A man-machine co-driving auxiliary control method and device, a vehicle and a storage medium

Abstract

Embodiments of the present application relate to the technical field of intelligent driving, in particular to a man-machine co-driving auxiliary control method and device, a vehicle and a storage medium. The main steps of the foregoing method include: determining a reference driving parameter of a lane corresponding to real-time position information of a vehicle based on the real-time position information; displaying visual guidance information according to the reference driving parameter; obtaining an actual longitudinal control parameter applied to the vehicle by a driver based on the visual guidance information; and when the actual longitudinal control parameter is not zero and the value is less than the reference longitudinal control parameter, performing longitudinal acceleration compensation or braking compensation on the vehicle. By determining the reference driving parameter based on the real-time position information and displaying the visual guidance information, the cognitive threshold of track driving is reduced. By providing longitudinal compensation when the driver's operation is insufficient, the driver can obtain a lap time performance close to that of a professional driver without professional training, thereby improving the racing experience.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and in particular to a human-machine co-driving assistance control method, device, vehicle, and storage medium. Background Technology

[0002] With the development of automotive sensor technology and augmented reality display technology, driver assistance systems for track scenarios have gradually become a research hotspot in the field of high-performance vehicles. Currently, various track assistance solutions have emerged in related technologies.

[0003] For example, some solutions use telemetry data analysis systems to record a vehicle's lap times, cornering speeds, and racing lines on the track, providing drivers with data review and performance analysis after the race. Other solutions use tactile or vibration feedback devices (such as seat or steering wheel vibrations) to warn the driver when the vehicle exhibits lateral drift or understeer, alerting them to potential problems with their current operation.

[0004] However, the above solutions only provide post-race analysis and cannot provide real-time and effective assistance during driving. On the other hand, they only provide warnings during driving but do not tell you how to correct your actions. Neither of these solutions allows ordinary users to fully utilize the vehicle's performance under safe conditions, thus reducing the competitive fun of racing games. Summary of the Invention

[0005] Therefore, it is necessary to provide a human-machine co-driving assistance control method, device, vehicle, and storage medium to address at least one of the aforementioned technical problems.

[0006] In a first aspect, embodiments of this application provide a human-machine co-driving assistance control method, the method comprising: Based on the vehicle's real-time location information, the reference driving parameters corresponding to the real-time location information are determined. The reference driving parameters are ideal driving parameters preset for the current track, and the reference driving parameters include reference driving trajectory and reference longitudinal control parameters. Visual guidance information is displayed based on reference driving parameters; Acquire the actual longitudinal control parameters applied to the vehicle by the driver based on visual guidance information; When the actual longitudinal control parameter is not zero and its value is lower than the reference longitudinal control parameter, longitudinal compensation is performed on the vehicle to make the compensated longitudinal control parameter approach the reference longitudinal control parameter; the longitudinal compensation is acceleration compensation or braking compensation.

[0007] In some embodiments, displaying visual guidance information based on reference driving parameters includes the following steps: A first guide line is generated based on the reference driving trajectory; Determine the degree of deviation between the vehicle's current driving trajectory and the reference driving trajectory; A second guide line is generated based on the degree of deviation; the display pattern of the second guide line changes dynamically with the degree of deviation. Determine the projection position of the real road within the display interface in front of the driver's field of vision, and associate the projection position with the trajectory of the first guide line and the trajectory of the second guide line; Based on the relationship, the first guide line and the second guide line are displayed in the display interface.

[0008] In some embodiments, displaying visual guidance information based on reference driving parameters further includes the following steps: Determine the braking initiation position based on the reference driving trajectory and the preset target speed curve; When the distance between the vehicle and the braking start position is less than a preset distance, a braking point warning sign is generated, and the display form of the braking point warning sign changes dynamically as the distance between the vehicle and the braking start position decreases. Based on the reference longitudinal control parameters, determine the longitudinal control warning sign; the longitudinal control warning sign may be an acceleration warning sign or a braking force suggestion sign. The braking point indicator and longitudinal control indicator are displayed on the screen in the driver's forward field of vision.

[0009] In some embodiments, longitudinal acceleration compensation or braking compensation for the vehicle includes the following steps: Obtain the driver's selected level of assistance; The upper limit ratio of the positively correlated longitudinal compensation is determined based on the auxiliary intensity level; The vehicle is subjected to longitudinal acceleration or braking compensation based on the upper limit ratio.

[0010] In some embodiments, longitudinal acceleration compensation or braking compensation for the vehicle includes the following steps: Determine the deviation between the actual longitudinal control parameters and the reference longitudinal control parameters; The longitudinal compensation amount is determined based on the deviation value, and acceleration compensation or braking is output linearly according to the preset compensation gradient.

[0011] In some embodiments, the human-machine co-driving assistance control method further includes: Record the frequency of longitudinal compensation triggered by the vehicle within a preset range at the same location; If the frequency is lower than the preset threshold and continues for a preset number of times, the assistance intensity level will be reduced.

[0012] In some embodiments, the human-machine co-driving assistance control method further includes: Determine the lateral offset between the vehicle's current trajectory and the reference trajectory; When the lateral offset exceeds a preset threshold, the target steering direction for reducing the lateral offset is determined. Depending on the target steering direction, braking force is applied to the wheels on the inside or outside of the vehicle's steering path to generate a yaw moment in the target steering direction.

