Vibration interaction control method for two-wheeled vehicle

Abstract

The embodiment of the invention relates to a vibration interaction control method for a two-wheeled vehicle, and the method comprises the steps: obtaining at least one kind of driving event information outputted by a vehicle sensing system or a vehicle-mounted control system in a vehicle operation process, the driving event information comprises at least one of vehicle circumferential risk information, driving deviation information or path guiding information; according to the driving event information, corresponding prompt direction information is determined, and the prompt direction information is used for representing the spatial orientation of the driving event relative to the vehicle driving direction; generating a vibration control instruction corresponding to the prompt direction information based on the prompt direction information; the vibration control instruction is sent to a vibration feedback unit arranged in an operation part on the corresponding side of the vehicle, so that the vibration feedback unit generates vibration feedback, directional prompts corresponding to the driving event information are transmitted to a driver in a touch mode, and the driver is guided to respond to the driving event.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle electronic control and human-computer interaction, and particularly relates to a vibration interaction control method for a two-wheeled vehicle. BACKGROUND

[0002] With the rapid development of vehicle intelligence and electronic technology, the functional configuration of modern two-wheeled vehicles (including fuel motorcycles and electric two-wheeled vehicles) is increasingly rich. In addition to the basic driving function, more and more vehicles begin to be equipped with advanced auxiliary driving functions or information service systems such as navigation systems, blind area monitoring (BSD), lane change assistance (LCA), and collision warning. The introduction of these functions aims to improve the convenience and safety of driving, but also makes the information interaction between the driver and the vehicle increasingly complex.

[0003] In the existing two-wheeled vehicle human-computer interaction scheme, the main way to deliver information to the driver still highly depends on visual and auditory cues. For example, through the instrument panel screen to display navigation routes or warning icons, or through the helmet headset and vehicle-mounted speaker to issue voice broadcasts or alarm sounds. However, the driving environment of two-wheeled vehicles has its particularity, and it is usually in an open outdoor environment. In the high-speed riding state, wind noise, tire noise, and environmental noise often cover up the auditory prompt sound, resulting in information omission; and in the noon with strong light or the night street with complex light, the visual information of the instrument panel is easily disturbed by glare or causes safety hazards due to visual diversion. In addition, frequent low-head viewing of the screen will significantly distract the driver's attention, and in the ever-changing traffic flow, such visual dependence can easily increase the risk of driving.

[0004] In order to solve the above problems, tactile feedback as a non-visual and non-auditory auxiliary interaction mode has gradually attracted attention. There are some existing technologies about reducing handlebar vibration, but their main purpose is to eliminate harmful vibrations transmitted by the engine or the road through damping structures to prevent the driver's hands from being numb, which belongs to the category of passive damping and does not have the function of information transmission. Although some technologies try to introduce tactile warnings, it is found in actual research that these schemes have significant limitations, that is, the existing technologies are difficult to accurately transmit spatial orientation information (such as clearly distinguishing left / right side risks) while establishing a clear event attribute hierarchy (such as effectively separating regular navigation guidance from emergency danger avoidance), resulting in feedback signals lacking sufficient semantic recognition. SUMMARY

[0005] An object of the present application is to provide a vibration interaction control method for a two-wheeled vehicle, at least to solve the above problems.

[0006] To achieve the above object, some embodiments of the present application provide a vibration interaction control method for a two-wheeled vehicle, applied to a two-wheeled vehicle human-computer interaction system comprising a left operation part and a right operation part, the method comprising:

[0007] Obtaining at least one driving event information output by a vehicle sensing system or a vehicle-mounted control system during vehicle operation, the driving event information comprising at least one of vehicle circumferential risk information, driving deviation information or path guidance information;

[0008] According to the driving event information, determining corresponding prompt direction information, the prompt direction information being used to represent the spatial orientation of the driving event relative to the driving direction of the vehicle;

[0009] Based on the prompt direction information, generating a vibration control instruction corresponding to the prompt direction information;

[0010] Sending the vibration control instruction to a vibration feedback unit arranged in the corresponding side operation part of the vehicle, so that the vibration feedback unit generates vibration feedback to transmit directional prompts corresponding to the driving event information to the driver in a tactile manner, guiding the driver to respond to the driving event.

