Vehicle transverse control method and device, vehicle and medium

Abstract

The invention discloses a vehicle transverse control method and device, a vehicle and a medium, and relates to the technical field of vehicles. And after the transverse function exits, the steering angle control enabling prolonging time is sent to the actuator, so that transverse control can be further performed by interaction with the actuator. Transverse control is not directly ended, so that the driving experience is improved; according to the steering wheel steering angle control method and the steering wheel steering angle control system, an actuator performs transverse control according to a received steering angle request value and a parameter value used for controlling the response capability of the actuator; in a steering angle control enabling period, a parameter value for controlling the responsiveness of an actuator is determined by a type of a man-machine co-driving coefficient interface and an attenuation coefficient, and the attenuation coefficient is in a descending trend within the steering angle control enabling period, so that a slow reduction of a steering angle request value and a slow attenuation of the responsiveness of the actuator can be realized, and the steering angle control enabling period can be prolonged. Slow retreat of the transverse control function is achieved, and the experience feeling of a driver is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle lateral control method, device, vehicle and medium. Background Art

[0002] During the intelligent driving control process, lateral control generally controls the vehicle steering wheel based on an environmental model (lane lines, maps, etc.). However, there are often some system reasons (such as unclear lane lines, high-precision map changes, or inaccurate positioning due to network anomalies), rather than driver intervention, resulting in the exit of the lateral control function.

[0003] If the lateral control is directly terminated during a curve or lane change, the steering system will quickly return the direction to the straight-ahead position. If the driver's hand happens to be on the steering wheel, there will be a large return torque, and there will be an obvious reaction force on the steering wheel, bringing a relatively strong reverse feedback to the driver and affecting the driver's experience.

[0004] Therefore, how to solve the problem that the direct exit of the lateral control function leads to the decline of the driver's experience is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the Invention

[0005] The purpose of the present invention is to provide a vehicle lateral control method, device, vehicle and medium to solve the technical problem that the direct exit of the lateral control function leads to the decline of the driver's experience.

[0006] To solve the above technical problem, the present invention provides a vehicle lateral control method, including:

[0007] When detecting the exit of the lateral function, sending an extended time for the steering angle control enable to the actuator;

[0008] Obtaining the actual steering wheel angle, the steering wheel angle for driving assistance control, the attenuation coefficient for characterizing the attenuation of the actuator response ability, and the type of the human-machine co-driving coefficient interface opened by the actuator; wherein, the attenuation coefficient shows a downward trend within the extended time of the steering angle control enable.

[0009] Determining a steering angle request value according to the actual steering wheel angle, the steering wheel angle for driving assistance control and the attenuation coefficient, and determining a parameter value for controlling the response ability of the actuator according to the type of the human-machine co-driving coefficient interface and the attenuation coefficient;

[0010] Sending the steering angle request value and the parameter value for controlling the response ability of the actuator to the actuator, so that the actuator performs lateral control on the vehicle.

[0011] Exemplarily, after detecting the exit of the lateral function and before sending an extended time for enabling the steering angle control to the actuator, it further includes:

[0012] Obtaining a parameter for characterizing the exit of the lateral function caused by non-driver intervention; wherein, the parameter for characterizing the exit of the lateral function caused by non-driver intervention includes at least one or more of lane curvature, driver hand torque, and the integrated cruise assist state machine.

[0013] When it is detected that the parameter for characterizing the exit of the lateral function caused by non-driver intervention meets the preset requirements, send an extended time for enabling the steering angle control to the actuator;

[0014] Otherwise, end.

[0015] Exemplarily, the parameter for characterizing the exit of the lateral function caused by non-driver intervention includes a lane curvature parameter, a driver hand torque parameter, and an integrated cruise assist state machine parameter;

[0016] The preset requirement satisfied by the lane curvature parameter is that the lane curvature is greater than a preset curvature value;

[0017] The preset requirement satisfied by the driver hand torque parameter is that the driver hand torque value is less than a preset torque value;

[0018] The integrated cruise assist state machine parameter is that the state value of the integrated cruise assist state machine is not equal to a preset state value.

[0019] Exemplarily, obtaining the value of the attenuation coefficient for characterizing the attenuation of the actuator response ability includes:

[0020] Obtaining a preset time interval and an initial value of the attenuation coefficient; wherein, the time interval is obtained by dividing the extended time for enabling the steering angle control.

[0021] Filter the attenuation coefficient according to the time interval and the initial value of the attenuation coefficient;

[0022] Determine the value of the attenuation coefficient corresponding to each moment within the extended time for enabling the steering angle control according to the result of the filtering process.

