disturbed scenarios, the steering wheel will move more. Therefore, it is necessary to ensure that the response time of the EPS system falls within the recommended response time value range.

[0036] Further, after obtaining the gain coefficient of the EPS system of the vehicle at different speeds and different torque requests, the following equation can be generated: Figure 2 The gain coefficient table shown stores the gain coefficient data in a table.

[0037] For example, if the gain coefficient is greater than 1, the torque request will be amplified, and the EPS system will respond to the input signal relatively quickly and in a short time; if the gain coefficient is less than 1, the torque request will be reduced, and the EPS system will respond to the input signal relatively slowly and in a long time; by adjusting the gain coefficient, the EPS system's response to the driver's input at different vehicle speeds can be optimized, thereby improving handling and driving comfort; therefore, using the calculated gain coefficient is a very important step in the EPS system debugging and optimization process.

[0038] Step S30, debugging the performance parameters of the smart cruise assist function of the ADAS system according to the gain coefficient of the EPS system at different speeds and different torque requests of the vehicle.

[0039] Specifically, the gain coefficient table calculated in step S20 is input as a parameter to freeze the interface parameters between the EPS software and the ADAS system. That is, the gain coefficient table of the EPS system will no longer be adjusted or modified during the development and debugging of the ADAS system. In this way, the ADAS system will be controlled according to the gain coefficient table to achieve the required steering torque request.

[0040] Among them, Intelligent Cruise Assist (ICA) is an important function of the ADAS system. It uses radar, cameras and other sensors to monitor the distance and speed of the vehicle in front, and automatically adjusts the speed of the vehicle to maintain a safe distance from the vehicle in front. ICA can automatically accelerate or decelerate according to traffic conditions, and can even stop completely when necessary. Based on the frozen gain coefficient table, the performance parameters related to the ICA function of the ADAS system are debugged, which involves adjusting the algorithms, parameters and thresholds related to the ICA function to ensure that the ADAS system can accurately and stably control steering according to the torque request of the IFC smart camera.

[0041] Further, Figure 3 The ADAS system lateral torque request transmission path is shown. Figure 3As shown, under the condition that the LKA (LaneKeeping Assist) function is activated, the LKA function uses the slope limit (the slope limit is determined according to the vehicle speed) and the LKA limit (absolute value limit) to calculate the torque request value of the LKA function. On the one hand, the torque value after LKA gain is obtained according to the torque request value of the LKA function and the gain coefficient table calculated in step S20. The torque value after gain is superimposed on the driver's hand force value to obtain a part of the required motor-end torque through the basic power-assist module of EPS. On the other hand, according to the torque request value of the LKA function, the LKA table lookup value under different vehicle speed conditions is queried to obtain a part of the required motor-end additional torque. Finally, the sum of the motor-end torque and the motor-end additional torque is the request for the EPS motor-end execution torque; wherein, the relationship between the motor-end torque additional value and the torque request value of the LAK function under different speed conditions is as follows: Figure 4 As shown, according to Figure 4 The LKA table value can be obtained. Figure 3 and Figure 4 Based on the content of the control table, the ADAS system will perform control according to the gain coefficient table to achieve the required steering torque request.

[0042] Based on the description of the above embodiments, it can be known that the method of this embodiment is based on the results of the preliminary analysis of the key influencing factors of the EPS system on the lateral performance of the ADAS system, and determines that the dead zone and response time of the EPS system are important factors affecting the lateral performance of the ADAS system. Therefore, it is proposed to determine the gain coefficient of the EPS system of the vehicle at different speeds and different torque requests according to the "measured dead zone value of the EPS system at different vehicle speeds" and the "measured response time of the EPS system at different vehicle speeds and torque requests", and make the dead zone of the EPS system fall within the preset dead zone recommended value range, and the response time of the EPS system fall within the response time recommended value range; then, freeze the interface parameters of the EPS software and the ADAS system, that is, the gain coefficient of the EPS system of the vehicle at different speeds and different torque requests, and debug the performance parameters of the intelligent cruise assist function of the ADAS system, which can improve the efficiency of the ADAS system in the development process.

[0043] Further, REPS (Rack Electric Power Steering) and CEPS (Column Electric Power Steering) are two different electric power steering systems used for steering control of automobiles;

[0044] The REPS system refers to an electric power steering device installed on a traditional rack mechanism. It uses a motor and sensors to provide additional assistance, making it easier for the driver to operate the steering wheel. The REPS system is usually installed at the front of the vehicle, close to the engine compartment;

[0045] The CEPS system integrates the electric power steering device into the steering column. This design makes the CEPS system more compact and lightweight, and can more directly sense the driver's control intentions. Due to its high degree of integration, the CEPS system is usually installed near the driver's seat of the vehicle.

[0046] On the basis of giving priority to ensuring the lateral performance of the ADAS system, the EPS system of this embodiment adopts a REPS system.

[0047] In some embodiments, the measured dead zone values ​​of the EPS system at different vehicle speeds are specifically:

[0048] The torque request output by the vehicle's intelligent front camera when the vehicle's steering wheel starts to turn from zero position at different vehicle speeds.