[0011] Compared with the related art, in the scheme provided by the embodiments of the present application, a direct spatial orientation following interaction logic is realized by constructing the spatial orientation mapping relationship between the driving event and the left and right operation parts. When the system obtains driving event information with spatial attributes such as side rear vehicle risk, lane deviation or navigation turning, the prompt direction can be analyzed by algorithm, and the vibration feedback unit of the corresponding side (left or right) is driven to generate action, so that the driver can intuitively judge the risk source or the expected driving path only by the vibration source orientation perceived by the hand without complex thinking transformation or visual confirmation. Compared with the traditional non-directional vibration alarm, this feedback with spatial direction shortens the reaction time from signal perception to position judgment to operation execution, and improves the emergency handling efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0012] One or more embodiments are exemplarily illustrated by pictures in the drawings corresponding thereto, which do not constitute a limitation on the embodiments, and elements with the same reference numerals in the drawings represent similar elements, unless otherwise specified, and the drawings do not constitute a proportional limit.

[0013] Fig. 1 is a flowchart of the control method provided by the embodiments of the present application;

[0014] Fig. 2 is a flowchart of the pre-processing of the control method provided by the embodiments of the present application;

[0015] Fig. 3 is a feedback and closed loop flowchart of the control method provided by the embodiments of the present disclosure. DETAILED DESCRIPTION

[0016] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0017] The terms "first", "second", and the like in the description and claims of the embodiments of the present disclosure and the above drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or a chronological sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances so that the embodiments of the present disclosure described herein can be implemented. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion.

[0018] In the embodiments of the present disclosure, the terms "upper", "lower", "inner", "middle", "outer", "front", "back", and the like indicate the orientation or positional relationship shown in the drawings. These terms are mainly used to better describe the embodiments of the present disclosure and its embodiments, and are not intended to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation. In addition, in addition to indicating the orientation or positional relationship, the above-mentioned terms can also be used to indicate other meanings, for example, the term "upper" can also be used to indicate a certain attachment relationship or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in the embodiments of the present disclosure can be understood according to the specific circumstances.

[0019] In addition, the terms "set", "connected", "fixed" should be broadly understood. For example, "connected" can be fixed connection, detachable connection, or integral structure; can be mechanical connection, or electrical connection; can be direct connection, or indirect connection through an intermediate medium, or internal communication between two devices, elements or components. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present disclosure can be understood according to the specific circumstances.

[0020] Unless otherwise specified, the term "a plurality of" means two or more.

[0021] In the embodiments of the present disclosure, the character " / " represents an "or" relationship between the objects before and after it. For example, A / B represents: A or B.

[0022] The term "and / or" is a description of an association relationship between objects, which means that there can be three relationships. For example, A and / or B means that there are three relationships of A or B, or A and B.

[0023] It should be noted that the embodiments in the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0024] In combination with Figs. 1 to 3 As shown in the drawings, the vibration interaction control method for a two-wheeled vehicle provided by the embodiments of the present disclosure is applied to a two-wheeled vehicle human-computer interaction system including a left operation part and a right operation part, and the method comprises the following steps:

[0025] S1, acquiring at least one driving event information output by a vehicle sensing system or a vehicle-mounted control system during vehicle operation, wherein the driving event information comprises at least one of vehicle circumferential risk information, driving deviation information or path guiding information;

[0026] S2, determining corresponding prompt direction information according to the driving event information, wherein the prompt direction information is used to represent the spatial orientation of the driving event relative to the driving direction of the vehicle;

[0027] S3, generating a vibration control instruction corresponding to the prompt direction information based on the prompt direction information;

[0028] S4, sending the vibration control instruction to a vibration feedback unit arranged in the corresponding side operation part of the vehicle, so that the vibration feedback unit generates vibration feedback to transmit directional prompt corresponding to the driving event information to the driver in a tactile manner,

[0029] Wherein, the vibration feedback is used to guide the driver to respond to the driving event without relying on visual or auditory prompts.

[0030] By adopting the vibration interaction control method provided by the embodiments of the present disclosure, a direct spatial orientation following interaction logic is realized by constructing the spatial orientation mapping relationship between the driving event and the left and right operation parts. When the system acquires driving event information with spatial attributes such as side rear vehicle risk, lane deviation or navigation turning, the prompt direction can be analyzed by algorithm, and the vibration feedback unit of the corresponding side (left or right) is driven to act, so that the driver can intuitively judge the risk source or the expected driving path by the vibration source orientation perceived by the hand without complex thinking transformation or visual confirmation. Compared with the traditional non-directional vibration alarm, this feedback with spatial direction shortens the reaction time from signal perception to position judgment to operation execution, and improves the emergency handling efficiency.

