Control method, electronic equipment and program product for co-driving of people and vehicles

Abstract

The invention relates to a control method for co-driving of people and vehicles, electronic equipment and a program product. The method includes acquiring torque information of the vehicle. The method also includes determining a hysteresis factor for controlling the vehicle based on the torque information, where the hysteresis factor reduces retardation of the driving function to takeover driving of the user by adjusting a driving parameter of the driving function of the vehicle. The method further includes adjusting a driving parameter of a driving function of the vehicle based on the hysteresis factor. By means of the method, the more stable and more flexible vehicle control process is achieved.

Description

Technical Field

[0001] The present disclosure relates to the field of automobile technology, and more particularly, to a control method, an electronic device, and a program product for human-vehicle co-driving. Background Art

[0002] In the automotive field, in-vehicle advanced driver assistance systems (ADAS) have begun to be deployed in many vehicles. ADAS is an active safety technology that uses various sensors installed in the car, such as cameras, radars, lasers, and ultrasound, to collect data about the environment inside and outside the car, identify, detect, and track static and dynamic objects, thereby helping users to be aware of possible dangers in advance and improving driving safety and comfort.

[0003] In addition, the application of Traffic Jam Assist (TJA) in ADAS is becoming more and more widespread. The TJA system mainly works when the vehicle is in traffic congestion. It senses the surrounding traffic environment through a variety of sensors on the vehicle, such as millimeter-wave radars and cameras. These sensors can detect information such as the distance and speed of the vehicle in front, and the position of the lane line. When the system determines that the vehicle is in a congested road condition (generally a low speed situation, the speed range set by different automobile manufacturers may be different, usually in a certain low-speed range, such as less than 60km / h), it will automatically take over part of the driving operation of the vehicle. The main functions of the TJA system include automatic following and lane keeping assist.

[0004] In addition, among the driving action actuators of the vehicle, the Electric Power Steering (EPS) is a device that uses an electric motor to provide steering assistance and is an important part of the vehicle steering system. EPS generally includes an electronic control unit (ECU), a torque sensor, a speed sensor, and an electric motor. Summary of the invention

[0005] In a first aspect of an embodiment of the present disclosure, a control method for co-driving a vehicle is provided. The method includes obtaining torque information of the vehicle. The method also includes determining a hysteresis factor for controlling the vehicle based on the torque information, wherein the hysteresis factor reduces the resistance of the driving function to the user's taking over the driving by adjusting the driving parameters of the driving function of the vehicle. And the method also includes adjusting the driving parameters of the driving function of the vehicle based on the hysteresis factor.

[0006] In a second aspect of an embodiment of the present disclosure, a domain controller for human-vehicle co-driving is provided. The domain controller includes a processor and a memory coupled to the processor. The memory has instructions stored therein, which cause the processor to execute a control method for human-vehicle co-driving. The method includes obtaining torque information of the vehicle. The method also includes determining a hysteresis factor for controlling the vehicle based on the torque information, wherein the hysteresis factor reduces the resistance of the driving function to the user's takeover of driving by adjusting the driving parameters of the driving function of the vehicle. And the method also includes adjusting the driving parameters of the driving function of the vehicle based on the hysteresis factor.

[0007] In a third aspect of an embodiment of the present disclosure, a vehicle is provided, the vehicle comprising an electronic device, the electronic device being configured to execute a control method for human-vehicle co-driving provided in accordance with the present disclosure. The method comprises obtaining torque information of the vehicle. The method further comprises determining a hysteresis factor for controlling the vehicle based on the torque information, wherein the hysteresis factor reduces the resistance of the driving function to the user's takeover of driving by adjusting the driving parameters of the driving function of the vehicle. And the method further comprises adjusting the driving parameters of the driving function of the vehicle based on the hysteresis factor.

[0008] In a fourth aspect of an embodiment of the present disclosure, a computer program product is provided. The computer program product is tangibly stored on a non-transitory computer-readable medium and includes machine executable instructions, which, when executed, enable the machine to implement a control method for human-vehicle co-driving provided in accordance with the present disclosure. The method includes obtaining torque information of the vehicle. The method also includes determining a hysteresis factor for controlling the vehicle based on the torque information, wherein the hysteresis factor reduces the resistance of the driving function to the user's takeover of driving by adjusting the driving parameters of the driving function of the vehicle. And the method also includes adjusting the driving parameters of the driving function of the vehicle based on the hysteresis factor.

[0009] In a fifth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, wherein machine executable instructions are stored on the computer-readable medium, and when the machine executable instructions are executed, the machine implements a control method for human-vehicle co-driving provided in accordance with the present disclosure. The method includes obtaining torque information of the vehicle. The method also includes determining a hysteresis factor for controlling the vehicle based on the torque information, wherein the hysteresis factor reduces the resistance of the driving function to the user's takeover of driving by adjusting the driving parameters of the driving function of the vehicle. And the method also includes adjusting the driving parameters of the driving function of the vehicle based on the hysteresis factor.