[0023] Exemplarily, before determining the steering angle request value according to the actual steering wheel angle, the steering wheel angle for driving assistance control, and the attenuation coefficient, it further includes:

[0024] Obtain each moment divided by the time interval;

[0025] Obtain the actual steering wheel angle at the current moment and the value of the attenuation coefficient at the current moment;

[0026] Determining the steering angle request value based on the actual steering wheel angle, the steering wheel angle for driving assistance control, and the attenuation coefficient includes:

[0027] Obtaining the difference obtained by subtracting the value of the attenuation coefficient at the current moment from 1;

[0028] Obtaining the first product result obtained by multiplying the actual steering wheel angle at the current moment by the difference;

[0029] Obtaining the second product result obtained by multiplying the steering wheel angle for driving assistance control by the value of the attenuation coefficient at the current moment;

[0030] Determining the steering angle request value at the current moment based on the first product result and the second product result.

[0031] Exemplarily, determining the parameter value for controlling the response ability of the actuator based on the type of the human-machine co-driving coefficient interface and the attenuation coefficient includes:

[0032] When it is detected that the type of the human-machine co-driving coefficient interface is a torque interface, determining that the parameter for controlling the response ability of the actuator is a torque parameter; determining the torque value at the current moment according to the result of multiplying the value of the attenuation coefficient at the current moment by a preset torque value;

[0033] When it is detected that the type of the human-machine co-driving coefficient interface is a current interface, determining that the parameter for controlling the response ability of the actuator is a current parameter; determining the current value at the current moment according to the result of multiplying the value of the attenuation coefficient at the current moment by a preset current value.

[0034] Exemplarily, sending the steering angle request value and the parameter value for controlling the response ability of the actuator to the actuator so that the actuator performs lateral control on the vehicle includes:

[0035] Sending the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment to the actuator so that the actuator performs lateral control according to the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment;

[0036] Taking the next moment of the current moment as the new current moment;

[0037] Starting from sending the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment to the actuator, when the time interval has passed, continue to send the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment until the time for extending the steering angle control enablement is reached, and then stop sending.

[0038] To solve the above technical problems, the present invention further provides a vehicle lateral control device, including:

[0039] A first sending module, configured to send an extended time of steering angle control enabling to an actuator when detecting the exit of the lateral function;

[0040] An acquisition module, configured to acquire an actual steering wheel angle, a steering wheel angle for driving assistance control, a damping coefficient for characterizing the response ability attenuation of the actuator, and a type of the human-machine co-driving coefficient interface opened by the actuator; wherein, the damping coefficient shows a downward trend during the extended time of steering angle control enabling;

[0041] A determination module, configured to determine a steering angle request value according to the actual steering wheel angle, the steering wheel angle for driving assistance control, and the damping coefficient, and determine a parameter value for controlling the response ability of the actuator according to the type of the human-machine co-driving coefficient interface and the damping coefficient;

[0042] A second sending module, configured to send the steering angle request value and the parameter value for controlling the response ability of the actuator to the actuator, so that the actuator performs lateral control on the vehicle.

[0043] To solve the above technical problems, the present invention further provides a vehicle, including:

[0044] A memory, configured to store a computer program;

[0045] A processor, configured to implement the steps of the above vehicle lateral control method when executing the computer program.

[0046] To solve the above technical problems, the present invention further provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above vehicle lateral control method are implemented.

[0047] In the vehicle lateral control method provided by the present invention, first, after the lateral function exits, since the steering angle control enable time is extended and sent to the actuator, further interaction with the actuator can be carried out for lateral control. That is, instead of directly ending the lateral control, the steering system will not quickly return to the straight-ahead position, so it will not bring a relatively strong reverse feedback to the driver, thus improving the driver's experience. Second, the actuator performs lateral control according to the received steering angle request value and the parameter value for controlling the response ability of the actuator. Since the steering angle request value is determined by the steering wheel angle (the actual steering wheel angle and the steering wheel angle for driving assistance control) and the attenuation coefficient, and the parameter value for controlling the response ability of the actuator is determined by the type of the human-machine co-driving coefficient interface and the attenuation coefficient, and since the attenuation coefficient shows a downward trend during the extended steering angle control enable time, the slow reduction of the steering angle request value and the slow attenuation of the response ability of the actuator can be achieved. The actuator realizes the slow retreat of the lateral control function from two aspects: the steering angle and the parameter for controlling the response ability of the actuator, and the feel of the steering wheel can become gentle, making it easy for the driver to take over. Even if the driver does not take over, the steering can slowly return to the straight-ahead position. If the driver's hand happens to be on the steering wheel, it will not bring a relatively strong reverse feedback to the driver, thus improving the driver's experience.

