LKA man-machine co-driving control method and system of EPS system, medium and electronic equipment

Abstract

The invention provides an LKA man-machine co-driving control method and system of an EPS system, a medium and electronic equipment. The method comprises the steps that a steering wheel torque signal and a vehicle speed signal are obtained; key control parameters are obtained based on vehicle speed signal table look-up; calculating a scale factor of man-machine control right distribution based on the steering wheel torque signal and the key control parameters; a torque limit value is obtained through table look-up based on the vehicle speed signal, the torque limit value is compared with the original output torque to output LKA target torque, and the LKA target torque is related to a scale factor; and performing threshold judgment on the steering wheel torque signal to obtain the duration of a threshold exceeding state, triggering an exit mechanism based on the duration, and reducing the LKA target torque to zero by adopting a preset function. According to the method, the naturalness of man-machine interaction, the accuracy of judgment, the redundancy of system safety and the smoothness of an exit process are realized, and the collaborative experience and safety guarantee of the driver and the intelligent auxiliary system under all working conditions are remarkably improved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle control technology, and in particular relates to an LKA human-machine co-driving control method, system, medium and electronic equipment for EPS systems. Background Technology

[0002] EPS (Electric Power Steering) is an electronic control system that replaces traditional hydraulic power steering. LKA (Lane Keeping Assist) is an advanced driver assistance system, part of intelligent driving. However, the control precision and naturalness of interaction remain technical bottlenecks in achieving human-machine cooperative steering with LKA. Existing technologies still have significant limitations in systematically addressing core challenges such as parameter adaptation, signal interference resistance, torque safety limiting, and intelligent disengagement. These limitations include the following issues:

[0003] 1. Fixed parameters and poor adaptability. In particular, the torque threshold for judging driver intervention is mostly a fixed value or a preset curve, which fails to establish a dynamic mapping relationship with real-time vehicle speed. This causes the system to be unable to automatically adjust its sensitivity in low-speed and high-speed scenarios, affecting the consistency of the experience.

[0004] 2. Signal interference can lead to misjudgment. Existing solutions mostly focus on back-end torque fusion, failing to filter out the reaction torque generated by the LKA system's own motor operation at the source. This can easily lead to misjudging the LKA system's own intervention as driver operation, resulting in unexpected steering.

[0005] 3. The safety limiting mechanism is simple. In the existing scheme, the LKA output torque limit lacks direct and real-time binding with the vehicle speed, which may cause the vehicle to still output the same amount of corrective torque at high speed as at low speed, resulting in a dangerous lateral pulling sensation.

[0006] 4. The exit mechanism is rigid. Existing solutions mostly rely on instantaneous torque exceeding the threshold for judgment, which is sensitive to short-term disturbances and is prone to false triggering. At the same time, it cannot accurately identify the driver's smooth and continuous takeover intention, resulting in untimely or abrupt exit. Summary of the Invention

[0007] In view of the shortcomings of the prior art described above, the purpose of this invention is to provide an LKA human-machine co-driving control method, system, medium and electronic equipment for EPS systems, which addresses the problems of existing LKA technology in terms of poor adaptability to parameter fixation, easy misjudgment of signal interference, insufficient safety limiting mechanism and rigid exit mechanism.

[0008] In a first aspect, the present invention provides an LKA (Large-Scale Autopilot) human-machine co-driving control method for an EPS (Electric Power Supplier) system, the method comprising:

[0009] Acquire target signals, wherein the target signals include steering wheel torque signals and vehicle speed signals;

[0010] Key control parameters are obtained by looking up the table based on the vehicle speed signal. The key control parameters include dynamic dead zone threshold and dynamic driver threshold.

[0011] Calculate the proportional factor for human-machine control allocation based on the steering wheel torque signal and the key control parameters;

[0012] The torque limit is obtained by looking up the table based on the vehicle speed signal and compared with the original output torque to output the LKA target torque, wherein the LKA target torque is related to the scaling factor;

[0013] The steering wheel torque signal is subjected to threshold judgment to obtain the duration of the over-threshold state. Based on the duration, an exit mechanism is triggered, and a preset function is used to reduce the LKA target torque to zero.