[0031] The embodiment obtains the driving event information in the process of vehicle operation through the vehicle sensing system (such as radar, camera) or the vehicle control system, which includes the circumferential risk warning or path guiding instruction. The processor determines the prompt direction according to the information, generates the vibration control instruction containing specific parameters, and sends the instruction to the vibration feedback unit in the corresponding side handle through the communication line, so as to drive the motor to generate the tactile feedback. Through the non-interfering interaction channel independent of vision or hearing, the driver can still perceive the key driving information in time and accurately through the tactile sensation in the high-speed riding or the scene with noisy environment and complex light, so as to guide the driver to make a response without distraction, thereby improving the driving safety and the driving experience.

[0032] The device involved in the embodiment is integrated into the left and right operation parts (for example, the inside of the handle) of the two-wheeled vehicle, and contains the vibration feedback unit (such as a linear vibration motor or an eccentric rotating mass motor).

[0033] In some embodiments, the circumferential risk information of the vehicle at least includes the information of the vehicle approaching the target laterally. For example, through the vehicle sensor, it is detected whether there is another vehicle approaching in the blind area on the left side or the right side of the vehicle, so as to provide a warning means for the lateral collision risk that is most likely to occur when the two-wheeled vehicle changes lanes or turns, effectively make up for the visual blind area problem of the traditional rearview mirror, and enhance the perception ability of the driver to the environment behind the side.

[0034] Optionally, the prompt direction information is determined according to the positional relationship of the driving event relative to the longitudinal center line of the vehicle, and the prompt direction information includes the left direction and / or the right direction.

[0035] The clear division based on the longitudinal center line of the vehicle eliminates the ambiguous zone of the position judgment, so that the tactile feedback boundary of the left and right sides is clear and unambiguous. When the vibration signal acts on the corresponding side handle, the brain load of the driver in the process of converting the tactile signal into spatial position cognition can be reduced to the greatest extent, so that the driver can establish the conditioned reflex of left vibration for left side and right vibration for right side by instinct, thereby making accurate driving decisions in a short time.

[0036] Optionally, when the prompt direction information is the left direction, the vibration control instruction is used to drive the vibration feedback unit arranged in the left operation part of the vehicle to generate the vibration feedback; and when the prompt direction information is the right direction, the vibration control instruction is used to drive the vibration feedback unit arranged in the right operation part of the vehicle to generate the vibration feedback.

[0037] When the determined prompt direction is left, the vibration control instruction only drives the vibration feedback unit in the left operating part (e.g., a left handle) of the vehicle to work; otherwise, when the prompt direction is right, only the unit in the right operating part is driven to perform vibration feedback. Through the differential stimulation of physical positions, the directional information is accurately transmitted, and the driver can directly know where to turn or which side to pay attention to through the vibration sensation of the left hand or the right hand, greatly improving the intuitiveness and reaction speed of the interaction.

[0038] In some embodiments, the vibration control instruction includes at least one parameter of vibration intensity, vibration frequency, or vibration duration for controlling the vibration feedback unit.

[0039] In the implementation process, the vibration control instruction contains specific parameter definitions, and the system can adjust the vibration intensity, vibration frequency, or vibration duration of the vibration feedback unit. For example, different intensity vibration outputs can be achieved by changing the motor driving voltage or duty cycle. This embodiment enables a single haptic channel to not only transmit event occurrence signals, but also to suggest the nature or urgency of the event through the strength or speed of the vibration, enriching the interaction dimension.

[0040] Optionally, for different types of driving event information, the vibration control instruction corresponds to different vibration parameter combinations to enable the driver to distinguish different driving events through tactile means; wherein the vibration parameter combination includes at least one of vibration intensity, vibration frequency, and / or vibration duration.

[0041] By combining and modulating key physical parameters such as vibration intensity, frequency, and duration, the limitation of traditional vibration handles that can only provide a single on / off alarm signal is broken, and the driver can distinguish whether the current vibration represents an urgent collision warning or a regular navigation guide only by the strength change of the hand touch, the speed of the vibration rhythm, or the length of the pulse, without shifting the line of sight. In this way, not only is the information bandwidth of human-computer interaction greatly enriched, but also the driving attention is always focused on road safety.