[0013] In a second aspect, embodiments of this application provide a human-machine co-driving assistance control device, the device comprising: The determination module is used to determine the reference driving parameters corresponding to the real-time location information of the vehicle. The reference driving parameters are the ideal driving parameters preset for the current track, including the reference driving trajectory and the reference longitudinal control parameters. The guidance module is used to display visual guidance information based on reference driving parameters; The acquisition module is used to acquire the actual longitudinal control parameters applied to the vehicle by the driver; The compensation module is used to perform longitudinal compensation on the vehicle when the actual longitudinal control parameter is not zero and the value is lower than the reference longitudinal control parameter, so that the compensated longitudinal control parameter approaches the reference longitudinal control parameter; the longitudinal compensation is acceleration compensation or braking compensation.

[0014] In a third aspect, embodiments of this application provide a vehicle including a controller and a display; wherein the controller is used to implement the steps of the human-machine co-driving assistance control method provided in any embodiment of the first aspect of this application, and the display is used to display visual guidance information.

[0015] In a fourth aspect, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the human-machine co-driving assistance control method provided in any embodiment of the first aspect of this application.

[0016] The aforementioned human-machine co-driving assistance control method, device, vehicle, and storage medium, by determining reference driving parameters based on real-time location information and displaying visual guidance information, can solve the problem that ordinary drivers do not know where to brake or accelerate, thus lowering the cognitive threshold for track driving. By providing longitudinal compensation when the driver's operation is insufficient, the actual longitudinal control parameters are made closer to the reference longitudinal control parameters, which can preserve the driver's active participation and enable the driver to achieve lap times close to those of professional drivers without professional training, thereby enhancing the racing experience. Attached Figure Description

[0017] Figure 1 This is a diagram illustrating the application environment of the human-machine co-driving assistance control method in some embodiments; Figure 2 This is a flowchart illustrating the human-machine co-driving assistance control method in some embodiments; Figure 3 This is a flowchart illustrating the steps involving the first guide line and the second guide line in some embodiments; Figure 4 This is a flowchart illustrating the steps involving braking point indication and longitudinal control indication in some embodiments; Figure 5 This is a flowchart illustrating the auxiliary strength level steps in some embodiments; Figure 6 This is a flowchart illustrating the gradient compensation step in some embodiments; Figure 7 This is a flowchart illustrating the yaw moment steps in some embodiments; Figure 8 This is a structural block diagram of the human-machine co-driving assistance control device in some embodiments; Figure 9 The diagram shows the structural block diagram of the vehicle in some embodiments. Detailed Implementation

[0018] To make the technical solutions and advantages of this application clearer, the embodiments and related technical content of this application will be further described in detail below with reference to the accompanying drawings and text description. It should be understood that the embodiments described below are only used to explain the technical solutions of the embodiments of this application and are not intended to limit more possible implementations of this application.

[0019] It should be noted that, in the description of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0020] For ease of understanding, Figure 1 An application environment is illustrated, in which controller 110 is built into vehicle 120 to execute the steps of a human-machine co-driving assistance control method. During execution, controller 110 can communicate with other devices or modules in vehicle 120 via a network to obtain data related to assistance control sent by other devices or modules installed on vehicle 120. Controller 110 can be implemented using a standalone controller or a controller cluster consisting of multiple controllers.

[0021] The controller can be implemented using at least one of the following hardware forms: programmable logic array (PLA), field-programmable gate array (FPGA), digital signal processor (DSP), application-specific integrated circuit (ASIC), general-purpose processor, or other programmable logic device.

[0022] Of course, the human-machine co-driving assistance control method provided in this application embodiment can also be applied to more scenarios not shown in the figures.

[0023] In a first aspect, embodiments of this application provide a human-machine co-driving assistance control method, which is applied to Figure 1 In the application environment shown, it can be applied to Figure 1 Taking controller 110 as an example, in some embodiments, such as Figure 2 As shown, the human-machine co-driving assistance control method includes steps S210, S220, S230 and S240 that can be executed by the controller 110.

[0024] Step S210: Based on the vehicle's real-time location information, determine the reference driving parameters for the lane corresponding to the real-time location information.

[0025] Among them, the reference driving parameters are the ideal driving parameters preset for the current lane. The reference driving parameters include the reference driving trajectory and the reference longitudinal control parameters.

[0026] It should be noted that in this embodiment of the application, the current lane is mainly described using a racetrack as an example, but this solution can also be applied to other scenarios such as highways.

[0027] Specifically, reference driving parameters refer to the set of driving parameters retrieved from the preset optimal driving model during vehicle operation, based on the vehicle's current position on the track, to guide the driver or intelligent driving system in performing optimal driving operations.

[0028] The optimal driving model can be generated through simulation optimization by having a professional race car driver or intelligent driving system drive a specific car model on a pre-stored high-precision map of a mainstream track; alternatively, a personalized model of the track can be generated by having a professional race car driver or intelligent driving system drive a specific car model to complete a baseline lap on a regular track, and then generating the personalized model of that track through machine learning.

[0029] The optimal driving model can include: a reference driving trajectory, i.e., the coordinate sequence of the entry point, apex, and exit point of each corner; reference longitudinal control parameters, i.e., the optimal braking force before each corner and the recommended pedal opening value during the acceleration phase after exiting the corner; and a target speed curve, i.e., the theoretical maximum safe speed sequence at each point on the track. In addition, the optimal driving model can also include the optimal braking point before each corner, etc.

[0030] The reference driving trajectory is the theoretically optimal driving line, and the reference longitudinal control parameters are the theoretically optimal braking force or throttle opening.

[0031] Step S220: Display visual guidance information based on reference driving parameters.