[0010] It should be understood that the contents described in the summary of the invention are not intended to limit the key or important features of the embodiments of the present disclosure, nor are they intended to limit the scope of the present disclosure. Other features of the present disclosure will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. In the accompanying drawings, the same or similar reference numerals represent the same or similar elements, wherein:

[0012] Figure 1 An application environment of a control method for human-vehicle co-driving that can be used in one or more embodiments of the present disclosure is shown;

[0013] Figure 2 A flow chart of a control method for human-vehicle co-driving according to some embodiments of the present disclosure is shown;

[0014] Figure 3 A flow chart of a method for establishing a mapping relationship between torque information and hysteresis factor according to some embodiments of the present disclosure is shown;

[0015] Figure 4 A schematic diagram showing a hysteresis gradient function according to some embodiments of the present disclosure is shown;

[0016] Figure 5 A flow chart showing a method for calculating wheel torque limit according to some embodiments of the present disclosure;

[0017] Figure 6 A flow chart showing a control method for human-vehicle co-driving for recalculating a vehicle turning angle according to some embodiments of the present disclosure;

[0018] Figure 7 A schematic architecture diagram of a control system for human-vehicle co-driving according to some embodiments of the present disclosure is shown;

[0019] Figure 8 A schematic block diagram of a controller that can be used to implement various embodiments of the present disclosure is shown. DETAILED DESCRIPTION

[0020] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments set forth herein, but rather these embodiments are provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure. The embodiments of the present disclosure described below with reference to the accompanying drawings are only for exemplary purposes.

[0021] As mentioned above, the application of TJA systems (even ADAS systems) is becoming more and more widespread. However, the driving functions of these vehicles are not ideal when dealing with the control performance issues in the man-car collaborative driving function. These vehicle driving functions are not very stable during the period when the user takes over the driving intervention, and during this period, these vehicle driving functions always try to take back control, resulting in the common phenomenon of people and cars fighting for the vehicle's steering wheel, which makes the user's driving experience bad.

[0022] In order to solve one or more of the problems, one or more embodiments of the present disclosure provide a control mechanism with a configurable hysteresis strategy. One or more embodiments of the present disclosure can achieve a smoother and more flexible vehicle control process by determining a hysteresis factor and adjusting the driving parameters of the vehicle's driving function based on the hysteresis factor.

[0023] Figure 1 FIG. 1 shows an application environment 100 of a control method for human-vehicle co-driving that can be used in one or more embodiments of the present disclosure. Figure 1 In the embodiment, the vehicle 110 may include an ADAS driving function module 114. In particular, the ADAS driving function module 114 of the vehicle 110 may also include a TJA driving function module 112 and an EPS actuator 116. The vehicle 110 may travel on roads of different conditions, such as urban roads, suburban roads, or even open roads. The road may be relatively straight or flat. Figure 1 The road shown has a certain curvature. The TJA driving function module 112 or the ADAS driving function module 114 can obtain the current road curvature and the vehicle's own speed through corresponding sensors. The EPS actuator 116 can execute the driving behavior from the user, the TJA driving function module 112 or the ADAS driving function module 114. One or more embodiments of the present disclosure can control the vehicle by determining a hysteresis factor, adjusting the driving parameters of the TJA driving function module 112 or the ADAS driving function module 114 of the vehicle 110 based on the hysteresis factor, and inputting the adjusted driving parameters into the EPS actuator 116, etc., so as to achieve a smoother and more flexible vehicle control process.

[0024] Figure 2 FIG. 2 shows a flow chart of a control method 200 for human-vehicle co-driving according to some embodiments of the present disclosure. Figure 1The vehicle 110 in the method 200 is executed. At box 210, the torque information of the vehicle is obtained. Optionally, the torque information represents the user's intention to take over the driving. For example, the user's intention to take over the driving can be expressed by operating the steering wheel of the vehicle, the user can also express it directly through the voice intelligent system of the vehicle, or even the artificial intelligence system of the vehicle can actively identify the user's intention to take over the driving. Optionally, the user's torque information can be a hand torque from the steering wheel. Optionally, when the driving function of the vehicle is running, in some cases, for example, when encountering a more urgent situation or the user feels bad about the driving experience of the vehicle, the user may want to temporarily take over the driving of the vehicle. Optionally, the user generally applies torque through the steering wheel of the vehicle, for example, steering torque. Optionally, the torque information from the user can be obtained through the TJA, ADAS or other sensor systems of the vehicle. The present disclosure does not impose any restrictions on the manner or device used to obtain the torque information from the user. Any acquisition method suitable for the present disclosure adopted by those skilled in the art should fall within the scope of protection of the present disclosure. Optionally, obtaining torque information from the user may include receiving torque information, and filtering the torque information to remove noise information in the torque information, thereby ensuring that more accurate torque information from the user is obtained. Optionally, the torque information from the user may be filtered through a PT1 / PT2 filter to reduce oscillation and noise. Those skilled in the art may adopt any filtering method or algorithm suitable for the present disclosure, and the present disclosure is not limited to this. Optionally, method 200 also includes obtaining the current road curvature, or obtaining the vehicle's own speed. Optionally, the current road curvature or the vehicle's own speed may be obtained through the vehicle's TJA, ADAS, or other sensor systems of the vehicle. The present disclosure does not impose any restrictions on the manner or device used to obtain the current road curvature or the vehicle's own speed. Any acquisition method suitable for the present disclosure adopted by those skilled in the art should fall within the scope of protection of the present disclosure.