[0042] In some embodiments, the vibration control instruction is generated by a vehicle control unit based on vehicle sensor data and sent to the corresponding vibration feedback unit through the vehicle communication bus.

[0043] In implementation, the vibration control instruction is directly generated by the main control unit (ECU) of the vehicle based on the aggregated sensor data and transmitted to the communication control module in the handlebar through the vehicle's general vehicle communication bus (such as CAN or UART protocol) for execution. This embodiment realizes the deep integration of the human-computer interaction system and the vehicle electronic architecture, utilizes the existing processing capacity and data bus of the vehicle, ensures the real-time performance of the instruction generation and the reliability of the system integration, and is also convenient for adaptation on different vehicle platforms.

[0044] In some embodiments, the vibration feedback unit is arranged inside the vehicle handlebar, the operation holding part or other operation part contacted by the driver's body.

[0045] The vibration feedback unit is arranged inside the vehicle handlebar, under the rubber layer of the handlebar, the operation holding part of the driver, or extended to other parts directly contacted by the driver's body such as the seat and the footboard. In this way, the vibration source is ensured to be close to the sensitive perception area of the driver, the attenuation of the vibration energy by the mechanical structure is minimized, and the driver can clearly perceive the prompt signal under various riding postures and road conditions.

[0046] Optionally, the method further comprises adjusting the vibration parameters in the vibration control instruction according to the setting information of the driver.

[0047] In specific implementation, the system provides a user setting interface to allow the driver to input setting information (such as through an APP or a meter menu) to adjust the parameters in the vibration control instruction, such as changing the default intensity level of the vibration. This embodiment fully considers the individual differences in touch sensitivity of different users, and by allowing personalized configuration, it can avoid both the shock caused by too strong vibration and the missed information caused by too weak vibration, thereby improving the user's comfort and acceptance.

[0048] In some embodiments, when the driving event information includes path guidance information, the vibration control instruction is generated and sent before the vehicle reaches the corresponding predetermined turning position, so that the corresponding vibration feedback unit generates vibration feedback.

[0049] When the path guidance information is included, the vibration control instruction is generated and sent by the system at a certain distance or time point before the vehicle reaches the predetermined turning position, to drive the corresponding side handlebar to vibrate. For example, the right handlebar vibrates in advance before reaching the intersection. In this way, predictive navigation interaction can be realized, sufficient reaction and preparation time is given to the driver to complete the turning operation, panic near the intersection is avoided, and a "blind operation" type navigation experience is supported.

[0050] In some embodiments, the vibration control command is continuously output while the corresponding driving event information persists, so as to drive the vibration feedback unit to generate vibration feedback; after the driving event information disappears or is resolved, the output of the vibration control command stops.

[0051] In the specific implementation of the control logic, the system is configured to output commands in real time based on the state of driving events. As long as the sensors or onboard system detect that specific driving event information (such as a vehicle continuously present in the blind spot or a navigation turn-off not yet passed) is continuously effective, vibration control commands will be continuously generated and sent, driving the vibration feedback unit to keep working. Once the driving event information disappears or is resolved (such as a vehicle behind has overtaken and left), the system will immediately stop outputting vibration control commands. This provides the driver with a real-time feedback mechanism synchronized with the state of driving events, allowing the driver to intuitively perceive the start and end of risks or tasks through touch, avoiding misjudgments caused by signal delays or premature interruptions.

[0052] In some embodiments, when the driving event information is repeatedly detected within a preset time window, the vibration control command is output intermittently according to a preset interval period to drive the vibration feedback unit to generate intermittent vibration feedback.

[0053] This embodiment addresses the issue of repeated detection of the same driving event (such as a vehicle traveling alongside for an extended period) within a preset time window. Instead of continuous vibration, it controls the vibration control command to be output intermittently at preset intervals (e.g., a short pulse every 2 seconds). This results in rhythmic, intermittent vibration feedback from the vibration feedback unit. This avoids the numbness, discomfort, or tactile desensitization that may occur in the driver's hands due to prolonged strong vibration, while maintaining the presence of the warning through a regular rhythm, thus achieving a balance between comfort and warning effectiveness.

[0054] Optionally, when multiple driving event information is acquired simultaneously, the driving event information is sorted according to its priority, and a vibration control command is generated based on the sorting result.