[0032] Visual guidance information can refer to prompts that are presented in the driver's field of vision in the form of images, light strips, numbers, or dynamic graphics, and are used to indicate the optimal driving operation.

[0033] Specifically, visual guidance information can include a reference driving trajectory, a braking point countdown, and suggestions for throttle opening or braking force. This visual guidance information can be projected directly in the driver's field of vision, allowing the driver to access it without having to look down or to the side.

[0034] Step S230: Obtain the actual longitudinal control parameters applied to the vehicle by the driver based on visual guidance information.

[0035] Actual longitudinal control parameters refer to the quantified control signals generated by the driver pressing the brake pedal or accelerator pedal, such as the brake master cylinder pressure value or the accelerator pedal opening percentage.

[0036] The driver's operation data can be collected in real time using parameters such as pedal travel sensor and brake master cylinder pressure sensor at a frequency of not less than 100Hz, thereby obtaining the actual longitudinal control parameters.

[0037] Step S240: When the actual longitudinal control parameter is not zero and its value is less than the reference longitudinal control parameter, perform longitudinal acceleration compensation or braking compensation on the vehicle. Longitudinal compensation refers to the additional braking or driving force added by the intelligent driving system on top of the driver's existing operation, in order to make up for the insufficient intensity of the driver's operation.

[0038] Acceleration compensation may occur during the acceleration phase after exiting a corner, when the driver has pressed the accelerator but the opening is insufficient; the drive motor adds torque or opening based on the driver's request. Braking compensation may occur in the braking zone before entering a corner, when the driver has pressed the brake but the pressure is insufficient; the brake-by-wire system adds wheel cylinder pressure based on the driver's pedal travel. Acceleration compensation and braking compensation will not occur simultaneously.

[0039] In other embodiments, the actual longitudinal control parameters may be zero. For example, the driver may not depress the brake or accelerator pedals at all in a track position where braking or acceleration should be applied, meaning the driver has not applied any longitudinal control input. In this case, active safety intervention control can be implemented. Specifically, brake pressure can be actively established through brake-by-wire to decelerate the vehicle to a safe cornering speed, or appropriate driving force can be actively applied to avoid the risk of rear-end collisions caused by the vehicle slowing down too much. This reduces the risk of accidents caused by lack of intervention in track scenarios.

[0040] By determining reference driving parameters based on real-time location information and displaying visual guidance information, the problem of ordinary drivers not knowing where to brake or accelerate can be solved, thus lowering the cognitive threshold for track driving. By providing longitudinal compensation when the driver's operation is insufficient, the actual longitudinal control parameters are made closer to the reference longitudinal control parameters, which can preserve the driver's active participation and enable the driver to achieve lap times close to those of professional drivers without professional training, thus enhancing the racing experience.

[0041] In some embodiments, such as Figure 3 As shown, visual guidance information is displayed based on reference driving parameters, including steps S221 to S225.

[0042] Step S221: Generate the first guide line based on the reference driving trajectory.

[0043] The first guide line represents the theoretically optimal track line, which does not change with the vehicle's current driving state and serves as a visual reference scale for the ideal path.

[0044] Specifically, a reference driving trajectory can be extracted using a pre-stored high-precision track map and an optimal driving model. This trajectory includes the coordinate sequence of the entry point, apex, and exit point of each curve, generating a continuous guide line as the standard trajectory that the driver should follow. The first guide line can be fixed in blue or white.

[0045] Step S222: Determine the degree of deviation between the vehicle's current driving trajectory and the reference driving trajectory.

[0046] Deviation refers to the quantified spatial difference between the vehicle's current actual driving trajectory and a reference driving trajectory, usually expressed as lateral distance or angular deviation. Deviation reflects the gap between the driver's operation and the ideal driving line.

[0047] Specifically, the real-time position and heading angle of the vehicle can be obtained through a high-precision positioning module, compared with the coordinates of the corresponding points on the reference driving trajectory, and the lateral distance of the vehicle deviating from the reference driving trajectory can be calculated to form a continuously changing numerical sequence.

[0048] Step S223: Generate a second guide line based on the deviation value.

[0049] The display shape of the second guide line changes dynamically with the degree of deviation.

[0050] The second guide line is a dynamic visual indicator line that changes in real time according to the degree of vehicle deviation. Its display status is related to the degree of deviation, used to provide feedback to the driver on the difference between the current operation and the ideal driving line, serving as a progressive warning. The display status of the second guide line can include color, brightness, line type, etc.

[0051] For example, when the vehicle closely follows the first guide line corresponding to the reference driving trajectory, the second guide line is displayed in green; when the deviation increases to exceed the first threshold (e.g., 0.3 meters), the second guide line is displayed in yellow; when the deviation exceeds the second threshold (e.g., 0.6 meters), the second guide line is displayed in red. Through continuously changing visual feedback, the driver can intuitively judge the degree of deviation based on the color and actively correct it.

[0052] Step S224: Determine the projection position of the real road in the display interface in front of the driver's field of vision, and associate the projection position with the trajectory of the first guide line and the trajectory of the second guide line.

[0053] Step S225: Based on the association relationship, display the first guide line and the second guide line in the display interface.

[0054] The projected position refers to the two-dimensional pixel coordinates on the display interface corresponding to the three-dimensional spatial coordinates of the real road after coordinate transformation. The process of associating the projected position with the guide line trajectory is essentially establishing a spatial binding relationship between the virtual guide line and the real road.