[0014] In some embodiments of the first aspect of the present invention, the method further includes performing low-pass filtering on the steering wheel torque signal to obtain a net hand force value, wherein a first-order low-pass filter with a preset cutoff frequency is specifically used for filtering.

[0015] In some embodiments of the first aspect of the present invention, the step of calculating the proportional factor for the allocation of human-machine control rights based on the steering wheel torque signal and the key control parameters specifically includes:

[0016] The formula for calculating the scaling factor is as follows:

[0017] ;

[0018] in, This represents the scaling factor. This represents the dynamic dead zone threshold. This indicates the dynamic driver-vehicle threshold. This indicates the clean hand strength value.

[0019] In some embodiments of the first aspect of the present invention, the step of obtaining the torque limit value based on the vehicle speed signal by looking up a table and comparing it with the original output torque to output the LKA target torque specifically includes:

[0020] Compare the original output torque with the torque limit value obtained from the table, wherein,

[0021] If the original output torque is less than or equal to the torque limit, the LKA target torque is calculated based on the original output torque and the scaling factor.

[0022] If the original output torque is greater than the torque limit, the LKA target torque is calculated based on the torque limit and the scaling factor.

[0023] In some embodiments of the first aspect of the present invention, the step of performing a threshold determination on the steering wheel torque signal to obtain the duration of the over-threshold state, triggering an exit mechanism based on the duration, and using a preset function to reduce the target LKA to zero specifically includes:

[0024] The steering wheel torque signal is compared with a preset hand force threshold, wherein...

[0025] When the torque corresponding to the steering wheel torque signal is greater than the hand force threshold, timing begins to obtain the duration of the over-threshold state;

[0026] The duration is compared with a preset time threshold, wherein,

[0027] When the duration exceeds the time threshold, an exit mechanism is triggered, and a preset function is used to reduce the target LKA to zero, wherein the preset function includes a ramp function.

[0028] In some embodiments of the first aspect of the present invention, acquiring the target signal specifically includes:

[0029] The vehicle speed signal is obtained from the vehicle controller via the vehicle CAN bus;

[0030] The steering wheel torque signal is obtained through the torque sensor of the EPS system.

[0031] To achieve the above and other related objectives, a second aspect of the present invention provides an LKA (Low-Lane Driver Assistance) control system for an EPS (Electric Power Scheme) system, the system comprising:

[0032] An acquisition module is used to acquire target signals, wherein the target signals include steering wheel torque signals and vehicle speed signals;

[0033] The lookup module is used to look up key control parameters based on the vehicle speed signal, including dynamic dead zone threshold and dynamic driver threshold.

[0034] The calculation module is used to calculate the proportional factor for the allocation of human-machine control rights based on the steering wheel torque signal and the key control parameters;

[0035] The output module is used to look up the torque limit value based on the vehicle speed signal, and compare it with the original output torque to output the target LKA torque, wherein the target LKA torque is related to the scaling factor;

[0036] The judgment module is used to perform threshold judgment on the steering wheel torque signal to obtain the duration of the over-threshold state, trigger the exit mechanism based on the duration, and use a preset function to reduce the target LKA to zero.

[0037] To achieve the above and other related objectives, a third aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the LKA human-machine co-driving control method of the EPS system described in any of the preceding claims.

[0038] To achieve the above and other related objectives, a fourth aspect of the present invention provides a computer program product comprising computer program code, wherein when the computer program code is run on a computer, the computer implements the LKA human-machine co-driving control method of the EPS system described in any of the preceding claims.

[0039] To achieve the above and other related objectives, a fifth aspect of the present invention provides an electronic device, including a memory, a processor, and a computer program stored in the memory; the processor executes the computer program to implement the LKA human-machine co-driving control method of the EPS system described in any of the preceding claims.

[0040] As described above, the LKA human-machine co-driving control method, system, medium, and electronic equipment of the EPS system of the present invention have the following beneficial effects:

[0041] 1. Improved the naturalness and adaptability of human-computer interaction. In particular, through the dynamic threshold of vehicle speed adaptation, the system is more "stable" at low speeds and more "sensitive" at high speeds, making it easier to take over and significantly reducing human-computer conflicts. At the same time, dynamic parameter adjustment can better adapt to complex and ever-changing scenarios such as urban areas and highways.