[0049] Specifically, the vehicle intelligent front camera refers to an intelligent front camera (IFC) installed at the front of the vehicle, which uses a high-resolution camera and image processing algorithm to monitor and analyze the road environment ahead in real time and provide information related to driving assistance functions. In the ADAS system of this embodiment, the torque request refers to the command signal sent by the IFC to the EPS system, which is used to inform the EPS system how much steering torque needs to be applied to achieve a specific driving assistance function.

[0050] Specifically, the IFC smart camera can identify and track objects by monitoring lane lines, traffic signs, pedestrians, etc. on the road ahead. Based on this information, it can calculate situations where steering input is required, such as keeping the vehicle in the lane, performing lane departure warnings, or performing automatic slalom operations. The IFC smart camera then sends the corresponding torque request signal to the EPS system to achieve the required steering control.

[0051] In some embodiments, the measured response time of the EPS system under different vehicle speeds and torque requests is specifically:

[0052] The time from when the vehicle’s intelligent front camera outputs a torque request to when the vehicle’s steering wheel starts to turn at different vehicle speeds.

[0053] Specifically, during the vehicle measurement process, under different vehicle speed conditions, the vehicle's intelligent front camera is controlled to output different torque requests to the EPS system, and the time when the vehicle's steering wheel starts to turn is monitored, so as to obtain the EPS measured response time under different vehicle speeds and torque request conditions.

[0054] In some embodiments, the step S30 specifically includes:

[0055] Step S301, dividing the measured dead zone values ​​of the EPS system at different vehicle speeds by the dead zone recommended value range respectively to obtain the gain coefficient range of the EPS system at different vehicle speeds;

[0056] Step S302, based on the measured response time of the EPS system under different vehicle speeds and torque requests, and the gain coefficient range of the EPS system under different vehicle speeds, determine the gain coefficient of the EPS system under different vehicle speeds and different torque requests, so that under different vehicle speeds and torque requests, the response time of the EPS system falls within the recommended response time value range.

[0057] Specifically, the gain coefficient range obtained in step S301 can satisfy that the dead zone of the vehicle EPS system falls within the preset dead zone recommended value range. Therefore, step S302 can further select a suitable gain coefficient based on this gain coefficient range, as long as the selected gain coefficient also satisfies that the response time of the EPS system falls within the recommended response time value range under different vehicle speeds and torque requests; specifically, the larger the gain coefficient, the shorter the corresponding response time, and the smaller the gain coefficient, the longer the corresponding response time. Based on this principle, a suitable gain coefficient can be further selected within the gain coefficient range obtained in step S301.

[0058] In some embodiments, the recommended dead zone value range is 0.8Nm to 1.0Nm, and the recommended response time value range is 150ms to 250ms.

[0059] Specifically, in this embodiment, the recommended value range of the dead zone is 0.8Nm~1.0Nm, which can effectively avoid the situation where the dead zone is too large and the response and following are poor, and the dead zone is too small and the response and following are too sensitive, and the steering wheel movements will increase in disturbed scenarios; the recommended value range of the response time is 150ms~250ms, which can effectively avoid the situation where the response time is too slow and the response and following are poor, and the response time is too fast and the response and following are too sensitive, and the steering wheel movements will increase in disturbed scenarios.

[0060] Corresponding to the method of the above embodiment, another embodiment of the present application provides an ADAS system debugging device, see Figure 5 , the device comprises:

[0061] A data acquisition module, for acquiring measured deadband values ​​of the EPS system at different vehicle speeds and measured response times of the EPS system at different vehicle speeds and torque requests;

[0062] a gain coefficient module, configured to determine a gain coefficient of an EPS system of the vehicle at different speeds and different torque requests according to the measured dead zone value, the measured response time, and a constraint condition; wherein the constraint condition includes making the dead zone of the EPS system fall within a preset dead zone recommended value range, and making the response time of the EPS system fall within a response time recommended value range;

[0063] The debugging module is used to debug the performance parameters of the intelligent cruise assist function of the ADAS system according to the gain coefficient of the EPS system under different speeds and different torque requests of the vehicle.

[0064] In some embodiments, the measured dead zone values ​​of the EPS system at different vehicle speeds are specifically:

[0065] The torque request output by the vehicle's intelligent front camera when the vehicle's steering wheel starts to turn from zero position at different vehicle speeds.

[0066] In some embodiments, the measured response time of the EPS system under different vehicle speeds and torque requests is specifically:

[0067] The time from when the vehicle’s intelligent front camera outputs a torque request to when the vehicle’s steering wheel starts to turn at different vehicle speeds.

[0068] In some embodiments, the gain coefficient module is specifically used to:

[0069] Dividing the measured dead zone values ​​of the EPS system at different vehicle speeds by the recommended dead zone value range, respectively, to obtain the gain coefficient range of the EPS system at different vehicle speeds;

[0070] Based on the measured response time of the EPS system under different vehicle speeds and torque requests, and the gain coefficient range of the EPS system under different vehicle speeds, the gain coefficient of the EPS system under different vehicle speeds and different torque requests is determined, so that under different vehicle speeds and torque requests, the response time of the EPS system falls within the recommended response time value range.