[0025] At box 220, based on the torque information, a hysteresis factor for controlling the vehicle is determined, wherein the hysteresis factor is used to adjust the driving parameters of the driving function of the vehicle to reduce the resistance of the driving function to the user's takeover of driving. Optionally, it is worth noting that the driving function of the vehicle can be TJA, ADAS, or even a fully automatic vehicle driving function to be developed in the future, and the present disclosure does not impose any restrictions on the driving function of the vehicle. Therefore, any type of driving function (existing or developed in the future) should fall within the scope of protection of the present disclosure. Optionally, adjusting the driving parameters of the driving function of the vehicle includes adjusting the control request of the auxiliary driving function to the actuator of the vehicle. Optionally, the applicant has found through a lot of practice that for the driving function of a traditional vehicle, when the user applies torque through the steering wheel, before the exit torque threshold specified by the driving function of the vehicle is reached, the driving function of the vehicle will generate a reverse torque that opposes the user, and the reverse torque attempts to return the vehicle to the center line of the road, so the driving function of the vehicle will cause a great resistance to the user's takeover of driving. However, one or more embodiments of the present disclosure reduce the resistance of the driving function to the user's takeover of driving through a hysteresis factor. Optionally, the hysteresis factor adjusts the driving parameters of the driving function of the vehicle to reduce the resistance of the driving function to the user's taking over the driving. Optionally, the torque information and the hysteresis factor have a predetermined mapping relationship. As for how to determine the hysteresis factor for controlling the vehicle based on the torque information, the present disclosure will be explained in detail in one or more subsequent embodiments, and will not be repeated here.

[0026] At box 230, based on the hysteresis factor, the driving parameters of the driving function of the vehicle are adjusted. Optionally, the driving parameters of the driving function of the vehicle include at least one of a wheel torque limit or a wheel angle. Optionally, adjusting the driving parameters of the driving function of the vehicle may include adjusting at least one of a wheel torque limit or a wheel angle based on the hysteresis factor to reduce the retardation of the driving function to the user's takeover of driving. As for how to adjust the driving parameters of the driving function of the vehicle based on the hysteresis factor, the present disclosure will be explained in detail in one or more subsequent embodiments, and will not be repeated here.

[0027] It can be seen that method 200 provides a control mechanism with a configurable hysteresis strategy. Method 200 can directly receive the user's steering torque in the input processing, and through the hysteresis mechanism, it can dynamically affect the size of the blocking force and entry / exit time brought by the driving control behavior such as centering of the functional control when taking over the driving. When the user wants to intervene, the fast entry process can ensure that the control system responds quickly to the user's takeover without blocking it with a threshold. And the slow closing can ensure that there will be no frequent entry and exit of human-machine co-driving during the intervention process, thereby achieving a smoother and more flexible control process.

[0028] In some embodiments of the present disclosure, the torque information and the hysteresis factor have a predetermined mapping relationship. Figure 3 A flow chart of a method 300 for establishing a mapping relationship between torque information and hysteresis factors according to some embodiments of the present disclosure is shown. At box 310, torque information of multiple users is obtained. Optionally, the mapping relationship between torque information and hysteresis factors can be performed using an engineering calibration method. Optionally, as an example, a sequence A containing multiple torques from a user can be obtained: [-1.5, -1, -0.5, 0, 0.5, 1, 1.5] (unit: Nm, where the negative sign indicates the direction of the torque). It is worth noting that those skilled in the art can adopt different torque sequences according to actual needs such as different vehicle models and different user groups. This torque sequence is only used as an example. Any torque information suitable for the present disclosure should fall within the scope of protection of the present disclosure.

[0029] At box 320, multiple hysteresis factors corresponding to the user's torque information are obtained. Optionally, as an example, a sequence F of multiple hysteresis factors from the user can be obtained: [0.4, 0.5, 0.8, 1, 0.8, 0.5, 0.4]. The hysteresis factor sequence F corresponds to the sequence A containing multiple torques. It is worth noting that those skilled in the art can adopt different hysteresis factors according to the actual needs of different vehicle models, different user groups, etc. This hysteresis factor sequence F is only used as an example. Any hysteresis factor suitable for the present disclosure should fall within the scope of protection of the present disclosure.

[0030] Then, at box 330, a mapping relationship between torque information and hysteresis factors is established based on the torque information of multiple users and multiple hysteresis factors. Optionally, based on the acquired torque information and its corresponding hysteresis factor, a mapping relationship between the corresponding torque information and the hysteresis factor can be established. Optionally, based on the established mapping relationship between the torque information and the hysteresis factor, a corresponding hysteresis factor can be obtained according to the torque information obtained from the user. Optionally, based on the obtained hysteresis factor, the driving parameters of the driving function of the vehicle can be adjusted, so as to reduce the resistance of the driving function of the vehicle to the user's takeover of driving.

[0031] It can be seen that method 300 helps provide a control mechanism with a configurable hysteresis strategy by establishing a mapping relationship between torque information and hysteresis factors. Using method 300, the user's steering torque can be directly received in the input processing, and the entry and exit time of taking over the driving can be dynamically affected through the hysteresis mechanism. When the user wants to intervene, the fast entry process can ensure that the control system responds quickly to the user's takeover without blocking it with the threshold of the vehicle's driving function. And the slow closing can ensure that there will be no frequent entry and exit of human-machine co-driving during the intervention process, thereby achieving a smoother and more flexible control process.