[0042] 2. It enhances the accuracy of judgment and the robustness of the system. The source anti-interference filtering fundamentally eliminates the system's misjudgment of its own actions, ensuring the accuracy and reliability of the driving control switching judgment.

[0043] 3. Significantly improved safety features include a speed-adaptive torque limiting mechanism that prevents the "steering wheel grabbing" danger caused by excessive torque output from the LKA system at high speeds; and an intelligent disengagement mechanism based on continuous hand force, combined with torque limiting, provides dual safety redundancy for the system, ensuring that the driver can reliably obtain maximum control when necessary.

[0044] 4. The exit mechanism has been optimized, making the exit judgment more intelligent (preventing false triggers and recognizing the true intent) and the exit process smoother (torque ramp decay), achieving a gentle and natural transfer of control. Attached Figure Description

[0045] Figure 1 The diagram shows a step-by-step illustration of the LKA human-machine co-driving control method of the EPS system of the present invention in one embodiment;

[0046] Figure 2 This diagram illustrates the target signal acquisition method of the LKA human-machine co-driving control method in the EPS system of the present invention in one embodiment.

[0047] Figure 3 The diagram shows a proportional factor calculation process in one embodiment of the LKA human-machine co-driving control method of the EPS system of the present invention.

[0048] Figure 4 The diagram shows a flowchart illustrating the output LKA target torque of the LKA co-driving control method of the EPS system of the present invention in one embodiment.

[0049] Figure 5 The diagram shows a flowchart of the exit mechanism of the LKA human-machine co-driving control method of the EPS system of the present invention in one embodiment.

[0050] Figure 6 The diagram shown is a structural schematic of the LKA human-machine co-driving control system of the EPS system of the present invention in one embodiment.

[0051] Figure 7 The diagram shown is a structural schematic of an embodiment of the electronic device of the present invention.

[0052] Component designation explanation

[0053] S102~S110 step 60 LKA human-machine co-driving control system of EPS system 61 Get Module 62 Table lookup module 63 Calculation module 64 Output module 65 Judgment Module 700 Electronic terminal 701 processor 702 memory 7021 operating system 7022 app 703 Network interface 704 bus system 705 User Interface Detailed Implementation

[0054] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0055] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0056] Furthermore, in this invention, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0057] Existing technologies fall short in adaptability, accuracy, safety, and intelligence when handling complex human-machine collaborative driving interactions, necessitating an integrated comprehensive solution. Therefore, this invention proposes an LKA (Lane Keeping Assist) human-machine collaborative driving control method, system, medium, and electronic equipment for an EPS (Electric Power Steering) system. Using the original steering wheel torque signal and vehicle speed signal as inputs, and through targeted anti-interference filtering and speed-adaptive threshold mapping processing, a key human-machine control allocation ratio factor is calculated in real time. This factor determines the torque output of the electric power steering system. This method is suitable for intelligent vehicles equipped with electric power steering systems and lane keeping assist functions, particularly in applications requiring frequent human-machine collaborative steering control, such as highway cruising and urban congestion-assisted driving. The technical solutions in the embodiments of this invention will be described in detail below with reference to the accompanying drawings.

[0058] like Figure 1 As shown, in one embodiment of the invention, the LKA human-machine co-driving control method of the EPS system of the present invention includes the following steps:

[0059] Step S102: Obtain the target signal, wherein the target signal includes a steering wheel torque signal and a vehicle speed signal;

[0060] Step S104: Based on the vehicle speed signal, look up the table to obtain key control parameters, including dynamic dead zone threshold and dynamic driver threshold.

[0061] Step S106: Calculate the proportional factor for human-machine control allocation based on the steering wheel torque signal and the key control parameters;

[0062] Step S108: Based on the vehicle speed signal, look up the table to obtain the torque limit value, and compare it with the original output torque to output the LKA target torque;

[0063] Step S110: Perform threshold judgment on the steering wheel torque signal to obtain the duration of the over-threshold state, trigger the exit mechanism based on the duration, and use a preset function to reduce the LKA target torque to zero.