[0048] In addition, the present invention also provides a vehicle lateral control device, a vehicle, and a computer-readable storage medium, which have the same or corresponding technical features as the vehicle lateral control method mentioned above, and the effects are the same. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the embodiments of the present invention, the drawings required for the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0050] Figure 1 It is a flowchart of a vehicle lateral control method provided by an embodiment of the present invention;

[0051] Figure 2 It is a change curve graph of the attenuation coefficient at different times provided by an embodiment of the present invention;

[0052] Figure 3 It is a flowchart of a lateral function slow retreat method provided by an embodiment of the present invention;

[0053] Figure 4 It is a structure diagram of a vehicle provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0054] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the protection scope of the present invention.

[0055] The core of the present invention is to provide a vehicle lateral control method, device, vehicle and medium to solve the technical problem that the lateral control function directly exits, resulting in a decline in the driver's experience.

[0056] In order to enable those skilled in the art of the present technology to better understand the solutions of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Figure 1 The flowchart of a vehicle lateral control method provided by an embodiment of the present invention is as Figure 1 shown. The method includes:

[0057] S10: When it is detected that the lateral function exits, send the extended time of the steering angle control enable to the actuator;

[0058] S11: Obtain the actual steering wheel angle, the steering wheel angle for driving assistance control, the attenuation coefficient for characterizing the attenuation of the actuator response ability, and the type of the human-machine co-driving coefficient interface opened by the actuator; wherein, the attenuation coefficient shows a downward trend within the extended time of the steering angle control enable.

[0059] S12: Determine the steering angle request value according to the actual steering wheel angle, the steering wheel angle for driving assistance control, and the attenuation coefficient, and determine the parameter value for controlling the response ability of the actuator according to the type of the human-machine co-driving coefficient interface and the attenuation coefficient;

[0060] S13: Send the steering angle request value and the parameter value for controlling the response ability of the actuator to the actuator, so that the actuator performs lateral control on the vehicle.

[0061] For steering, the actuator is, for example, Electric Power Steering (EPS). The interfaces it opens to the ADAS system usually include: 1. Steering angle request value interface; 2. Steering angle control enable interface; 3. Human-machine co-driving coefficient interface. Among them, the human-machine co-driving coefficient interface has the following characteristics. When the maximum value is sent, EPS fully responds to the input of the ADAS system and basically does not provide assistance for the input of the driver's hand force; it is manifested as a very hard steering wheel feel, without assistance, and it is very difficult for people to turn (that is, it is completely controlled by the ADAS system); when the minimum value is sent, EPS fully supports the driver's hand force, provides steering assistance to the driver, and basically does not respond to the input of the ADAS system; it is manifested as a lighter steering wheel, with assistance, and it is very easy for people to turn.

[0062] It should be noted that the lateral control of the present invention refers to the situation where, under non-driver intervention conditions, the lateral function of the Advanced Driver Assistance Systems (ADAS) exits due to system reasons. System reasons such as: unclear lane lines, changes in high-precision maps, or inaccurate positioning due to network anomalies.

[0063] In order to determine that the lateral function exit is not caused by driver intervention, in implementation, after detecting the lateral function exit and before sending an extended time of the steering angle control enable to the actuator, it further includes:

[0064] Obtain parameters used to characterize the lateral function exit caused by non-driver intervention; among them, the parameters used to characterize the lateral function exit caused by non-driver intervention at least include one or more of lane curvature, driver hand torque, and Integrated Cruise Assist (ICA);

[0065] When it is detected that the parameters used to characterize the lateral function exit caused by non-driver intervention meet the preset requirements, send an extended time of the steering angle control enable to the actuator;

[0066] Otherwise, end.

[0067] The preset requirements satisfied by the parameters used to characterize the lateral function exit caused by non-driver intervention are determined by the specific parameter types.

[0068] When it is determined that the lateral function slowdown is caused by non-driver intervention, in order to improve the accuracy of the determination result, the parameters used to characterize the lateral function exit caused by non-driver intervention include lane curvature parameters, driver hand torque parameters, and integrated cruise assist state machine parameters;

[0069] The preset requirement satisfied by the lane curvature parameter is that the lane curvature is greater than the preset curvature value;

[0070] The preset requirements satisfied by the driver's hand torque parameter are that the driver's hand torque value is less than the preset torque value;

[0071] The parameter of the integrated cruise assist state machine is that the state value of the integrated cruise assist state machine is not equal to the preset state value.