[0032] In addition, as mentioned above, the traditional vehicle driving function will often cause the driver and the vehicle to compete with each other for the steering wheel, which makes the user's driving experience bad. For example, when the user wants to actively change lanes or avoid obstacles, the user steering torque threshold (for example, 2 Newton meters) and debounce time need to be reached, and when the user wants to release the intervention torque, these vehicle driving functions need to reach the release debounce time and torque lower limit, which will lead to an unsmooth transition process because the time for TJA or ADAS function to start and exit is limited by the torque threshold.

[0033] One or more control strategies and functions disclosed in the present invention control the start and exit without setting torque thresholds and debounce times. Instead, it can directly receive the user's steering torque in the input processing, and combined with the hysteresis mechanism, it can dynamically calculate a continuous hysteresis factor based on the user's input. This factor can then directly affect the output of the original logic chain such as TJA or ADAS. In addition, through the hysteresis mechanism, the entry and exit time of the intervention can be dynamically affected. When the user wants to intervene, the fast entry process can ensure that the control system responds quickly to the intervention without blocking it with a threshold. And slow closing can ensure that there will be no frequent entry and exit of human-machine co-driving during the intervention process, thereby achieving a smoother and more flexible control process.

[0034] Figure 4 FIG. 4 is a schematic diagram of a hysteresis gradient function 400 according to some embodiments of the present disclosure. Figure 4 In the figure, the horizontal axis represents the amount of time, and the vertical axis represents the hysteresis factor. The reason for establishing the hysteresis gradient function 400 is that, as mentioned above, the mapping relationship between the corresponding torque information and the hysteresis factor is a discrete sequence mapping. If you need to know the hysteresis factor at any time during the takeover driving process, you need to interpolate and calculate it based on the mapping relationship. By introducing the hysteresis gradient function, the final hysteresis factor can be controlled to obtain the desired smoother and more flexible control process. The oblique line segment 410 represents the initial stage of the user's takeover driving, the schematically shown horizontal line segment 420 represents the middle stage of the takeover driving, and the oblique line segment 430 represents the late stage of the user's takeover driving. Optionally, from Figure 4 It can be seen schematically that the gradient (absolute value) of the oblique line segment 410 is larger, while the gradient of the oblique line segment 430 is smaller. Optionally, it represents that one or more embodiments of the present disclosure generate a hysteresis gradient function based on the mapping relationship between torque information and hysteresis factor, wherein the absolute value of the hysteresis gradient at the beginning of takeover driving is greater than the absolute value of the hysteresis gradient at the end of takeover driving. Optionally, the gradient of the schematically shown horizontal line segment representing 420 is close to zero, so the absolute value of the hysteresis gradient in the middle of takeover driving is less than any of the absolute values ​​of the hysteresis gradient at the beginning of takeover driving and the absolute value of the hysteresis gradient at the end of takeover driving. It is worth noting that Figure 4 The gradients of the various line segments shown are only schematic. The hysteresis gradient function of the present disclosure does not specifically limit the specific gradients of the various line segments, but only requires that the absolute values ​​of the gradients of the various line segments in the hysteresis gradient function meet the aforementioned requirements. Those skilled in the art can select appropriate specific gradient values ​​according to actual needs. Any gradient value suitable for the present disclosure is also within the protection scope of the present disclosure.

[0035] Optionally, as an example, the segments 410, 420 and 430 of the hysteresis gradient function corresponding to the driving process of the vehicle can be regarded as the three stages of the human-machine co-driving process during the takeover driving process. Segment 410 corresponds to the fast start stage, segment 420 corresponds to the holding stage and segment 430 corresponds to the slow closing stage. Optionally, the fast start stage will detect the rise of the steering torque from the user and adjust the gradient to a larger value. This stage can ensure a quick response to the rise of the user's steering torque, and the user will feel less blockage and interruption in the initial intervention. In the holding stage, a lower limit is set for the hysteresis factor to ensure that there are no major factors affecting the basic logic chain of TJA or ADAS. Finally, at the end of the takeover driving, that is, the slow closing stage, the decline of the steering torque will be detected and the gradient will be adjusted to a smaller value to ensure a more stable state to maintain the state of human-machine co-driving. For the slow closing stage, more time is needed to exit the takeover intervention and ensure sufficient transition process, which can avoid frequent stage switching during the entire intervention process. A smoother and more flexible control process is achieved.

[0036] Therefore, optionally, one or more embodiments of the present disclosure may determine a hysteresis factor for controlling the vehicle based on the torque information, the mapping relationship, and the hysteresis gradient function. Optionally, the hysteresis factor may be specifically calculated according to the following formula 1:

[0037] factor = f1(Filtered T q ) (1)

[0038] Where factor is the hysteresis factor, Filtered T qRepresents the torque information from the user after filtering, and f1 represents the conversion function for interpolation based on the mapping relationship sequence of the calibrated torque information and the hysteresis factor and the hysteresis gradient function. It is worth noting that those skilled in the art can use any interpolation function or conversion function that satisfies the above-mentioned hysteresis gradient function suitable for the present disclosure to interpolate or convert to obtain the hysteresis factor of the corresponding stage and time point. The present disclosure does not limit any form of interpolation function. And any suitable function that satisfies the present disclosure should fall within the protection scope of one or more embodiments of the present disclosure. Optionally, as an example, for example, at time T1, its hysteresis factor can be calculated as 0.5+(-0.5*(20ms / 200ms))=0.45, where 0.5 is the hysteresis factor at time T0, -0.5 is the hysteresis gradient, 20ms means that T1 is 20ms apart from T0, and 200ms means the initial duration of taking over driving, then the hysteresis factor at time T1 is 0.45. It is worth noting that this example is only to help those skilled in the art understand the present disclosure, and is not used to limit the specific implementation of one or more embodiments of the present disclosure.