[0064] It should be noted that, in this embodiment, the objectives of the present invention include:

[0065] (1) Parameter dynamic mapping: By establishing the mapping relationship between torque dead zone and activation threshold as the vehicle speed changes dynamically, the human-machine co-driving characteristics can be adaptively adjusted at different vehicle speeds.

[0066] (2) Precise signal preprocessing: a low-pass filtering algorithm designed specifically to suppress self-generated interference in the lane keeping assist system is adopted to fundamentally eliminate the system’s misjudgment of its own actions and ensure the accuracy and reliability of the driving authority switching judgment.

[0067] (3) Design a speed-adaptive LKA output torque limiting mechanism to intelligently limit the maximum torque according to the driving speed, so as to prevent the phenomenon of "grabbing the steering wheel" at high speed.

[0068] (4) Establish an intelligent exit mechanism based on continuous hand force detection, and accurately identify the driver’s intention to take over by monitoring the magnitude and duration of steering wheel torque.

[0069] Specifically, in this embodiment, the dynamic mapping of parameters requires obtaining the vehicle speed signal, wherein, for example... Figure 2 As shown, this is a schematic diagram of target signal acquisition. The vehicle speed signal is obtained from the vehicle controller via the vehicle CAN bus, and then the torque limit is obtained by looking up a table based on the vehicle speed signal. The target signal also includes a steering wheel torque signal, which is obtained through the torque sensor of the EPS system.

[0070] Furthermore, in this embodiment, the key control parameters include a dynamic dead zone threshold and a dynamic driver-controlled threshold, as shown in Table 1, which is a comparison table of vehicle speed and key control parameters. Accordingly, the dynamic dead zone threshold DZone indicates that when the absolute value of the filtered driver's hand torque is lower than this value, it is considered that the driver has no clear steering intention and full assisted control (i.e., motorized driving) is provided. The dynamic driver-controlled threshold REZone indicates that when the absolute value of the filtered driver's hand torque reaches or exceeds this value, the driver needs to intervene in the steering and the driver is in full control (i.e., driver-controlled driving). These two thresholds are dynamically adjusted with vehicle speed to achieve differentiated collaborative styles at different vehicle speeds. For example, in lower speed ranges (such as 0-60 km / h), a relatively large threshold can be set (such as DZone=1.0 Nm, REZone=4.0 Nm) to make the system more "stable"; in higher speed ranges (such as above 80 km / h), a relatively small threshold can be set (such as DZone=0.6 Nm, REZone=2.5 Nm) to make the system respond more "sensitively" to the driver's intentions and allow the driver to intervene more safely.

[0071] Table 1. Comparison Table of Vehicle Speed ​​and Key Control Parameters

[0072] Vehicle speed: km / h DZone: Nm REZone: Nm 0 1.0 4.0 10 1.0 4.0 20 1.0 4.0 30 0.9 3.2 40 0.9 3.2 50 0.8 2.8 60 0.8 2.8 70 0.6 2.5 80 0.6 2.5 90 0.6 2.5 100 0.6 2.5 110 0.6 2.5 120 0.6 2.5

[0073] Furthermore, in one embodiment of the invention, the method further includes performing low-pass filtering on the steering wheel torque signal to obtain a net hand force value, wherein a first-order low-pass filter with a preset cutoff frequency is specifically used for filtering.

[0074] It should be noted that, in this embodiment, as Figure 3 As shown, the diagram illustrates the scaling factor calculation process. To ensure the accuracy of human-machine interaction judgment, the original steering wheel torque signal needs to undergo targeted digital filtering. Specifically, a first-order low-pass filter with a specially calibrated cutoff frequency is used. Its core purpose is not only to eliminate high-frequency electrical noise, but more importantly, to filter out the transient torque interference generated by the mechanical coupling of the steering column when the LKA function itself drives the EPS motor for steering intervention. This ensures that the torque signal used in subsequent processing can stably reflect the driver's true intention. In application, the torque signal after the above anti-interference filtering process also needs to be standardized in terms of accuracy. Specifically, the torque value is rounded to one decimal place to eliminate the potential impact of small fluctuations on the LKA system's judgment and further improve decision stability.