[0072] There are no restrictions on the preset curvature value, preset torque value, and preset state value. For example, the preset curvature value is 0.001 (unit: 1 / m); the preset torque value is 2 Nm; the preset state value is 5.

[0073] When it is determined that the lateral function exit is not caused by the driver's intervention, the preset slow retreat flag bit can be set. When the slow retreat flag bit is set, it indicates that the current is in the lateral slow retreat process; when the slow retreat flag bit is not set, it indicates that the current is not in the lateral slow retreat process. Then, send an extended time for the steering angle control enable to the actuator. There is no restriction on the extended time for the steering angle control enable. For example, the delay is 2 s.

[0074] In order to achieve a slow decrease in the response capabilities of the steering wheel angle and the actuator and realize the lateral function slow retreat, a decay coefficient for characterizing the decay of the actuator response capability is set. Obtaining the value of the decay coefficient for characterizing the decay of the actuator response capability includes:

[0075] Obtain the preset time interval and the initial value of the decay coefficient; among them, the time interval is obtained by dividing the extended time for the steering angle control enable;

[0076] Perform filtering processing on the decay coefficient according to the time interval and the initial value of the decay coefficient;

[0077] Determine the values of the decay coefficient corresponding to each moment within the extended time for the steering angle control enable according to the result of the filtering processing.

[0078] There is no restriction on the time interval. For example, it is 0.02 s. The initial value of the decay coefficient is, for example, 1. When performing the filtering processing, the values of the decay coefficient at each moment are output through a first-order low-pass filter. The formula of the first-order low-pass filter is as follows:

[0079] ;

[0080] Among them, represents the value of the decay coefficient at the current moment, represents the time constant, represents the time interval, represents the value of the decay coefficient at the next moment of the current moment.

[0081] Figure 2A change curve graph of attenuation coefficients at different times provided by an embodiment of the present invention. As Figure 2 shown, the abscissa represents time, and the ordinate represents the attenuation coefficient. The attenuation coefficient has the characteristic of slowly transitioning from 1 to 0.3. It should be noted that in practice, the value of the attenuation coefficient can also be gradually decreased according to a preset step size. Figure 2 The dashed line in

[0082] represents that the attenuation coefficient remains 1 within 2 s; the curve represents the characteristic that the attenuation coefficient decays slowly within 2 s.

[0083] After determining the attenuation coefficient, it is also necessary to obtain the actual steering wheel angle and the steering wheel angle for driving assistance control to determine the steering angle request value. The actual steering wheel angle is the actual angle of the steering wheel collected by the sensor. The steering wheel angle for driving assistance control is the steering wheel angle calculated by ADAS.

[0084] Obtain each moment divided by the time interval;

[0085] Obtain the actual steering wheel angle at the current moment and the value of the attenuation coefficient at the current moment.

[0086] Determining the steering angle request value according to the actual steering wheel angle, the steering wheel angle for driving assistance control, and the attenuation coefficient includes:

[0087] Obtain the difference obtained by subtracting the value of the attenuation coefficient at the current moment from 1;

[0088] Obtain the first product result obtained by multiplying the actual steering wheel angle at the current moment by the difference;

[0089] Obtain the second product result obtained by multiplying the steering wheel angle for driving assistance control by the value of the attenuation coefficient at the current moment;

[0090] Determine the steering angle request value at the current moment according to the first product result and the second product result.

[0091] Divide the extended time of 2 s for the steering angle control enable, and each time interval is 0.02 s. Each moment divided by the time interval is the 0th s, the 0.02 s, the 0.04 s,..., up to the 2nd s.

[0092] The calculation formula for the steering angle request value at the current moment is:

[0093] ;

[0094] Among them, the ADAS calculated value is the calculated angle of the last frame before the slow retreat flag is set. When the slow retreat flag is set, it is a fixed value.

[0095] Assuming that the actuator has a completely accurate response ability, then the current steering wheel angle = the requested value = the ADAS calculated value (the fixed value of the last frame), that is, the steering wheel can turn to the angle requested by ADAS. Then when the slow retreat flag is set, the above formula becomes:

[0096] ;

[0097] After simplification, it can be obtained:

[0098] ;

[0099] It can be seen that if the EPS has an accurate execution ability, then when the slow retreat flag is set, the steering wheel will be fixed at a steering angle. It becomes independent of the attenuation coefficient.