[0039] It can be seen that one or more embodiments of the present disclosure can dynamically calculate a continuous hysteresis factor based on the user's input based on the hysteresis gradient function provided by the present disclosure. This factor can then directly affect the output of the original logic chain such as TJA or ADAS. In addition, the entry and exit times of the intervention can be dynamically affected by the hysteresis mechanism. When the user wants to intervene, the fast entry process can ensure that the control system responds quickly to the intervention without blocking it with a threshold. And slow closing can ensure that there will be no frequent entry and exit of human-machine co-driving during the intervention process, thereby achieving a smoother and more flexible control process.

[0040] In some embodiments of the present disclosure, the human-vehicle co-driving function needs to handle different roads with different curvatures, highways or urban roads with different self-speeds. With the help of the hysteresis mechanism, it is easy to add an adaptive part through curvature and self-speed to meet different scenarios. In addition, the angle request and torque limit of EPS cannot easily and comfortably adapt to roads with different curvatures, highways or urban roads with different self-speeds. One or more embodiments of the present disclosure also include obtaining at least one of the current road curvature or the vehicle's own speed, and determining the hysteresis factor for controlling the vehicle based on at least one of the current road curvature or the vehicle's own speed, torque information, mapping relationship and hysteresis gradient function. Optionally, based on at least one of the current road curvature or the vehicle's own speed, torque information, mapping relationship and hysteresis gradient function, the hysteresis factor can be calculated specifically according to the following formula 2:

[0041] factor = f1(Filtered Tq) * f2(C2) * f3(VxEgo) (2)

[0042] Wherein, C2 represents the current road curvature, f2 is the curvature conversion function of the hysteresis factor of the road curvature, VxEgo is the vehicle's own speed, and f3 is the vehicle speed conversion function of the hysteresis factor of the vehicle's own speed. Both the curvature conversion function and the vehicle speed conversion function can be calibrated by those skilled in the art according to different vehicle models, different user groups, etc. It is worth noting that those skilled in the art can select the curvature conversion function and vehicle speed conversion function suitable for the present disclosure according to actual needs. The present disclosure does not limit the specific curvature conversion function and vehicle speed conversion function. Any curvature conversion function and vehicle speed conversion function suitable for the present disclosure should be within the scope of protection of the present disclosure. Optionally, in the function f1 (Filtered Tq), the initial factor is interpolated from 0 to 1 based on the user's steering torque, and the initial factor will be limited by the hysteresis gradient to obtain the basic hysteresis factor. Optionally, further, the basic hysteresis factor is adjusted with configurable parameters according to different road curvatures and self-speeds, which is achieved by functions f2 (C2) and f3 (VxEgo). Optionally, generally, a larger TJA or ADAS function angle request and a wider torque limit are required to ensure that the vehicle can pass the road on a curve. In addition, for high-speed and low-speed scenarios, the behavior needs to be changed, so the hysteresis factor needs to adapt to the road curvature and the own speed. A single factor can make the adaptation in the new strategy of the present disclosure possible. Thereby, one or more embodiments of the present disclosure can achieve a smoother and more flexible takeover of the driving control process.

[0043] Figure 5 A flow chart of a method 500 for calculating wheel torque limits according to some embodiments of the present disclosure is shown. At box 510, the maximum limit and the minimum limit of the wheel torque limit are obtained. Optionally, the maximum limit and the minimum limit of the wheel torque limit can be obtained from TJA or ADAS, etc. At box 520, the wheel torque limit is recalculated based on the hysteresis factor, the maximum limit and the minimum limit of the wheel torque limit. Optionally, based on the hysteresis factor, the maximum limit and the minimum limit of the wheel torque limit, the wheel torque limit can be recalculated according to the following formula 3:

[0044] WTL = f3(Max / Min Tq, factor) (3)

[0045] Where WTL is the wheel torque limit, Max / Min Tq are the maximum limit and minimum limit of the original wheel torque limit, factor is the determined hysteresis factor, and f3 is the hysteresis conversion function of the wheel torque limit. Optionally, as an example, Max / Min Tq can be directly multiplied by factor as the maximum limit and minimum limit of the recalculated wheel torque limit. It is worth noting that those skilled in the art can adopt any hysteresis conversion function suitable for the wheel torque limit of the present disclosure as needed (for example, for different vehicle models or different user groups). The present disclosure does not impose any restrictions on the specific selection of the hysteresis conversion function. Any hysteresis conversion function suitable for the wheel torque limit of the present disclosure should be within the scope of protection of the present disclosure. Optionally, the response range of EPS will be limited to follow the trend of the user's steering request. Optionally, by adapting to EPS, the transition will be smoother, and TJA can retract the controller coherently after the user releases the intervention. Optionally, in another one or more embodiments of the present disclosure, when there is a torque interface directly to the EPS actuator, the system can directly use the hysteresis factor to limit the torque request to the EPS system instead of providing a limited maximum and minimum torque range to the EPS.