[0075] Furthermore, in this embodiment, after obtaining the net hand strength value, a scaling factor is calculated, wherein the formula for calculating the scaling factor is as follows:

[0076] ;

[0077] in, This represents the scaling factor. This represents the dynamic dead zone threshold. This indicates the dynamic driver-vehicle threshold. This indicates the clean hand strength value.

[0078] It should be noted that, in this embodiment, the proportional factor directly determines the proportion of the motor torque in the final synthesized torque, realizing complete system-assisted control. From driver to full control ( The core innovation of this system lies in its targeted filtering using a first-order low-pass filter. This fundamentally prevents the LKA system from misinterpreting human-driven modes due to transient torque generated by its own actions, thus ensuring a smooth transition. The stability of the (i.e., driving) state, and the fact that the Dzone and REZone vary with vehicle speed rather than a fixed threshold ensures that the driver can intervene in the steering more safely.

[0079] Furthermore, in one embodiment of the invention, the step of obtaining the torque limit value based on the vehicle speed signal by looking up a table and comparing it with the original output torque to output the LKA target torque specifically includes:

[0080] Compare the original output torque with the torque limit value obtained from the table, wherein,

[0081] If the original output torque is less than or equal to the torque limit, the LKA target torque is calculated based on the original output torque and the scaling factor.

[0082] If the original output torque is greater than the torque limit, the LKA target torque is calculated based on the torque limit and the scaling factor.

[0083] It should be noted that, in this embodiment, the main innovation is to solve the problem of excessive output torque of the LKA system. By using a speed-adaptive torque limiting mechanism, the system is prevented from over-intervening at different vehicle speeds. As shown in Table 2, the mapping relationship between vehicle speed and torque limit T_limit is displayed. This mapping relationship was obtained through experimental calibration and comprehensively considers the vehicle stability requirements and the driver's force perception needs at different vehicle speeds. Specifically, a relatively lenient torque limit is set in the lower vehicle speed range, and a relatively strict torque limit is set in the higher vehicle speed range.

[0084] Table 2. Comparison of Vehicle Speed ​​and Torque Limits

[0085] Vehicle speed: km / h T_limit:Nm 0 3.0 10 3.0 20 2.4 30 2.4 40 2.0 50 2.0 60 1.6 70 1.6 80 1.0 90 1.0 100 1.0 110 0.5 120 0.5

[0086] Furthermore, in this embodiment, as Figure 4 The diagram shows a flowchart illustrating the output of the LKA target torque. It compares the original output torque from the vehicle's infotainment system with the torque limit obtained by looking up a table corresponding to the vehicle speed signal. This lookup process is performed once per control cycle to ensure the system can respond promptly to changes in vehicle speed. Specifically, if the original output torque is less than or equal to the torque limit, the LKA target torque is calculated based on the original output torque and the scaling factor; if the original output torque is greater than the torque limit, the LKA target torque is calculated based on the torque limit and the scaling factor.

[0087] Furthermore, in one embodiment of the invention, the step of performing a threshold judgment on the steering wheel torque signal to obtain the duration of the over-threshold state, triggering an exit mechanism based on the duration, and using a preset function to reduce the target LKA to zero specifically includes:

[0088] The steering wheel torque signal is compared with a preset hand force threshold, wherein...

[0089] When the torque corresponding to the steering wheel torque signal is greater than the hand force threshold, timing begins to obtain the duration of the over-threshold state;

[0090] The duration is compared with a preset time threshold, wherein,

[0091] When the duration exceeds the time threshold, an exit mechanism is triggered, and a preset function is used to reduce the target LKA to zero, wherein the preset function includes a ramp function.

[0092] It should be noted that, in this embodiment, during application, the intelligent judgment of system exit is achieved by monitoring the driver's continuous operating intentions. Specifically, as follows: Figure 5 The diagram shows the exit mechanism flowchart. It continuously monitors the steering wheel torque signal applied by the driver, with the monitoring frequency consistent with the control cycle to ensure timely detection of the driver's operational intentions. The system then compares the steering wheel torque signal with a preset hand force threshold. In one embodiment, this hand force threshold is, for example, "3 Nm." This value effectively identifies the driver's active operational intentions while avoiding false triggering due to road bumps or unintentional driver operation. When the torque corresponding to the steering wheel torque signal exceeds the hand force threshold, a timer starts counting to accurately record the duration of the over-threshold state.