[0100] For scenarios where the lane lines are not clear, the high-precision map changes, or the network is abnormally located inaccurately, if the lateral control function is not directly exited but the current angle continues to be controlled, due to the lack of closed-loop control of the environmental input, there will be a feeling of vehicle out of control that does not match the current scenario. For the steering wheel, it will be fixed at a steering angle. In the present invention, the response ability of the controller is further attenuated by the attenuation coefficient. If the actuator attenuates the ADAS execution ability, then the corner request value will follow the mechanical performance of the vehicle and return to the straight position.

[0101] The calculation process of the steering angle request value is described above. Further, in the present invention, the response ability of the actuator is also continuously controlled according to the type of the human-machine co-driving coefficient interface and the attenuation coefficient. The types of the human-machine co-driving coefficient interface include a coefficient (0-1) interface, a torque interface, or a current interface. The parameter values for controlling the response ability of the actuator determined according to the type of the human-machine co-driving coefficient interface and the attenuation coefficient include:

[0102] When it is detected that the type of the human-machine co-driving coefficient interface is a torque interface, the parameter for controlling the response ability of the actuator is determined to be a torque parameter; the torque value at the current moment is determined according to the result of multiplying the value of the attenuation coefficient at the current moment by the preset torque value;

[0103] When it is detected that the type of the human-machine co-driving coefficient interface is a current interface, the parameter for controlling the response ability of the actuator is determined to be a current parameter; the current value at the current moment is determined according to the result of multiplying the value of the attenuation coefficient at the current moment by the preset current value.

[0104] The preset torque value is not limited and can be the maximum torque value; the preset current value is not limited, such as the maximum current value.

[0105] After determining the steering angle request value and the parameter value for controlling the response ability of the actuator, send the steering angle request value and the parameter value for controlling the response ability of the actuator to the actuator, so that the actuator can perform lateral control on the vehicle.

[0106] Specifically, sending the steering angle request value and the parameter value for controlling the response ability of the actuator to the actuator so that the actuator can perform lateral control on the vehicle includes:

[0107] Send the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment to the actuator, so that the actuator can perform lateral control according to the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment;

[0108] Take the next moment of the current moment as the new current moment;

[0109] Starting from sending the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment to the actuator, when the time interval has passed, continue to send the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment to the actuator until the time for extending the steering angle control enablement is reached, and then stop sending.

[0110] In the vehicle lateral control method provided by the embodiments of the present invention, first, after the lateral function exits, since the steering angle control enable time is extended and sent to the actuator, further interaction with the actuator can be performed for lateral control. That is, instead of directly ending the lateral control, the steering system will not quickly return to the straight-ahead position, so it will not bring a relatively strong reverse feedback to the driver, thereby improving the driver's experience. Second, the actuator performs lateral control according to the received steering angle request value and the parameter value for controlling the response ability of the actuator. Since the steering angle request value is determined by the steering wheel angle (the actual steering wheel angle and the steering wheel angle for driving assistance control) and the attenuation coefficient, and the parameter value for controlling the response ability of the actuator is determined by the type of the human-machine co-driving coefficient interface and the attenuation coefficient, and since the attenuation coefficient shows a downward trend during the extended steering angle control enable time, the slow reduction of the steering angle request value and the slow attenuation of the response ability of the actuator can be achieved. The actuator realizes the slow retreat of the lateral control function from two aspects: the steering angle and the parameter for controlling the response ability of the actuator. The feel of the steering wheel can also become gentle, and the driver can easily take over. Even if the driver does not take over, the steering can slowly return to the straight-ahead position. If the driver's hand happens to be on the steering wheel, it will not bring a relatively strong reverse feedback to the driver, thereby improving the driver's experience.

[0111] To enable those skilled in the art to better understand the above method for slow retreat of the lateral function, the following will continue to illustrate the above method with specific embodiments and drawings. Figure 3 It is a flowchart of a method for slow retreat of the lateral function provided by the embodiments of the present invention, as Figure 3 shown, the method includes:

[0112] S14: Detect that the ICA function exits;

[0113] S15: Determine whether the environmental model lane curvature, the driver's hand torque, and the state value of the ICA state machine meet the preset requirements; if not, go to step S16; if so, go to step S17;

[0114] S16: Set the slow retreat flag to 0; return to step S15;

[0115] S17: Set the slow retreat flag to 1;

[0116] S18: Perform slow retreat control.