[0071] It should be noted that the ADAS system debugging device of the present embodiment corresponds to the ADAS system debugging method of the above-mentioned embodiment. Therefore, the undescribed parts of the ADAS system debugging device of the above-mentioned embodiment can be obtained by referring to the contents of the ADAS system debugging method of the above-mentioned embodiment, that is, the specific steps recorded in the ADAS system debugging method of the above-mentioned embodiment can be understood as the functions that can be implemented by the ADAS system debugging device of the above-mentioned embodiment, so they will not be repeated here.

[0072] Another embodiment of the present application further proposes a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the ADAS system debugging method as described in the above embodiment is implemented.

[0073] Specifically, the computer-readable storage medium may include: any entity or recording medium that can carry the computer program instructions, a USB flash drive, a mobile hard disk, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0074] The embodiments of the present application have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. A method for debugging an ADAS system, characterized in that: The method comprises: Obtaining measured deadband values ​​of the EPS system at different vehicle speeds and measured response times of the EPS system at different vehicle speeds and torque requests; Determining a gain coefficient of the EPS system of the vehicle at different speeds and different torque requests according to the measured dead zone value, the measured response time and a constraint condition; wherein the constraint condition includes making the dead zone of the EPS system fall within a preset dead zone recommended value range, and making the response time of the EPS system fall within a response time recommended value range; According to the gain coefficient of the EPS system under different vehicle speeds and different torque requests, the performance parameters of the intelligent cruise assist function of the ADAS system are debugged.

2. The method according to claim 1, characterized in that The actual measured dead zone values ​​of the EPS system at different vehicle speeds are as follows: The torque request output by the vehicle's intelligent front camera when the vehicle's steering wheel starts to turn from zero position at different vehicle speeds.

3. The method according to claim 1, characterized in that The measured response time of the EPS system at different vehicle speeds and torque requests is as follows: The time from when the vehicle’s intelligent front camera outputs a torque request to when the vehicle’s steering wheel starts to turn at different vehicle speeds.

4. The method according to claim 1, characterized in that The step of determining the gain coefficient of the EPS system under different vehicle speeds and different torque requests according to the measured dead zone value, the measured response time and the constraint condition specifically includes: Dividing the measured dead zone values ​​of the EPS system at different vehicle speeds by the dead zone recommended value range respectively, to obtain the gain coefficient range of the EPS system at different vehicle speeds; Based on the measured response time of the EPS system under different vehicle speeds and torque requests, and the gain coefficient range of the EPS system under different vehicle speeds, the gain coefficient of the EPS system under different vehicle speeds and different torque requests is determined, so that under different vehicle speeds and torque requests, the response time of the EPS system falls within the recommended response time value range.

5. The method according to claim 1, characterized in that The recommended dead zone value range is 0.8Nm to 1.0Nm, and the recommended response time value range is 150ms to 250ms.

6. An ADAS system debugging device, characterized in that: The device comprises: A data acquisition module for acquiring measured deadband values ​​of the EPS system at different vehicle speeds and measured response times of the EPS system at different vehicle speeds and torque requests; a gain coefficient module, configured to determine a gain coefficient of an EPS system of the vehicle at different speeds and different torque requests according to the measured dead zone value, the measured response time, and a constraint condition; wherein the constraint condition includes making the dead zone of the EPS system fall within a preset dead zone recommended value range, and making the response time of the EPS system fall within a response time recommended value range; The debugging module is used to debug the performance parameters of the intelligent cruise assist function of the ADAS system according to the gain coefficient of the EPS system of the vehicle at different speeds and different torque requests.

7. The device according to claim 6, characterized in that The actual measured dead zone values ​​of the EPS system at different vehicle speeds are as follows: The torque request output by the vehicle's intelligent front camera when the vehicle's steering wheel starts to turn from zero position at different vehicle speeds.

8. The device according to claim 6, characterized in that The measured response time of the EPS system at different vehicle speeds and torque requests is as follows: The time from when the vehicle’s intelligent front camera outputs a torque request to when the vehicle’s steering wheel starts to turn at different vehicle speeds.

9. The device according to claim 6, characterized in that The gain coefficient module is specifically used for: Dividing the measured dead zone values ​​of the EPS system at different vehicle speeds by the dead zone recommended value range respectively, to obtain the gain coefficient range of the EPS system at different vehicle speeds; Based on the measured response time of the EPS system under different vehicle speeds and torque requests, and the gain coefficient range of the EPS system under different vehicle speeds, the gain coefficient of the EPS system under different vehicle speeds and different torque requests is determined, so that under different vehicle speeds and torque requests, the response time of the EPS system falls within the recommended response time value range.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the ADAS system debugging method according to any one of claims 1 to 5 is implemented.

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