[0055] Specifically, images of the road ahead can be acquired using an onboard camera. Combined with the vehicle's pose information, perspective projection transformation is used to calculate the display coordinates of each point on the road in each frame. Then, the trajectory points of the first and second guide lines are mapped onto these coordinates, ensuring that the guide lines are aligned with their corresponding positions on the real road during display. Regardless of the vehicle's movement, the guide lines always maintain spatial consistency with the road surface.

[0056] For example, an augmented reality head-up display (AR-HUD) or virtual imaging plane can be used to project the first and second guide lines onto the vehicle's windshield and align them with their physical positions on the road ahead. The driver can obtain complete routing guidance information without looking down at the instrument panel or side displays, keeping their eyes always forward.

[0057] The first guide line provides a consistently stable ideal path reference, while the second guide line reflects the real-time difference between the vehicle's current position and the ideal path. The separation of static reference and dynamic feedback is achieved through the first and second guide lines. At the same time, by progressively changing the display status of the second guide line according to the degree of deviation, the effectiveness of the warning and the driver's acceptance can be improved.

[0058] In some embodiments, such as Figure 4 As shown, displaying visual guidance information based on reference driving parameters may also include steps S225 to S228.

[0059] Step S225: Determine the braking start position based on the reference driving trajectory and the preset target speed curve.

[0060] The target speed curve includes the theoretical maximum safe speed at every point on the track. The braking initiation position refers to the spatial position at which the brake pedal should theoretically be depressed before the vehicle enters a curve, calculated based on the current vehicle speed, the target entry speed, and the vehicle's braking capacity.

[0061] The braking start position at the same corner entry point may change at different times depending on factors such as current vehicle speed and road surface adhesion coefficient.

[0062] Step S226: When the distance between the vehicle and the braking start position is less than a preset distance, a braking point warning sign is generated, and the display form of the braking point warning sign changes dynamically as the distance between the vehicle and the braking start position decreases.

[0063] Braking point indicator refers to a visual element displayed in the driver's field of vision to indicate that the braking point is about to be reached. Its specific form can be countdown numbers, progress bars, light strips or dynamic graphics, etc.

[0064] For example, when the vehicle is less than 100 meters from the braking initiation point (i.e., a preset distance), a braking point warning sign is generated and displayed. As the vehicle approaches the braking initiation point, the warning sign dynamically changes in the following ways: a countdown number decreases from "100m, 80m, 60m..."; or the light band gradually narrows from both ends towards the center; or the color gradually changes from green to yellow and then to red. When the vehicle reaches the braking initiation point exactly, the warning sign reaches its strongest visual state, such as flashing red or a full-scale light band, clearly informing the driver that braking can be initiated, thus allowing the driver to anticipate the braking opportunity in time.

[0065] Step S227: Determine the longitudinal control prompt indicator based on the reference longitudinal control parameters.

[0066] Among them, the longitudinal control prompt sign is either an acceleration prompt sign or a braking force suggestion sign.

[0067] Longitudinal control indicator signs are visual elements used to indicate to the driver how much braking force or throttle opening should be applied. They can take the form of progress bars, percentage numbers, or curved light strips.

[0068] For example, when the vehicle enters the braking zone, a braking force suggestion indicator can be displayed on the HUD based on the ideal braking pressure value in the reference longitudinal control parameters. This could be a horizontally filled progress bar, with the fill ratio representing the percentage of the suggested braking pressure relative to the maximum braking pressure. When the vehicle enters the acceleration phase after exiting a corner, an acceleration prompt indicator is switched on, such as an arc-shaped light strip or a percentage number, representing the suggested throttle opening. In this way, the driver not only knows when to brake or accelerate but also how much force to apply, improving the driver's experience and acceptability.

[0069] Step S228: Display the braking point indicator and the longitudinal control indicator on the display interface in the driver's forward field of vision.

[0070] Specifically, an AR-HUD can project braking point indicators and longitudinal control indicators onto the windshield, overlaying them onto the real road scene. The braking point indicators can be displayed above the road surface or at the road edge; the longitudinal control indicators can be displayed in a fixed area within the driver's field of vision, such as below the windshield, allowing the driver to obtain information without looking down or to the side.

[0071] By dynamically changing the braking initiation position and braking point indicator, the system provides drivers with clear, intuitive, and predictable information on braking timing. Braking force suggestion indicators and acceleration indicator indicators allow drivers to visually compare their pedal depth with the suggested values ​​and proactively adjust accordingly. By displaying both braking and longitudinal control indicator indicators directly in the driver's forward field of vision, the system minimizes the safety risks associated with shifting gaze, ensuring driving safety.

[0072] In other embodiments, in addition to displaying visual guidance information, information can also be conveyed to the driver simultaneously or selectively through multimodal cues such as auditory and tactile cues. In high-speed driving scenarios on a racetrack, a single visual guidance may still cause the driver to miss some cues due to focusing on a point ahead. Therefore, using multimodal redundant cues can significantly improve the information delivery rate and driving safety.

[0073] For example, when the vehicle reaches the braking initiation position, the system announces "Brake"; when accelerating out of a corner, it announces "Accelerate". These short, standardized voice commands, issued simultaneously with visual cues on the HUD, create a dual reminder.

[0074] For example, when the vehicle's current trajectory deviates from the reference trajectory by more than a first threshold, directional tactile feedback can be provided via vibrators on the left or right side of the driver's seat. Specifically, the right side of the seat vibrates when deviating to the right, and the left side vibrates when deviating to the left. Visual guidance information is susceptible to interference from sunlight and road surface color, while redundant tactile feedback can compensate for these deficiencies.