[0117] Specifically, step S18 includes:

[0118] Change the steering angle control enable from 1 to 0 and delay for 2 s;

[0119] Obtain the attenuation coefficient Factor = filterPT1(1, 0.3); the requested value of the steering angle SAC_Ag_AdsWhlAgReq = (1 - Factor) * the current steering wheel angle + Factor * the ADAS calculated value;

[0120] Request the EPS actuator to attenuate the ADAS execution ability and amplify the basic assistance to the driver.

[0121] In the method provided by the present invention, the assistance characteristics of the actuator are utilized to provide a method for lateral function fade-out. When the ADAS lateral function exits, it is judged whether the vehicle is in a curve according to the curvature of the lane in the environmental model at the previous moment, whether the driver is taking over the vehicle according to the driver's hand torque, and whether the exit of the system is caused by human active intervention or system environment according to the state machine of ICA. After determining that the lateral function exit is caused by the system environment, the actuator is used to realize the lateral function fade-out.

[0122] Specifically, using the actuator to realize the lateral function fade-out includes the following steps:

[0123] 1. If the exit is caused by the system environment, that is, non-driver intervention and the vehicle is in a curve, then enter the function fade-out logic and set the fade-out flag bit.

[0124] 2. When the fade-out flag bit is recognized, extend the control enable signal for 2s to enable.

[0125] 3. Set the attenuation coefficient, with an initial value of 1. After the fade-out flag bit is set, the attenuation coefficient becomes 0.3 and is output after first-order low-pass filtering. As Figure 2 shown, the attenuation coefficient has the characteristic of slowly transitioning from 1 to 0.3.

[0126] 4. After the fade-out flag bit is set, send the attenuation coefficient of the human-machine co-driving to the actuator. The purpose is to achieve the following effects: attenuate the execution ability of the EPS to the ADAS system and at the same time enhance the assistance of the EPS to the human hand.

[0127] 5. Calculate the requested value of the steering angle and the parameter value for controlling the response ability of the actuator.

[0128] 6. Send the requested value of the steering angle and the parameter value for controlling the response ability of the actuator to the actuator so that the actuator can perform lateral control on the vehicle.

[0129] When the slow - retreat flag is set, the ADAS system requires the actuator to attenuate its execution ability. Then, the steering wheel cannot be fully rotated to a fixed value. Instead, due to the vehicle's own mechanical structure and the basic power assist of the EPS, it will gradually and slowly return to the middle position. Then, the steering angle request value will also slowly (according to the calculation formula of the steering angle request value) follow and return to the middle position. During this process, because the EPS is required to attenuate its execution ability for the ADAS, the performance of the steering wheel feel will be closer to its own basic power assist, that is, closer to the power assist performance of human driving. Therefore, it also has the effect of human - machine co - driving. In this way, different vehicle models can gradually approach the basic steering assist of the EPS during this slow - retreat period, achieving a natural transition.

[0130] The lateral function slow - retreat makes the system more reliable and stable. It is easier for the driver to take over the steering wheel, and the power assist of steering slowly and naturally transitions from system driving to the power assist performance during human driving. In addition, the transition performance depends on the response performance of the EPS. If the actuator performance does not attenuate during the slow - retreat period, the steering wheel will be fixed at an angle. If the actuator performance attenuates, the steering wheel will return to the straight position naturally. In summary, in the case of non - driver intervention, when the ADAS function exits, the feel of the steering wheel can become lighter, and the driver can easily take over. Even if not taken over, the steering can slowly return to the straight position, improving the user's driving experience.

[0131] In the above - mentioned embodiments, the vehicle lateral control method has been described in detail. The present invention also provides a vehicle lateral control device and corresponding embodiments of the vehicle. It should be noted that the present invention describes the embodiments of the device part from two perspectives, one is from the perspective of functional modules, and the other is from the perspective of hardware.

[0132] The structural diagram of the vehicle lateral control device provided by the embodiments of the present invention. This embodiment is based on the perspective of functional modules and includes:

[0133] The first sending module is used to send the extended time of the steering angle control enable to the actuator when it detects the exit of the lateral function;

[0134] The acquisition module is used to acquire the actual steering wheel angle, the steering wheel angle for driving assistance control, the attenuation coefficient used to characterize the attenuation of the actuator response ability, and the type of the human - machine co - driving coefficient interface opened by the actuator; among them, the attenuation coefficient shows a downward trend during the extended time of the steering angle control enable.