[0055] In complex road conditions, when the system simultaneously acquires information on multiple different types of driving events (such as a left blind spot warning and a right turn prompt from the navigation system), the control unit will sort these information according to a preset priority strategy and generate vibration control commands only based on the highest-ranked event. In this way, the information conflict that may be caused by multiple concurrent signals is effectively resolved, and the driver is prevented from being confused by the disorderly vibration of the left and right handlebars at the same time. This ensures that at any time, the system conveys to the driver the most critical information that needs to be focused on at the moment.

[0056] Optionally, the priority is determined according to a risk level corresponding to the driving event information and / or a correlation degree with the driving state of the vehicle.

[0057] The system in the implementation builds a set of priority determination criteria, which is mainly based on the risk level and the correlation degree with the driving state of the vehicle. Specifically, the priority of an event related to driving safety with a high risk level (such as an emergency collision warning) is set to be higher than that of a functional navigation prompt; similarly, information with a strong correlation with the current vehicle dynamics (such as a blind area warning when the turn signal is on and the vehicle is changing lanes) has a higher priority than information with a weak correlation. In this way, the safety-oriented nature of the human-machine interaction system is ensured, and the vibration prompt ensures the most core driving safety needs.

[0058] In some embodiments, the vibration feedback units arranged in the left and right operation parts of the vehicle are independently controlled and do not interfere with each other.

[0059] The vibration feedback units arranged in the left and right operation parts of the vehicle use independent control channels and driving circuits, ensuring that they do not interfere with each other electrically and logically. From a physical perspective, the absolute purity and accuracy of directional prompts are ensured, and the misleading situation of left-side warning and right-side vibration caused by circuit crosstalk or logic confusion is avoided.

[0060] Optionally, when the driving event information involves both sides of the vehicle, the vibration feedback units in the left and right operation parts can produce vibration feedback at the same time.

[0061] When the driving event information is determined to involve both sides of the vehicle (for example, a vehicle behind is approaching quickly and may affect both sides of the lane change, or a global warning such as "danger ahead" needs to be conveyed), the vibration control instruction drives the vibration feedback units in the left and right operation parts to produce vibration feedback at the same time; the vibration on both sides can deliver more comprehensive and wider-range whole-body warning information to the driver.

[0062] Optionally, the method further comprises: in response to the received driver confirmation operation signal, stopping outputting the vibration control instruction, or adjusting the vibration control instruction to reduce the vibration feedback intensity.

[0063] The system monitors the driver's feedback in real time while outputting the vibration, and as soon as it receives the confirmation operation signal issued by the driver, the processor responds immediately to stop the current vibration control instruction output, or adjusts the instruction parameters to significantly reduce the intensity of the vibration feedback. This embodiment allows the driver to actively eliminate the interference caused by continuous vibration after knowing the information, thus avoiding the distraction of invalid alarms for a long time, and embodies the intelligence of human-machine interaction.

[0064] In some embodiments, the confirmation operation signal is generated in response to an operation of an input component disposed on the operation site by the driver, the input component comprising at least one of a button, a joystick or a knob.

[0065] The confirmation operation signal is generated in response to an operation of an input component disposed on the operation site (e.g. a handlebar switch group) by the driver. The input component is embodied as a physical control such as a button, a joystick or a knob, which is usually integrated in a region accessible by the thumb. In this way, a hands-on confirmation operation can be achieved, and the driver does not need to release the handle or divert his / her sight to find a touch screen, but only needs to perform a finger action to complete the interactive confirmation, thereby maximizing the stability and safety of the driving operation.

[0066] In some embodiments, the output parameter of the vibration control instruction is configured to have a preset difference threshold from the inherent vibration frequency or amplitude of the vehicle in the driving state.

[0067] Considering the mechanical vibration inherent in the driving of the vehicle, the output parameter (particularly the frequency and amplitude) of the vibration control instruction is specially calibrated in this embodiment, so as to keep a preset difference threshold from the inherent vibration frequency or amplitude of the vehicle in the driving state. For example, the engine resonance frequency interval is avoided. In this way, the signal-to-noise ratio of the signal can be improved, and the vibration prompt signal can be prevented from being submerged by the road bumps or engine vibration, thereby ensuring that the driver can clearly and sensitively distinguish the vibration prompt generated by the system under various working conditions.

[0068] In some embodiments, the vibration control instruction is sent to the vibration feedback unit via a vehicle-mounted communication interface to realize linkage control with the vehicle electronic system.