[0046] Figure 6 A flow chart of a control method 600 for human-vehicle co-driving for recalculating the vehicle turning angle according to some embodiments of the present disclosure is shown. At box 610, the actual turning angle and turning angle requirement of the vehicle's wheel turning angle are obtained. Optionally, the actual turning angle and turning angle requirement of the wheel turning angle can be obtained from TJA or ADAS, etc. At box 620, the wheel turning angle is recalculated based on the hysteresis factor, the actual turning angle of the vehicle's wheel turning angle, and the turning angle requirement. Optionally, based on the hysteresis factor, the actual turning angle of the vehicle's wheel turning angle, and the turning angle requirement, the wheel turning angle can be recalculated specifically according to the following formula 4:

[0047] WA = f4(actual angle, angle req, factor) (4)

[0048] Wherein WA is the wheel angle, actual angle is the actual angle of the wheel, angle req is the angle requirement of the vehicle for the vehicle angle, and factor is the determined hysteresis factor. f4 is the hysteresis conversion function of the wheel angle. It is worth noting that those skilled in the art can adopt any hysteresis conversion function suitable for the wheel torque limitation of the present disclosure as needed (for example, for different vehicle models or different user groups). The present disclosure does not impose any restrictions on the specific selection of the hysteresis conversion function. Any hysteresis conversion function suitable for the wheel torque limitation of the present disclosure should be within the scope of protection of the present disclosure. As an example, optionally, the wheel angle can be recalculated specifically according to the following formula 5:

[0049] WA = factor *TJA / ADAS Angle req + (1- factor)*Actual Angle (5)

[0050] Where WA is the wheel angle, TJA / ADAS Angle req is the wheel angle required by the driving parameters of TJA or ADAS, and Actual Angle is the current actual vehicle angle. By combining the initial angle request of the TJA logic chain, the hysteresis factor and the actual wheel angle of the sensor, the wheel angle used to adjust the vehicle driving can be obtained. It is worth noting that Formula 5 is only used as an example to help those skilled in the art understand one or more embodiments of the present disclosure. The present disclosure does not impose any restrictions on the specific selection of the hysteresis conversion function.

[0051] Back to Figure 6 At block 630, the recalculated wheel torque limit and the recalculated wheel angle are used to control the vehicle. Optionally, as described above, the wheel torque limit and the wheel angle are re-determined based on the determined hysteresis factor, the actual wheel angle and the angle requirement of the vehicle's wheel angle, and the maximum limit and the minimum limit of the wheel torque limit, etc., and the vehicle can be controlled based on the re-determined wheel torque limit and the wheel angle, thereby ensuring a smoother and more flexible control process.

[0052] It can be seen that the continuous hysteresis factors dynamically calculated by methods 500 and 600 based on the user's input can directly affect the output or driving parameters of the original logic chain such as TJA or ADAS. In addition, through the hysteresis mechanism, the entry and exit time of the intervention can be dynamically affected. When the user wants to take over the intervention, the fast entry process ensures that the control system responds quickly to the intervention without blocking it with a threshold. And the slow shutdown ensures that there will be no frequent entry and exit of human-machine co-driving during the intervention process, thereby achieving a smoother and more flexible control process.

[0053] To help those skilled in the art to understand one or more embodiments of the present disclosure as a whole, Figure 7A schematic architecture diagram of a control system 700 for human-vehicle co-driving according to some embodiments of the present disclosure is shown. Optionally, the system 700 may include a vehicle driving function 720, a driving actuator 729, and a human-machine co-driving control module 715, etc. Optionally, a user 711 may interact 719 with the vehicle driving function 720 (such as TJA or ADAS, etc.). Optionally, the vehicle driving function 720 may include a control logic chain 722, etc. The control logic chain 722 may include a trajectory planning module 721 and a trajectory control module 723, etc. Optionally, when the user 711 feels the need to take over the intervention, the vehicle may obtain torque information 712 from the user. Optionally, the human-machine co-driving control module 715 may include a filter 713, a hysteresis mechanism module 716, and an adjustment module 727. Optionally, the filter 713 may filter the torque information 712 to remove noise, etc. Optionally, a PT1 / PT2 filter may be used to filter to reduce oscillation and noise. The filtered torque information 714 may be used as input to a hysteresis mechanism module 716 .

[0054] In addition, the current road curvature and the vehicle speed can also be used as input 718 of the hysteresis mechanism module 716. Optionally, the hysteresis mechanism module 716 includes a hysteresis gradient function 717 for determining the hysteresis factor. Optionally, the hysteresis factor determined by the hysteresis mechanism module 716 is used as an input 725 of the adjustment module 727. Optionally, for the hysteresis gradient function 717, it is required that the absolute value of the hysteresis gradient at the beginning of the takeover driving is greater than the absolute value of the hysteresis gradient at the end of the takeover driving. Optionally, the gradient of the horizontal line segment schematically shown in the middle is close to zero, so the absolute value of the hysteresis gradient at the middle of the takeover driving is less than any one of the absolute value of the hysteresis gradient at the beginning of the takeover driving and the absolute value of the hysteresis gradient at the end of the takeover driving. The use of the hysteresis gradient function 717 can ensure a quick response to the increase of the user's steering torque, and the user will feel less blockage and interruption in the initial intervention. The holding stage represented by the horizontal line segment is to set a lower limit for the hysteresis factor to ensure that there is no major factor affecting the basic logic chain of TJA or ADAS. Finally, at the end of the takeover driving, that is, the slow closing stage, the decline of the steering torque will be detected and the gradient will be adjusted to a smaller value to ensure a more stable state to maintain the state of human-machine co-driving. For the slow closing stage, more time is required to exit the takeover intervention and ensure sufficient transition process, which can avoid frequent stage switching during the entire intervention process, thereby achieving a smoother and more flexible control process.