[0093] Furthermore, in this embodiment, the duration is compared with a preset time threshold. In one embodiment, the preset time threshold is, for example, "300ms". This value ensures timely response to the driver's takeover intention and effectively avoids accidental exit caused by momentary interference. Specifically, when the duration is greater than the time threshold, it indicates that the driver has a clear takeover intention. At this time, the exit mechanism is triggered, and a preset function is used to reduce the target LKA to zero. The preset function includes a ramp function to ensure a smooth transition of control. The ramp function is a linear decreasing function or a non-linear smoothing function, used to reduce the LKA output torque from the current value to zero within a preset exit time. At the same time, the system status change is displayed on the instrument panel to provide the driver with clear system status feedback.

[0094] The protection scope of the LKA human-machine co-driving control method of the EPS system described in this embodiment is not limited to the execution order of the steps listed in this embodiment. Any solution implemented by adding, subtracting, or replacing steps in the prior art based on the principle of this invention is included within the protection scope of this invention.

[0095] This invention also provides an LKA human-machine co-driving control system for an EPS system. The LKA human-machine co-driving control system of the EPS system can implement the LKA human-machine co-driving control method of the EPS system described in this invention. However, the implementation device of the LKA human-machine co-driving control method of the EPS system described in this invention includes, but is not limited to, the structure of the LKA human-machine co-driving control system of the EPS system listed in this embodiment. All structural modifications and substitutions of the prior art made according to the principles of this invention are included within the protection scope of this invention.

[0096] Please see Figure 6 In one embodiment, this embodiment provides an LKA (Learning-Know-Machine) co-driving control system 60 for an EPS (Electric Power Scheme) system, the system comprising:

[0097] Acquisition module 61 is used to acquire target signals, wherein the target signals include steering wheel torque signals and vehicle speed signals;

[0098] The lookup module 62 is used to look up key control parameters based on the vehicle speed signal, and the key control parameters include dynamic dead zone threshold and dynamic driver threshold.

[0099] Calculation module 63 is used to calculate the proportional factor for human-machine control allocation based on the steering wheel torque signal and the key control parameters;

[0100] Output module 64 is used to look up a torque limit value based on the vehicle speed signal, and compare it with the original output torque to output a target LKA torque, wherein the target LKA torque is related to the scaling factor;

[0101] The judgment module 65 is used to perform threshold judgment on the steering wheel torque signal to obtain the duration of the over-threshold state, trigger the exit mechanism based on the duration, and use a preset function to reduce the target LKA to zero.

[0102] Since the specific implementation of this embodiment corresponds to the aforementioned method embodiment, the same details will not be repeated here, and those skilled in the art should also understand this. Figure 6 The division of the modules in the embodiments is only a logical functional division. In actual implementation, they can be fully or partially integrated into one or more physical entities. These modules can be fully implemented in software through processing element calls, fully implemented in hardware, or some modules can be implemented in software through processing element calls and some modules can be implemented in hardware.

[0103] In the embodiments provided by this invention, it should be understood that the disclosed apparatus or method can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules / units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or units may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection of the apparatus or module or unit may be electrical, mechanical, or other forms.

[0104] The modules / units described as separate components may or may not be physically separate. The components shown as modules / units may or may not be physical modules; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules / units can be selected to achieve the objectives of the embodiments of the present invention, depending on actual needs. For example, the functional modules / units in the various embodiments of the present invention may be integrated into one processing module, or each module / unit may exist physically separately, or two or more modules / units may be integrated into one module / unit.

[0105] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0106] This invention also provides an electronic device, such as... Figure 7 As shown, the electronic device includes a processor and a memory.

[0107] like Figure 7 As shown, the electronic device includes: at least one processor 701, a memory 702, at least one network interface 703, and a user interface 705. The various components in the device are coupled together via a bus system 704. It is understood that the bus system 704 is used to implement communication between these components. In addition to a data bus, the bus system 704 also includes a power bus, a control bus, and a status signal bus. However, for clarity, in… Figure 7 The general will label all buses as bus systems.