[0069] The vibration control instruction is not generated in isolation, but is sent to the vibration feedback unit via a standard vehicle-mounted communication interface (such as a CAN bus or a UART interface). The linkage control between the vibration feedback unit and the vehicle control system (such as an ECU, a navigation device or a smart instrument) is realized, so that the human-machine interaction system can seamlessly access the intelligent ecological system of the whole vehicle, thereby improving the intelligent level of the whole vehicle.

[0070] In some optional embodiments, the vibration control instruction is dynamically adjusted according to the real-time evolution state of the driving event information, so as to drive the vibration feedback unit to generate a differentiated vibration mode adapted to the current event state.

[0071] In some optional embodiments, when the risk level of the driving event information is upgraded from an initial warning state to a high-risk state, the vibration control instruction drives the vibration feedback to switch from a first vibration mode to a second vibration mode.

[0072] In some optional embodiments, when the triggering condition corresponding to the driving event information disappears, the vibration control instruction controls the vibration feedback unit to terminate the vibration output, or generate a preset ending confirmation vibration signal before termination.

[0073] In processing the dynamic changing driving environment, the processor is configured to track the evolving state of the driving event information in real time. In specific implementation, the system does not output a single unchanging signal, but dynamically adjusts the instruction parameters according to the development of the event (such as the shortening of the distance of the rear vehicle). For example, when the risk level of the driving event information is upgraded from the initial warning state to the imminent high-risk state, the vibration control instruction drives the vibration feedback unit to seamlessly switch from the first vibration mode (such as low-frequency intermittent pulse) to the second vibration mode (such as high-frequency rapid vibration or continuous vibration), thereby generating a differentiated vibration experience that matches the current urgency. When the triggering condition disappears (such as the risk vehicle has left the safety distance), the instruction will control the vibration feedback unit to immediately terminate the output, or generate a unique ending confirmation vibration signal (for example, a single short vibration) before completely stopping, giving the driver a clear driving event closed-loop feedback.

[0074] Optionally, the method further comprises: monitoring the driver's vehicle control action in real time, and executing a suppression or adjustment strategy on the vibration control instruction according to the relevance of the vehicle control action and the driving event information.

[0075] In some optional embodiments, when it is identified that the vehicle control action constitutes an effective avoidance of the driving event information, the vibration control instruction drives the vibration feedback unit to perform vibration attenuation or output cutoff.

[0076] In some optional embodiments, if no responsive control action of the driver is monitored within a preset time threshold, the vibration control instruction is adjusted to increase the intensity level or frequency of the vibration feedback to enter an intensified warning state.

[0077] The system monitors the driver's vehicle control actions (e.g. steering angle, brake pressure or throttle opening) in real time and assesses the relevance of these actions to the current driving event. Specifically, when the system identifies that the driver has taken effective evasive action (e.g. actively correcting steering or decelerating in the opposite direction after a blind spot warning), the shock control command automatically executes a suppression strategy, driving the shock feedback unit to execute shock attenuation or directly cut off the output, to avoid continuous interference to the driver who has made the correct response. Conversely, if the system does not monitor responsive control actions within the preset time threshold, the command adjusts the parameters to increase the intensity level or frequency of the shock feedback, entering the enhanced warning state. In this way, unnecessary disturbances are avoided when the driver has already taken control of the situation, and the driver is awakened by enhanced signals when the driver ignores the risk, reflecting the system's deep understanding and cooperation with the driver's intentions.

[0078] In some optional embodiments, the shock control command executes an adaptive compensation strategy based on the real-time driving conditions of the vehicle.

[0079] In some optional embodiments, the parameter indicators of the driving conditions of the vehicle include at least real-time vehicle speed, inherent shock amplitude of the vehicle body or road bumpiness index.

[0080] In some optional embodiments, in response to fluctuations in the driving conditions of the vehicle, the output gain of the shock feedback is adjusted synchronously to maintain the tactile recognition of the shock signal relative to the background environmental shock.

[0081] In order to cope with the complex driving environment of two-wheeled vehicles, the shock control command executes an adaptive compensation strategy based on the real-time driving conditions of the vehicle. The system collects parameter indicators of the driving conditions of the vehicle in real time through sensors, which include at least real-time vehicle speed, inherent shock amplitude of the vehicle body and road bumpiness index. In response to fluctuations in these conditions (e.g. an increase in vehicle speed leading to an increase in wind noise and body shaking), the system synchronously adjusts the output gain of the shock feedback unit, such as increasing the drive voltage or duty cycle of the motor, to maintain the tactile recognition of the shock signal relative to the background environmental shock; so that whether in smooth low-speed riding or bumpy high-speed cruising, the prompt signal (shock) can penetrate environmental noise and be clearly and stably perceived by the driver, preventing information transmission failure due to environmental changes.