[0055] In addition, optionally, the actual steering angle of the vehicle and the upper and lower limits of the vehicle torque limit can also be used as another input 726 of the adjustment module 727. Optionally, the vehicle driving function 720 can use the driving parameter 724 (such as the vehicle steering angle requirement) determined by its control logic chain 722 as another input of the adjustment module 727. Optionally, the adjustment module 727 recalculates or adjusts the driving parameter based on the three inputs, etc. And optionally, the adjusted driving parameter 728 is transmitted to the driving actuator 729 (such as EPS) for controlling the vehicle, thereby achieving a smoother and more flexible control process.

[0056] Since the aforementioned multiple embodiments of methods 200, 300, 500 and 600 have already introduced in detail the specific implementation methods of the human-machine co-driving control module 715 and the adjustment module 727, they will not be repeated here to save space.

[0057] In summary, one or more embodiments of system 700 provide a control mechanism with a configurable hysteresis strategy. Using system 700, the user's steering torque can be directly received in the input processing, and the entry and exit time of taking over the driving can be dynamically affected through the hysteresis mechanism. When the user wants to intervene, the fast entry process can ensure that the control system responds quickly to the user's takeover without blocking it with the threshold of the vehicle's driving function. And the slow closing can ensure that there will be no frequent entry and exit of human-machine co-driving during the intervention process, thereby realizing a smoother and more flexible control process, thereby achieving significant technical effects.

[0058] The present disclosure also provides a domain controller for controlling a vehicle. The domain controller can be applied to a vehicle video controller, a radar or an engine electronic control unit ECU, etc. The domain controller includes a processor and a memory coupled to the processor. The memory has instructions stored therein, which cause the processor to execute a control method for human-vehicle co-driving. The method includes obtaining torque information of the vehicle. The method also includes determining a hysteresis factor for controlling the vehicle based on the torque information, wherein the hysteresis factor reduces the retardation of the driving function to the user's takeover of driving by adjusting the driving parameters of the driving function of the vehicle. And the method also includes adjusting the driving parameters of the driving function of the vehicle based on the hysteresis factor.

[0059] In some embodiments, the method further includes obtaining a current road curvature and obtaining a vehicle speed. The driving parameter of the driving function of the vehicle includes at least one of a wheel torque limit or a wheel angle. And obtaining torque information from a user includes receiving torque information and filtering the torque information to remove noise information in the torque information.

[0060] In some embodiments, the torque information and the hysteresis factor have a predetermined mapping relationship. The method also includes obtaining torque information of multiple users. And the method also includes obtaining multiple hysteresis factors corresponding to the torque information of the users. And the method also includes establishing a mapping relationship between the torque information and the hysteresis factor based on the torque information of multiple users and the multiple hysteresis factors. In addition, the method also includes generating a hysteresis gradient function based on the mapping relationship between the torque information and the hysteresis factor, wherein the absolute value of the hysteresis gradient at the initial stage of taking over the driving is greater than the absolute value of the hysteresis gradient at the later stage of taking over the driving. The absolute value of the hysteresis gradient in the middle stage of taking over the driving is less than any one of the absolute value of the hysteresis gradient at the initial stage of taking over the driving and the absolute value of the hysteresis gradient at the later stage of taking over the driving.

[0061] In some embodiments, determining the hysteresis factor for controlling the vehicle includes determining the hysteresis factor for controlling the vehicle based on the torque information, the mapping relationship, and the hysteresis gradient function. The method further includes obtaining at least one of the current road curvature or the vehicle's own speed, and determining the hysteresis factor for controlling the vehicle includes determining the hysteresis factor for controlling the vehicle based on at least one of the current road curvature or the vehicle's own speed, the torque information, the mapping relationship, and the hysteresis gradient function.

[0062] In some embodiments, adjusting the driving parameters of the driving function of the vehicle includes adjusting at least one of the wheel torque limit or the wheel angle based on a hysteresis factor to reduce the resistance of the driving function to the user's takeover of driving. Adjusting at least one of the wheel torque limit or the wheel angle to reduce the resistance of the driving function to the user's takeover of driving includes obtaining the maximum limit and the minimum limit of the wheel torque limit, and recalculating the wheel torque limit based on the hysteresis factor, the maximum limit and the minimum limit of the wheel torque limit. Adjusting at least one of the wheel torque limit or the wheel angle to reduce the resistance of the driving function to the user's takeover of driving also includes obtaining the actual steering angle and steering angle requirement of the vehicle's wheel angle, and recalculating the wheel angle based on the hysteresis factor, the actual steering angle and steering angle requirement of the vehicle's wheel angle, and using the recalculated wheel torque limit and the recalculated wheel angle to control the vehicle.

[0063] It can be seen that the one or more domain controllers of the present disclosure provide a control mechanism with a configurable hysteresis strategy. Using the one or more domain controllers of the present disclosure, the user's steering torque can be directly received in the input processing, and the entry and exit time of taking over the driving can be dynamically affected through the hysteresis mechanism. When the user wants to intervene, the fast entry process can ensure that the control system responds quickly to the user's takeover without blocking it with the threshold of the vehicle's driving function. And the slow shutdown can ensure that there will be no frequent entry and exit of human-machine co-driving during the intervention process, thereby achieving a smoother and more flexible control process, and thus achieving significant technical effects.