[0075] Multimodal redundancy prompts can select one or more prompt channels for combined output based on the urgency of the information, the driver's attention level, and the characteristics of the current scene. This application does not impose any restrictions on this.

[0076] It should be noted that there is no specific order between steps S221 to S224 and steps S225 to S228. Furthermore, the controller may execute steps S221 to S224, steps S225 to S228, or steps S221 to S228 simultaneously.

[0077] In some embodiments, such as Figure 5 As shown, performing longitudinal acceleration compensation or braking compensation on the vehicle may include steps S510 to S530.

[0078] Step S510: Obtain the driver's selected level of assistance intensity.

[0079] The assistance level refers to a multi-level setting value used to control the degree of intervention by the intelligent driving system, which is actively selected by the driver or recommended and confirmed by the intelligent driving system. The assistance level reflects the level of assistance that the driver currently expects.

[0080] Specifically, the assistance levels include, but are not limited to, four levels: L3 (full assistance), L2 (semi-assistance), L1 (guided only), and L0 (off). Drivers can switch between assistance levels before or during driving using steering wheel buttons, the central touchscreen, or voice commands. For example, a driver new to the track can choose L3 (full assistance) for maximum system support; a more experienced driver can choose L2 (semi-assistance) to retain more autonomy; an experienced driver can choose L1 (guided only), where the intelligent driving system only displays visual information and does not perform longitudinal compensation; and a professional driver can choose L0 (off), where the intelligent driving system provides no assistance whatsoever.

[0081] Step S520: Determine the upper limit ratio of the positively correlated longitudinal compensation based on the auxiliary strength level.

[0082] Among them, the higher the auxiliary strength level, the higher the upper limit of the longitudinal compensation ratio.

[0083] The upper limit ratio refers to the maximum percentage of additional compensation allowed by the system when performing longitudinal compensation, relative to the total compensation required to reach the reference longitudinal control parameters. The level of assistance intensity is positively correlated with the upper limit ratio; that is, the higher the level of assistance intensity, the deeper the intervention of the intelligent driving system, and the higher the upper limit ratio.

[0084] Specifically, the upper limit for L3 (full assistance) is 100%. The intelligent driving system fully compensates for the driver's actions to the reference longitudinal control parameters; the upper limit for L2 (semi-assistance) is 50%. The intelligent driving system only compensates for half of the deviation; the upper limit for L1 (guidance only) is 0%. The intelligent driving system does not perform any longitudinal compensation and only provides visual guidance information; L0 (off) has no compensation function, and visual guidance can also be turned off.

[0085] Step S530: Perform longitudinal acceleration compensation or braking compensation on the vehicle based on the upper limit ratio.

[0086] In actual implementation of longitudinal compensation, the amount of longitudinal compensation is limited to the product of the deviation value and the upper limit ratio.

[0087] For example, the reference braking pressure for a certain curve is 60 bar, and the driver actually applies 30 bar, resulting in a deviation of 30 bar. At L3 (full assistance) level, the intelligent driving system compensates for 30 bar, bringing the total pressure to 60 bar; at L2 (semi-assistance) level, the system compensates for only 15 bar, bringing the total pressure to 45 bar.

[0088] By allowing drivers to actively select the level of assistance, drivers of different skill levels can choose the appropriate level of assistance based on their own needs and expectations. This fully respects the driver's right to choose and driving preferences, and makes the same system suitable for users of all skill levels, from novice to professional drivers. Through the positive correlation between the level of assistance and the upper limit of longitudinal compensation, the level of assistance is quantifiable and adjustable. Drivers can gradually reduce the intervention of the intelligent driving system in longitudinal operation while maintaining the same HUD visual guidance, achieving a smooth transition from system assistance to autonomous driving.

[0089] In some embodiments, such as Figure 6 As shown, performing longitudinal acceleration compensation or braking compensation on the vehicle may also include steps S610 and S620.

[0090] Step S610: Determine the deviation between the actual longitudinal control parameters and the reference longitudinal control parameters.

[0091] The deviation value refers to the difference between the longitudinal control parameters actually applied by the driver and the reference longitudinal control parameters. This deviation value quantifies the degree of driver under-operation.

[0092] Specifically, the driver's actual braking pressure or throttle opening can be collected in real time at a frequency of no less than 100Hz and compared with the reference longitudinal control parameters corresponding to the current track position to calculate the deviation value. For example, before a certain curve, if the reference braking pressure is 60 bar and the driver's actual braking pressure is 30 bar, then the deviation value ΔP = 60 - 30 = 30 bar.

[0093] Step S620: Determine the longitudinal compensation amount based on the deviation value, and output acceleration compensation or braking compensation linearly according to the preset compensation gradient.

[0094] The compensation gradient refers to the rate at which the compensation amount increases per unit time during longitudinal compensation. A smaller compensation gradient results in a smoother compensation process, reducing the abruptness felt by the driver; a larger compensation gradient leads to a more rapid compensation and a faster response, but may cause discomfort. The compensation gradient can be finely calibrated to ensure a smooth and abrupt compensation process.

[0095] Linear output means that during longitudinal compensation, the rate of change of the compensation amount is constant, that is, the compensation gradient remains unchanged, so that the changes in vehicle deceleration or acceleration are smooth and predictable, avoiding the sense of loss of control that may be caused by nonlinear output.

[0096] By designing a compensated gradient and linear output, the abruptness and human-machine interaction issues that might arise from vertical compensation are resolved.