[0082] In some optional embodiments, the driving event information is determined based on data from multiple information sources.

[0083] In some optional embodiments, the multiple information sources include at least two of vehicle environment perception information, vehicle operating state information and path guidance information.

[0084] In some optional embodiments, the shock control command is generated only when a preset combination condition is met.

[0085] The determination of the driving event information is no longer dependent on a single data source, but is synthetically determined based on data from multiple information sources. In specific embodiments, the system fuses at least two of vehicle environment perception information (such as blind area obstacles detected by radar), vehicle operating state information (such as the state of the turn signal, inclination data), and path guidance information (such as navigation turn instructions). The vibration control instruction is only generated when a preset combination condition is met, for example, only when both the conditions of "detecting a blind area vehicle" and "the driver turning on the corresponding side turn signal" are met at the same time, a lane change danger prompt is triggered. In this way, a large amount of meaningless background information (such as the existence of a side car when there is no intention to change lanes) can be effectively filtered out, thereby reducing the false positive rate and ensuring that each vibration prompt has reference value.

[0086] In some optional embodiments, the working state of the system is monitored in real time, and if an abnormal signal is identified in the vibration feedback unit or the communication bus, a safety redundancy strategy is executed to terminate the sending of the vibration control instruction or to call a locally stored default safety prompt configuration.

[0087] If an abnormal signal (such as motor circuit breaking or bus packet loss) is identified, the system will immediately execute a safety redundancy strategy, including terminating the sending of a vibration control instruction that may cause misunderstanding, or calling a locally stored default safety prompt configuration (such as switching to an instrument panel light effect prompt). In this way, it is possible to prevent safety accidents caused by false tactile guidance due to hardware failure, and to ensure that the system can be maintained within a safe and controllable range in any failure mode.

[0088] For example, when the driver is maintaining straight-line driving on a highway, it is assumed that at this time a car quickly enters the blind area range behind the left side of the two-wheeled vehicle. The system immediately obtains this "vehicle lateral approach target" driving event information, and determines the prompt direction to be the left side according to its position relative to the longitudinal center line of the vehicle. The system immediately generates a vibration control instruction to drive the vibration feedback unit located in the left operating part (such as the left handlebar) to start working. In the initial stage, since the rear vehicle is still at a certain distance, the risk level is in the warning state, and the left handlebar outputs a low-frequency, intermittent first vibration mode, gently informing the driver that there is a car on the left side and it is not advisable to change lanes. As the rear vehicle continues to approach, the risk level quickly escalates, and the system dynamically adjusts the vibration parameters in real time to seamlessly switch the vibration feedback to a high-frequency, rapid second vibration mode, and transmits the sense of urgency to the driver through the significant change in tactile intensity. Once the rear vehicle completes the overtaking and drives away from the dangerous area, the trigger condition disappears, and the vibration feedback of the left handlebar is automatically terminated, and the entire process does not require the driver to be distracted to check the rearview mirror, and the driver can only perceive the evolution of the left side road conditions through the tactile changes of the left hand.

[0089] For example, when a rider is riding on a busy city street, the rider turns on the in-vehicle navigation to a destination. When the vehicle is approaching a predetermined right turn intersection, the system generates a guiding vibration with a specific rhythm in the right handlebar in advance of reaching the turning point according to the path guidance information, prompting the rider to prepare for the right turn. However, just as the rider is about to turn on the right turn signal to prepare for the lane change, a fast electric bicycle suddenly emerges from the right blind area. At this time, the system simultaneously obtains two driving event information of "navigation guidance" and "blind area collision avoidance". According to the preset priority strategy, the system determines that the collision avoidance information involving driving safety has a higher risk level, so it immediately sorts and suppresses the navigation prompt, and generates a high-intensity vibration control instruction for the blind area risk. At this time, the vibration sensation of the right handlebar changes from a mild navigation prompt to a strong warning vibration. After the rider perceives the abnormally strong vibration, the rider subconsciously cancels the lane change operation and adjusts the direction to the left. After the system real-time monitors this effective evasive action, it immediately executes the suppression strategy and interrupts the strong vibration output, ensuring that the rider can focus on vehicle control again.