[0108] The user interface 705 may include a monitor, keyboard, mouse, trackball, clicker, button, touchpad, or touch screen.

[0109] It is understood that memory 702 can be volatile memory or non-volatile memory, or both. Non-volatile memory can be read-only memory (ROM) or programmable read-only memory (PROM), used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM) and synchronous static random access memory (SSRAM). The memories described in the embodiments of this invention are intended to include, but are not limited to, these and any other suitable categories of memory.

[0110] In this embodiment of the invention, the memory 702 is used to store various types of data to support the operation of the electronic terminal 700. Examples of this data include: any executable program for operation on the electronic terminal 700, such as operating system 7021 and application program 7022; operating system 7021 includes various system programs, such as framework layer, core library layer, driver layer, etc., for implementing various basic services and handling hardware-based tasks. Application program 7022 may include various applications, such as media player, browser, etc., for implementing various application services. The methods provided in this embodiment of the invention can be included in application program 7022.

[0111] The methods disclosed in the above embodiments of the present invention can be applied to or implemented by processor 701. Processor 701 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by the integrated logic circuit of the hardware in processor 701 or by instructions in software form. The processor 701 may be a general-purpose processor, a digital signal processor (DSP), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Processor 701 can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of the present invention. General-purpose processor 701 may be a microprocessor or any conventional processor, etc. The steps of the accessory optimization method provided in the embodiments of the present invention can be directly reflected as being executed by a hardware decoding processor, or being executed by a combination of hardware and software modules in the decoding processor. The software module may be located in a storage medium, which is located in memory. The processor reads the information in the memory and combines it with its hardware to complete the steps of the aforementioned method.

[0112] In an exemplary embodiment, the electronic terminal 700 may be used by one or more application-specific integrated circuits (ASICs), DSPs, programmable logic devices (PLDs), or complex programmable logic devices (CPLDs) to execute the aforementioned method.

[0113] According to the method provided in the embodiments of the present invention, the present invention also provides a computer program product, the computer program product comprising: computer program code, which, when the computer program code is run on a computer, causes the computer to execute the method of any embodiment of the LKA human-machine co-driving control method of the above-described EPS system.

[0114] According to the method provided in the embodiments of the present invention, the present invention also provides a computer-readable storage medium storing program code, which, when run on a computer, causes the computer to execute the method of any embodiment of the LKA human-machine co-driving control method of the above-described EPS system.

[0115] The terms “component,” “module,” “system,” etc., used in this specification are used to refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or software in execution. For example, a component can be, but is not limited to, a process running on a processor, a processor, an object, an executable file, an execution thread, a program, and / or a computer. As illustrated, applications running on computing devices and computing devices can both be components. One or more components may reside in a process and / or an execution thread, and components may be located on a single computer and / or distributed among two or more computers. Furthermore, these components can be executed from various computer-readable media on which various data structures are stored. Components can communicate, for example, via local and / or remote processes based on signals having one or more data packets (e.g., data from two components interacting with another component between a local system, a distributed system, and / or a network, such as the Internet interacting with other systems via signals).

[0116] Those skilled in the art will recognize that the various illustrative logical blocks and steps described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0117] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0118] In the embodiments provided by this invention, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0119] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0120] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0121] In the above embodiments, the functions of each functional unit can be implemented entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. A computer program product includes one or more computer instructions (programs). When the computer program instructions (programs) are loaded and executed on a computer, all or part of the flow or function according to the embodiments of the present invention is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., high-density digital video discs, DVDs), or semiconductor media (e.g., solid-state disks, SSDs, etc.).

[0122] If a function is implemented as 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 this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0123] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0124] In summary, this invention provides an LKA human-machine co-driving control method, system, medium, and electronic equipment for an EPS system. By using vehicle speed adaptive torque distribution, it provides greater operational tolerance at low speeds and improves intervention sensitivity at high speeds, significantly reducing human-machine conflict. The torque limiting mechanism ensures that the driver has the highest control at high speeds. Combined with a continuous hand force detection exit mechanism, it greatly improves safety redundancy. Dynamic parameter adjustment enables the system to adapt to various complex driving environments.