[0097] In some embodiments, the human-machine co-driving assistance control method may further include the following steps: recording the frequency of longitudinal compensation triggered by the vehicle within a preset range at the same location; if the frequency is lower than a preset threshold and continues for a preset number of times, then reducing the assistance intensity level.

[0098] The preset range for the same location refers to an area on the track with a certain degree of spatial tolerance, rather than a strictly single coordinate point. Because the vehicle's trajectory, braking point, and corner exit point naturally fluctuate during track driving, limiting the same location to a preset range can prevent inaccurate data recording due to minor positional deviations.

[0099] Because each corner on the track has independent geometric characteristics (such as radius of curvature, corner angle, gradient, etc.) and driving requirements, drivers' skill levels often vary on different corners. Therefore, recording the frequency of longitudinal compensation triggering at the same location can more accurately assess a driver's skill level on each specific corner.

[0100] The higher the frequency of longitudinal compensation triggering, the more frequently the driver's operation is insufficient and the lower the level of skill mastery; the lower the frequency, the more capable the driver is of independently completing the optimal operation.

[0101] Specifically, a sliding window mechanism can be used to record the compensation triggering status of the most recent N (e.g., the most recent 10) times when passing through the same curve. For example, if the driver triggered braking compensation twice in the most recent 10 times when passing through curve T1, the triggering frequency is 20%; if the driver triggered acceleration compensation seven times in the most recent 10 times when passing through curve T2, the triggering frequency is 70%.

[0102] The preset threshold is a pre-defined frequency threshold used to determine whether a driver has mastered the course. This threshold can be adjusted based on the user's driving goals or default settings. When a driver repeatedly passes the same curve, and the percentage of times compensation is triggered is lower than the preset threshold, the system considers the driver's maneuvering on that curve to be sufficiently precise, and can attempt to reduce the assistance.

[0103] The preset number of times is the period during which the frequency is lower than a preset threshold. For example, a downgrade will only be triggered if the frequency is lower than the preset threshold when the driver passes through the same curve 3 or 5 times in a row.

[0104] Reducing the level of assistance can be done through proactive suggestions or automatic gradual reduction. In the proactive suggestion mode, a downgrade suggestion is pushed to the driver via text prompts or voice broadcasts on the HUD, and the driver can manually confirm and adjust the level. In the automatic gradual reduction mode, the assistance level can be automatically reduced based on the driver's current or preset automatic mode, and the downgrade information will be displayed on the HUD.

[0105] It should be noted that the downgrade operation can be global, that is, the assistance level of all corners on the entire track is reduced uniformly, or it can be corner-selective, that is, only the assistance intensity of corners that have been mastered is reduced, while the assistance level of other corners remains unchanged.

[0106] Meeting frequency targets ensures that drivers perform well enough within the current statistical period, while continuously setting preset frequency limits prevents hasty downgrading based on a single excellent performance, ensuring the stability and repeatability of user performance. This dual verification mechanism encourages user growth while avoiding the safety risks that may arise from premature downgrading.

[0107] In some embodiments, such as Figure 7 As shown, the human-machine co-driving assistance control method may further include steps S710 to S730.

[0108] Step S710: Determine the lateral offset between the vehicle's current driving trajectory and the reference driving trajectory.

[0109] Lateral offset refers to the shortest vertical distance from the vehicle's current position to a reference trajectory, usually measured in meters. Lateral offset reflects the degree to which the driver deviates from the ideal driving line in terms of lateral control and is an indicator of the driver's steering precision. The sign of the lateral offset can indicate the direction of deviation; for example, positive indicates deviating to the left, and negative indicates deviating to the right.

[0110] Specifically, a high-precision positioning module can obtain the vehicle's real-time position coordinates at the centimeter level, and simultaneously query the coordinates of a reference point at the corresponding arc length position on the reference driving trajectory to calculate the perpendicular distance from the vehicle's position to the reference trajectory. For example, at the apex of a right bend, the reference trajectory is located inside the track, while the vehicle's actual driving trajectory deviates from the track's outer edge, resulting in a calculated lateral offset of 0.6 meters (to the right). The calculation frequency for this lateral offset can be no less than 100Hz to ensure real-time tracking of the vehicle's dynamics.

[0111] Step S720: When the lateral offset exceeds a preset threshold, determine the target steering direction to reduce the lateral offset.

[0112] The preset threshold is a pre-defined critical value for determining whether a vehicle has deviated excessively from its ideal racing line by a certain lateral deviation. This threshold can be dynamically adjusted based on factors such as track width, curve curvature, and vehicle speed.

[0113] For example, the preset threshold can be set to 0.5 meters to 1 meter. When the lateral offset is less than this threshold, it indicates that the vehicle is still within the acceptable driving range, and the intelligent driving system does not intervene; when the lateral offset exceeds this threshold, it indicates that the vehicle is about to deviate too far from the ideal driving line, and the intelligent driving system can trigger lateral assist.

[0114] The target steering direction refers to the direction the vehicle should turn in order to reduce lateral offset and return the vehicle to its reference trajectory. The target steering direction is opposite to the offset direction. If the lateral offset is positive, a left turn is required; if the lateral offset is negative, a right turn is required.

[0115] Step S730: Apply braking force to the wheels on the inside or outside of the vehicle's steering direction, depending on the target steering direction, so that the vehicle generates a yaw moment toward the target steering direction.

[0116] The inner and outer wheels refer to the positional relationship of a vehicle relative to the turning center during a turn. Taking a right turn as an example, when a vehicle turns right, the turning center is on the right side of the vehicle. In this case, the right-hand wheels are the inner wheels, and the left-hand wheels are the outer wheels.