[0090] For example, the rider is riding on a non-paved road under construction, and the vehicle body produces severe mechanical vibration due to the uneven road surface, and the wind noise increases due to the fast speed. At this time, the system detects that there is an obstacle in front that needs to be prompted. If the vibration intensity is output according to the conventional vibration intensity, the signal is easily covered by the inherent vibration of the vehicle body. The system automatically executes an adaptive compensation strategy by real-time reading the vibration amplitude of the vehicle body and the road bumping index, and significantly increases the output gain of the vibration feedback, ensuring that the generated vibration signal intensity is significantly higher than the environmental background vibration. The rider can still clearly distinguish the artificial warning vibration from the handlebar in the severe bumping. In order to confirm the information, the rider presses the confirmation button on the left handlebar switch group. After the system receives this confirmation operation signal, it immediately stops the vibration output, completes the closed-loop interaction, and avoids the interference of invalid information on the driving experience.

[0091] The above description and drawings sufficiently illustrate embodiments of the present disclosure to enable one skilled in the art to practice them. Other embodiments can include structural and other changes. The embodiments represent only a few of the possible changes. Individual components and functions are optional unless specifically required, and the order of operations can be changed. Parts and features of some embodiments can be included or replaced by parts and features of other embodiments. The embodiments of the present disclosure are not limited to the structures described above and shown in the drawings, and various modifications and changes can be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims, and the above embodiments should be considered exemplary and non-limiting.

Claims

1. A shock interaction control method for a two-wheeled vehicle, applied to a two-wheeled vehicle human-computer interaction system comprising a left operation part and a right operation part, characterized in that, The method comprises: acquiring at least one driving event information output by a vehicle sensing system or a vehicle control system during vehicle operation, the driving event information comprising at least one of vehicle circumferential risk information, driving deviation information or path guiding information; determining corresponding prompt direction information according to the driving event information, the prompt direction information being used to represent the spatial orientation of the driving event relative to the driving direction of the vehicle; generating a vibration control instruction corresponding to the prompt direction information based on the prompt direction information; sending the vibration control instruction to a vibration feedback unit arranged in a corresponding side operating part of the vehicle, so that the vibration feedback unit generates vibration feedback to transmit a directional prompt corresponding to the driving event information to the driver in a tactile manner, guiding the driver to respond to the driving event.

2. The vibration interaction control method according to claim 1, wherein the prompt direction information is determined according to the orientation relationship of the driving event relative to the longitudinal center line of the vehicle, and the prompt direction information comprises a left direction and / or a right direction.

3. The vibration interaction control method according to claim 1, wherein when the prompt direction information is a left direction, the vibration control instruction is used to drive the vibration feedback unit arranged in the left operating part of the vehicle to generate vibration feedback; when the prompt direction information is a right direction, the vibration control instruction is used to drive the vibration feedback unit arranged in the right operating part of the vehicle to generate vibration feedback.

4. The vibration interaction control method according to claim 1, wherein different vibration parameter combinations correspond to the vibration control instruction according to different types of driving event information, so that the driver can distinguish different driving events in a tactile manner; wherein the vibration parameters comprise at least one of vibration intensity, vibration frequency and / or vibration duration.

5. The vibratory interaction control method of claim 1, wherein, The method further comprises: adjusting the vibration parameters in the vibration control instruction according to the setting information of the driver.

6. The vibration interaction control method according to claim 1, wherein when multiple driving event information are acquired at the same time, the driving event information is sorted according to the priority of the driving event information, and the vibration control instruction is generated according to the sorting result.

7. The vibration interaction control method according to claim 6, wherein the priority is determined according to the risk level corresponding to the driving event information and / or the relevance to the driving state of the vehicle.

8. The vibration interaction control method according to claim 1, wherein when the driving event information involves both sides of the vehicle at the same time, the vibration feedback units in the left operating part and the right operating part can generate vibration feedback at the same time.

9. The vibrational interaction control method of claim 1, wherein, The method further comprises: stopping outputting the vibration control instruction or adjusting the vibration control instruction to reduce the vibration feedback intensity in response to the received driver confirmation operation signal.

10. The vibrational interaction control method of claim 1, wherein, The method further comprises: monitoring the vehicle control actions of the driver in real time, and adjusting the vibration control instruction according to the relevance of the vehicle control actions to the driving event information.

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