[0135] The determination module is used to determine the steering angle request value according to the actual steering wheel angle, the steering wheel angle for driving assistance control, and the attenuation coefficient, and determine the parameter value used to control the response ability of the actuator according to the type of the human - machine co - driving coefficient interface and the attenuation coefficient.

[0136] A second sending module, configured to send a steering angle request value and a parameter value for controlling the response capability of an actuator to the actuator, so that the actuator performs lateral control on the vehicle.

[0137] Since the embodiments of the device part correspond to those of the method part, please refer to the description of the embodiments of the method part for the embodiments of the device part, which will not be elaborated here.

[0138] Figure 4 The structural diagram of the vehicle provided by the embodiment of the present invention. This embodiment is based on the hardware perspective, such as Figure 4 As shown, the vehicle includes:

[0139] A memory 20, configured to store a computer program;

[0140] A processor 21, configured to implement the steps of the vehicle lateral control method as mentioned in the above embodiments when executing the computer program.

[0141] Wherein, the processor 21 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 21 may be implemented in at least one hardware form of a digital signal processor (DSP), a field-programmable gate array (FPGA), and a programmable logic array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the wake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 21 may be integrated with a graphics processing unit (GPU), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 21 may further include an artificial intelligence (AI) processor, and the AI processor is used to process computational operations related to machine learning.

[0142] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices and flash storage devices. In this embodiment, the memory 20 is at least used to store the following computer program 201. After the computer program is loaded and executed by the processor 21, it can implement the relevant steps of the vehicle lateral control method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, etc., and the storage method may be transient storage or permanent storage. Among them, the operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include, but is not limited to, the data involved in the vehicle lateral control method mentioned above.

[0143] In some embodiments, the vehicle may further include a display screen 22, an input / output interface 23, a communication interface 24, a power supply 25, and a communication bus 26.

[0144] Those skilled in the art can understand that Figure 4 the structure shown in

[0145] does not constitute a limitation on the vehicle, and may include more or fewer components than shown in the figure. The vehicle provided by the embodiment of the present invention includes a memory and a processor. When the processor executes the program stored in the memory, it can implement the following method: the vehicle lateral control method, with the same effect.

[0146] Finally, the present invention also provides an embodiment corresponding to a computer-readable storage medium. A computer program is stored on the computer-readable storage medium, and when the computer program is executed by the processor, it implements the steps recorded in the above method embodiments.

[0147] It can be understood that if the method in the above embodiments is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods described in various embodiments of the present invention. The foregoing storage medium includes: USB flash drives, mobile hard disks, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical discs and other media that can store program codes.

[0148] The computer-readable storage medium provided by the present invention includes the vehicle lateral control method mentioned above, with the same effect.

[0149] The above has introduced in detail a vehicle lateral control method, device, vehicle and medium provided by the present invention. The various embodiments in the specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the various embodiments, reference can be made to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple. For the relevant parts, reference can be made to the description in the method part. It should be noted that for those of ordinary skill in the art in the technical field of the present invention, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

[0150] It should also be noted that in this specification, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including an..." does not exclude the existence of another identical element in the process, method, article or device including the said element.

Claims

1. A vehicle lateral control method, characterized in that, Including: When a lateral function exit is detected, send an extended time for enabling the steering angle control to the actuator; Obtain the actual steering wheel angle, the steering wheel angle for driving assistance control, the attenuation coefficient for characterizing the attenuation of the actuator response ability, and the type of the human-machine co-driving coefficient interface opened by the actuator; wherein, the attenuation coefficient shows a downward trend during the extended time of enabling the steering angle control; Determine the steering angle request value according to the actual steering wheel angle, the steering wheel angle for driving assistance control, and the attenuation coefficient, and determine the parameter value for controlling the response ability of the actuator according to the type of the human-machine co-driving coefficient interface and the attenuation coefficient; Send the steering angle request value and the parameter value for controlling the response ability of the actuator to the actuator so that the actuator performs lateral control on the vehicle.

2. The vehicle lateral control method according to claim 1, characterized in that After detecting the exit of the lateral function and before sending the extended time for enabling the steering angle control to the actuator, it further includes: Obtain the parameter for characterizing the exit of the lateral function caused by non-driver intervention; wherein, the parameter for characterizing the exit of the lateral function caused by non-driver intervention includes at least one or more of lane curvature, driver hand torque, and the integrated cruise assistance state machine; When it is detected that the parameter for characterizing the exit of the lateral function caused by non-driver intervention meets the preset requirements, send the extended time for enabling the steering angle control to the actuator; Otherwise, end.