[0117] Specifically, depending on the target steering direction and the current turning direction, braking force is applied to either the inner or outer wheels to generate the desired yaw moment. Applying braking force to the right wheel generates a yaw moment to the left, while applying braking force to the left wheel generates a yaw moment to the right. This differentiated braking method provides lateral assistance without turning the steering wheel, thus fully preserving the driver's steering control.

[0118] For vehicles equipped with torque vectoring control systems, braking force can be applied to the inner wheels while driving force is increased to the outer wheels, further increasing the yaw moment and making the steering response more rapid.

[0119] By generating yaw moment through lateral offset detection and differentiated braking, lateral assistance without active steering is achieved. Compared with the active steering control of fully autonomous racing cars, this can retain the driver's steering control and avoid the loss of human-machine confrontation and driving pleasure.

[0120] In some embodiments, the human-machine co-driving assistance control method may further include the following steps: estimating the road surface adhesion coefficient in real time using rain sensors, tire temperature sensors, etc.; and dynamically reducing the speed parameter in the target speed curve, providing early braking suggestions, and limiting the maximum amplitude of throttle compensation when a slippery road surface or low temperature is detected. This ensures safe guidance and assistance even on slippery tracks, preventing loss of control due to the continuation of dry-driving habits.

[0121] In some embodiments, the human-machine co-driving assistance control method may further include the following steps: estimating tire status in real time using signals such as wheel speed difference and lateral acceleration response; and actively limiting the upper limit of longitudinal compensation when a decrease in tire grip is detected. This is combined with HUD display and voice prompts to alert the driver and provide preventative safety protection.

[0122] In some embodiments, the human-machine co-driving assistance control method may further include the following steps: when the driver's operation significantly exceeds the safety boundary, such as braking too late or the entry speed into the curve being more than 20% higher than the reference acceleration parameter, the intelligent driving system actively applies the brakes, and combines the red flashing of the HUD and voice prompts to avoid driving accidents.

[0123] In some embodiments, the human-machine co-driving assistance control method may further include the following steps: sensing surrounding vehicles through sensors such as millimeter-wave radar and cameras, dynamically adjusting the reference driving trajectory, and avoiding slower vehicles; if the distance between the vehicle and the vehicle in front is too close, suppressing acceleration compensation to avoid collisions with other vehicles and ensuring driving safety on open tracks or when multiple people are on the same track.

[0124] It should be understood that, although Figures 2 to 7The steps in the flowchart are shown sequentially according to the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Figures 2 to 7 Unless otherwise expressly stated herein, the steps illustrated and other steps involved in the embodiments are not subject to strict order restrictions and may be performed in other orders. Furthermore, at least some steps in the foregoing embodiments may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but may be performed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but may be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0125] In a second aspect, embodiments of this application provide a human-machine co-driving assistance control device, such as... Figure 8 As shown, the human-machine co-driving assistance control device 800 includes: a determination module 810, a guidance module 820, an acquisition module 830, and a compensation module 840.

[0126] The determination module 810 is used to determine the reference driving parameters corresponding to the real-time location information of the vehicle. The reference driving parameters are ideal driving parameters preset for the current track, and the reference driving parameters include reference driving trajectory and reference longitudinal control parameters. The guidance module 820 is used to display visual guidance information based on reference driving parameters; The acquisition module 830 is used to acquire the actual longitudinal control parameters applied to the vehicle by the driver. The compensation module 840 is used to perform longitudinal compensation on the vehicle when the actual longitudinal control parameter is not zero and the value is lower than the reference longitudinal control parameter, so that the compensated longitudinal control parameter approaches the reference longitudinal control parameter; the longitudinal compensation is acceleration compensation or braking compensation.

[0127] In some embodiments, the guide module 820 further includes: The first guiding unit (not shown) is used to generate a first guiding line based on a reference driving trajectory; Deviation determination unit (not shown) determines the degree of deviation between the vehicle's current driving trajectory and the reference driving trajectory; The second guide unit (not shown) is used to generate a second guide line based on the degree of deviation; the display status of the second guide line changes dynamically with the degree of deviation. The first display unit (not shown) is used to display the first guide line and the second guide line in the driver's field of vision at a position corresponding to the actual road.

[0128] In some embodiments, the guide module 820 further includes: The braking indicator determination unit (not shown) is used to determine the braking start position based on the reference driving trajectory and the preset target speed curve; The braking generation unit (not shown) is used to generate a braking point warning sign when the distance between the vehicle and the braking start position is less than a preset distance, and the display status of the braking point warning sign changes dynamically as the distance between the vehicle and the braking start position decreases. The longitudinal control prompt determination unit (not shown) allows the user to determine the longitudinal control prompt indicator based on reference longitudinal control parameters; the longitudinal control prompt indicator may be an acceleration prompt indicator or a braking force suggestion indicator. The second display unit (not shown) is used to display the braking point indicator and the longitudinal control indicator in the driver's direct line of sight.

[0129] In some embodiments, the compensation module 840 further includes: The level acquisition unit (not shown) is used to acquire the level of assistance intensity selected by the driver; The upper limit determination unit (not shown) is used to determine the upper limit ratio of longitudinal compensation based on the auxiliary strength level; wherein, the higher the auxiliary strength level, the higher the upper limit ratio of longitudinal compensation. The longitudinal compensation unit (not shown) is used to perform longitudinal compensation on the vehicle based on the upper limit ratio.