[0064] Figure 8 A schematic block diagram of a controller 800 that can be used to implement multiple embodiments of the present disclosure is shown. As shown, the electronic device 800 includes a processor 801, which can be loaded into a random access memory (RAM) 803 according to a computer program instruction stored in a read-only memory (ROM) 802 to perform various appropriate actions and processes. In the RAM 803, various programs and data required for the operation of the electronic device 800 can also be stored. The processor 801, ROM 802, and RAM 803 are connected to each other via a bus 804. An input / output (I / O) interface 805 is also connected to the bus 804.

[0065] The processor 801 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the processor 801 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, digital signal processors (DSPs), and any appropriate processors, controllers, microcontrollers, etc. The processor 801 performs the various methods and processes described above, such as method 200, etc. For example, in some embodiments, method 200, etc. may be implemented as a computer software program, which is tangibly included in a machine-readable medium. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 800 via ROM 802. When the computer program is loaded into RAM 803 and executed by the processor 801, one or more steps of the method 200, etc. described above may be performed. Alternatively, in other embodiments, the processor 801 may be configured to perform method 200, etc., by any other appropriate means (e.g., by means of firmware).

[0066] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip systems (SOCs), load programmable logic devices (CPLDs), and the like.

[0067] The program code for implementing the method of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0068] In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In addition, although each operation is depicted in a specific order, this should be understood as requiring such operations to be performed in the specific order shown or in a sequential order, or requiring that all illustrated operations should be performed to obtain the desired result. In certain environments, multitasking and parallel processing may be advantageous. Similarly, although several specific implementation details are included in the above discussion, these should not be interpreted as limiting the scope of the present disclosure. Certain features described in the context of separate embodiments can also be implemented in a single implementation in combination. On the contrary, the various features described in the context of a single implementation can also be implemented in multiple implementations individually or in any suitable sub-combination.

[0069] Although the subject matter has been described in language specific to structural features and / or methodological logical actions, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. On the contrary, the specific features and actions described above are merely example forms of implementing the claims.

[0070] The embodiments of the present disclosure 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 control method (200) for human-vehicle co-driving, comprising: Obtaining (210) torque information of the vehicle; Based on the torque information, determining (220) a hysteresis factor for controlling the vehicle, wherein the hysteresis factor reduces resistance of the driving function to the user taking over the driving by adjusting a driving parameter of the driving function of the vehicle; as well as Based on the hysteresis factor, the driving parameter of the driving function of the vehicle is adjusted (230).

2. The method (200) according to claim 1, wherein the obtaining (210) the torque information of the vehicle comprises: The torque information is filtered to remove noise information in the torque information.

3. The method (200) according to claim 1, wherein the torque information and the hysteresis factor have a predetermined mapping relationship.

4. The method (200) according to claim 3, further comprising: Based on the mapping relationship between the torque information and the hysteresis factor, a hysteresis gradient function is determined, wherein an absolute value of the hysteresis gradient in the initial stage of the takeover driving is greater than an absolute value of the hysteresis gradient in the later stage of the takeover driving.

5. The method (200) according to claim 4, wherein the absolute value of the hysteresis gradient in the middle stage of the takeover driving is smaller than any one of the absolute value of the hysteresis gradient in the early stage of the takeover driving and the absolute value of the hysteresis gradient in the late stage of the takeover driving.

6. The method (200) of claim 4, further comprising: Get the current road curvature; or Obtain the vehicle's own speed, Wherein said determining (220) a hysteresis factor for controlling said vehicle comprises: The hysteresis factor for controlling the vehicle is determined based on at least one of the current road curvature or the vehicle's own speed, the torque information, the mapping relationship, and the hysteresis gradient function.

7. The method (200) according to claim 1, wherein the driving parameter of the driving function of the vehicle comprises at least one of a wheel torque limit or a wheel angle, Wherein said adjusting (230) said driving parameter of said driving function of said vehicle comprises: Based on the hysteresis factor, at least one of the wheel torque limit or the wheel angle is adjusted to reduce resistance of the driving function to the user taking over driving.

8. The method (200) of claim 7, wherein the adjusting at least one of the wheel torque limit or the wheel angle to reduce the resistance of the driving function to the user taking over the driving comprises: Obtaining the maximum limit and the minimum limit of the wheel torque limit; The wheel torque limit is recalculated based on the hysteresis factor, the maximum limit and the minimum limit of the wheel torque limit.

9. The method (200) of claim 8, wherein the adjusting at least one of the wheel torque limit or the wheel angle to reduce the resistance of the driving function to the user taking over driving further comprises: Obtaining an actual turning angle and a turning angle requirement of the wheel turning angle of the vehicle; recalculating the wheel steering angle based on the hysteresis factor, an actual steering angle of the wheel steering angle of the vehicle, and a steering angle requirement; as well as The recalculated wheel torque limit and the recalculated wheel steering angle are used to control the vehicle.

10. A domain controller (800), comprising: processor; as well as A memory coupled to the processor, the memory having instructions stored therein, the instructions causing the processor to perform the method according to any one of claims 1-12 when executed by the processor.

11. A computer program product, comprising machine executable instructions, which when executed cause a machine to implement the method according to any one of claims 1 to 12.

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