3. The vehicle lateral control method according to claim 2, wherein, The parameter for characterizing the exit of the lateral function caused by non-driver intervention includes the lane curvature parameter, the driver hand torque parameter, and the integrated cruise assistance state machine parameter; The preset requirement satisfied by the lane curvature parameter is that the lane curvature is greater than the preset curvature value; The preset requirement satisfied by the driver hand torque parameter is that the driver hand torque value is less than the preset torque value; The integrated cruise assistance state machine parameter is that the state value of the integrated cruise assistance state machine is not equal to the preset state value.

4. The vehicle lateral control method according to claim 1, characterized in that Obtaining the value of the attenuation coefficient for characterizing the attenuation of the actuator response ability includes: Obtain the preset time interval and the initial value of the attenuation coefficient; wherein, the time interval is obtained by dividing the extended time of enabling the steering angle control; Perform filtering processing on the attenuation coefficient according to the time interval and the initial value of the attenuation coefficient; Determine the values of the attenuation coefficients corresponding to each moment during the extended time of enabling the steering angle control according to the result of the filtering processing.

5. The vehicle lateral control method according to claim 4, wherein Before determining the steering angle request value according to the actual steering wheel angle, the steering wheel angle for driving assistance control, and the attenuation coefficient, it further includes: Obtain each moment divided by the time interval; Obtain the actual steering wheel angle at the current moment and the value of the attenuation coefficient at the current moment; The determining the steering angle request value according to the actual steering wheel angle, the steering wheel angle for driving assistance control, and the attenuation coefficient includes: Obtain the difference obtained by subtracting the value of the attenuation coefficient at the current moment from 1; Obtain the first product result obtained by multiplying the actual steering wheel angle at the current moment by the difference; Obtain the second product result obtained by multiplying the steering wheel angle for driving assistance control by the value of the attenuation coefficient at the current moment; Determine the steering angle request value at the current moment according to the first product result and the second product result.

6. The vehicle lateral control method according to claim 5, characterized in that, The determining the parameter value for controlling the response ability of the actuator according to the type of the human-machine co-driving coefficient interface and the attenuation coefficient includes: When it is detected that the type of the human-machine co-driving coefficient interface is a torque interface, determining that the parameter for controlling the response ability of the actuator is a torque parameter; determining the torque value at the current moment according to the result of multiplying the value of the attenuation coefficient at the current moment by a preset torque value; When it is detected that the type of the human-machine co-driving coefficient interface is a current interface, determining that the parameter for controlling the response ability of the actuator is a current parameter; determining the current value at the current moment according to the result of multiplying the value of the attenuation coefficient at the current moment by a preset current value.

7. The vehicle lateral control method according to claim 6, wherein The sending the steering angle request value and the parameter value for controlling the response ability of the actuator to the actuator so that the actuator performs lateral control on the vehicle includes: Sending the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment to the actuator so that the actuator performs lateral control according to the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment; Taking the next moment of the current moment as the new current moment; Starting from the sending of the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment to the actuator, when the time interval has elapsed, continue to send the steering angle request value at the current moment and the parameter value for controlling the response ability of the actuator at the current moment until the time for extending the steering angle control enabling is reached, and then stop sending.

8. A vehicle lateral control device, characterized in that, Includes: A first sending module, configured to send the time for extending the steering angle control enabling to the actuator when it is detected that the lateral function exits; An acquisition module, configured to acquire the actual steering wheel angle, the steering wheel angle for driving assistance control, the attenuation coefficient for characterizing the attenuation of the actuator response ability, and the type of the human-machine co-driving coefficient interface opened by the actuator; wherein, the attenuation coefficient shows a downward trend during the time for extending the steering angle control enabling; A determination module, configured to determine the steering angle request value according to the actual steering wheel angle, the steering wheel angle for driving assistance control, and the attenuation coefficient, and determine the parameter value for controlling the response ability of the actuator according to the type of the human-machine co-driving coefficient interface and the attenuation coefficient; A second sending module, configured to send the steering angle request value and the parameter value for controlling the response ability of the actuator to the actuator so that the actuator performs lateral control on the vehicle.

9. A vehicle, characterized in that, Includes: A memory, configured to store a computer program; A processor, configured to implement the steps of the vehicle lateral control method according to any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that, A computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the vehicle lateral control method according to any one of claims 1 to 7 are implemented.

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