[0125] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A method for LKA human-machine co-driving control in an EPS system, characterized in that, include: Acquire target signals, wherein the target signals include steering wheel torque signals and vehicle speed signals; Key control parameters are obtained by looking up the table based on the vehicle speed signal. The key control parameters include dynamic dead zone threshold and dynamic driver threshold. Calculate the proportional factor for human-machine control allocation based on the steering wheel torque signal and the key control parameters; The torque limit is obtained by looking up the table based on the vehicle speed signal and compared with the original output torque to output the LKA target torque, wherein the LKA target torque is related to the scaling factor; The steering wheel torque signal is subjected to threshold judgment to obtain the duration of the over-threshold state. Based on the duration, an exit mechanism is triggered, and a preset function is used to reduce the LKA target torque to zero.

2. The LKA human-machine co-driving control method for the EPS system according to claim 1, characterized in that, The method further includes performing low-pass filtering on the steering wheel torque signal to obtain the net hand force value, wherein a first-order low-pass filter with a preset cutoff frequency is used for filtering.

3. The LKA human-machine co-driving control method for the EPS system according to claim 2, characterized in that, The calculation of the proportional factor for human-machine control allocation based on the steering wheel torque signal and the key control parameters specifically includes: The formula for calculating the scaling factor is as follows: ； in, This represents the scaling factor. This represents the dynamic dead zone threshold. This indicates the dynamic driver-vehicle threshold. This indicates the clean hand strength value.

4. The LKA human-machine co-driving control method for the EPS system according to claim 1, characterized in that, The process of obtaining the torque limit value based on the vehicle speed signal by looking up a table and comparing it with the original output torque to output the LKA target torque specifically includes: Compare the original output torque with the torque limit value obtained from the table, wherein, If the original output torque is less than or equal to the torque limit, the LKA target torque is calculated based on the original output torque and the scaling factor. If the original output torque is greater than the torque limit, the LKA target torque is calculated based on the torque limit and the scaling factor.

5. The LKA human-machine co-driving control method for the EPS system according to claim 1, characterized in that, The process of performing a threshold judgment on the steering wheel torque signal to obtain the duration of the over-threshold state, triggering an exit mechanism based on the duration, and using a preset function to reduce the target LKA to zero specifically includes: The steering wheel torque signal is compared with a preset hand force threshold, wherein... When the torque corresponding to the steering wheel torque signal is greater than the hand force threshold, timing begins to obtain the duration of the over-threshold state; The duration is compared with a preset time threshold, wherein, When the duration exceeds the time threshold, an exit mechanism is triggered, and a preset function is used to reduce the target LKA to zero, wherein the preset function includes a ramp function.

6. The LKA human-machine co-driving control method for the EPS system according to claim 1, characterized in that, The acquisition of the target signal specifically includes: The vehicle speed signal is obtained from the vehicle controller via the vehicle CAN bus; The steering wheel torque signal is obtained through the torque sensor of the EPS system.

7. An LKA (Low- ...) human-machine co-driving control system for an EPS (Expanded Power Supply) system, characterized in that, include: An acquisition module is used to acquire target signals, wherein the target signals include steering wheel torque signals and vehicle speed signals; The lookup module is used to look up key control parameters based on the vehicle speed signal, including dynamic dead zone threshold and dynamic driver threshold. The calculation module is used to calculate the proportional factor for the allocation of human-machine control rights based on the steering wheel torque signal and the key control parameters; The output module is used to look up the torque limit value based on the vehicle speed signal, and compare it with the original output torque to output the target LKA torque, wherein the target LKA torque is related to the scaling factor; The judgment module is used to perform threshold judgment on the steering wheel torque signal to obtain the duration of the over-threshold state, trigger the exit mechanism based on the duration, and use a preset function to reduce the target LKA to zero.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements the LKA human-machine co-driving control method of the EPS system according to any one of claims 1 to 6.

9. A computer program product, characterized in that, The computer program product includes computer program code, which, when run on a computer, enables the computer to implement the LKA human-machine co-driving control method of the EPS system as described in any one of claims 1 to 6.

10. An electronic device, characterized in that, The electronic device includes a processor and a memory; wherein the memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory to enable the electronic device to perform the LKA human-machine co-driving control method of the EPS system as described in any one of claims 1 to 6.

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