[0130] In some embodiments, the compensation module 840 further includes: The deviation value determination unit (not shown) is used to determine the deviation value between the actual longitudinal control parameter and the reference longitudinal control parameter. The linear output unit (not shown) is used to determine the longitudinal compensation amount based on the deviation value and output the longitudinal compensation linearly according to the preset compensation gradient.

[0131] In some embodiments, the human-machine co-driving assistance control device 800 further includes: The recording module (not shown) is used to record the frequency of longitudinal compensation triggered by the vehicle at the same position; The downgrade module (not shown) is used to reduce the assistance intensity level if the frequency is lower than a preset threshold and continues for a preset number of times.

[0132] In some embodiments, the human-machine co-driving assistance control device 800 further includes: The lateral offset determination module (not shown) is used to determine the lateral offset between the vehicle's current driving trajectory and the reference driving trajectory; The direction determination module (not shown) is used to determine the target turning direction to reduce the lateral offset when the lateral offset exceeds a preset threshold. The lateral compensation module (not shown) is used to apply braking force to the wheels on the inside or outside of the vehicle's steering direction, depending on the target steering direction, so that the vehicle generates a yaw moment in the target steering direction.

[0133] For further specific limitations regarding the human-machine co-driving assistance control device, please refer to the limitations of the human-machine co-driving assistance control method above. The human-machine co-driving assistance control device can also be used to execute more steps of the human-machine co-driving assistance control method in the embodiments of this application, which will not be repeated here. Each module in the above-mentioned human-machine co-driving assistance control device can be implemented entirely or partially through software, hardware, or a combination thereof. Each module can be embedded in or independent of the processor in a computer device in hardware form, or it can be stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0134] In a third aspect, embodiments of this application provide a vehicle that can, as Figure 9 As shown, the vehicle 120 includes a controller 110 and a display 130; wherein the controller 110 is used to perform the steps of the human-machine co-driving assistance control method provided in any embodiment of the first aspect of this application, and the display 130 is used to display visual guidance information.

[0135] In some alternative embodiments, the human-machine co-driving assistance control device 800 may be integrated into the controller 110; alternatively, the human-machine co-driving assistance control device 800 may be independent of the controller 110 and communicate with it via a network. This application does not impose any limitations on this.

[0136] In some optional embodiments, the controller 110 internally includes a processor, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The network interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements the human-machine co-driving assistance control method in any embodiment of this document.

[0137] Those skilled in the art will understand that Figure 9 The structure of the controller 110 shown is merely a block diagram of a portion of the structure related to the embodiments of this application, and does not constitute a limitation on the controller to which the embodiments of this application are applied. A specific controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0138] In a fourth aspect, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the human-machine co-driving assistance control method provided in any embodiment of the first aspect of this application.

[0139] The computer-readable storage medium may be, for example, Figure 9 The non-volatile storage medium in the controller 110 shown.

[0140] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The aforementioned computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments of this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0141] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0142] The above embodiments merely illustrate several implementation methods of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the appended claims.

Claims

1. A human-machine co-driving assisted control method, characterized in that, The method includes: Based on the vehicle's real-time location information, reference driving parameters for the lane corresponding to the real-time location information are determined; the reference driving parameters include a reference driving trajectory and reference longitudinal control parameters. Visual guidance information is displayed based on the reference driving parameters; Obtain the actual longitudinal control parameters applied to the vehicle by the driver based on the visual guidance information; When the actual longitudinal control parameter is not zero and its value is less than the reference longitudinal control parameter, longitudinal acceleration compensation or braking compensation is performed on the vehicle.

2. The method according to claim 1, characterized in that, The step of displaying visual guidance information based on the reference driving parameters includes: A first guide line is generated based on the reference driving trajectory; Determine the degree of deviation between the vehicle's current driving trajectory and the reference driving trajectory; A second guide line is generated based on the deviation value; the display shape of the second guide line changes dynamically with the change in the deviation value. Determine the projection position of the real road within the display interface in front of the driver's field of vision, and associate the projection position with the trajectory of the first guide line and the trajectory of the second guide line; Based on the aforementioned relationship, the first guide line and the second guide line are displayed within the display interface.

3. The method according to claim 1, characterized in that, The step of displaying visual guidance information based on the reference driving parameters further includes: The braking initiation position is determined based on the reference driving trajectory and the preset target speed curve; When the distance between the vehicle and the braking start position is less than a preset distance, a braking point warning sign is generated, and the display form of the braking point warning sign changes dynamically as the distance between the vehicle and the braking start position decreases. Based on the reference longitudinal control parameters, a longitudinal control prompt indicator is determined; the longitudinal control prompt indicator is an acceleration prompt indicator or a braking force suggestion indicator. The braking point indicator and the longitudinal control indicator are displayed on the display interface in the driver's forward field of vision.

4. The method according to claim 1, characterized in that, The longitudinal acceleration compensation or braking compensation for the vehicle includes: Obtain the driver's selected level of assistance; The upper limit ratio of the positively correlated longitudinal compensation is determined based on the auxiliary strength level; Based on the upper limit ratio, longitudinal acceleration compensation or braking compensation is performed on the vehicle.

5. The method according to claim 1 or 4, characterized in that, The longitudinal acceleration compensation or braking compensation for the vehicle includes: Determine the deviation between the actual longitudinal control parameter and the reference longitudinal control parameter; The longitudinal compensation amount is determined based on the deviation value, and the acceleration compensation or braking compensation is output linearly according to the preset compensation gradient.

6. The method according to claim 4, characterized in that, The method further includes: Record the frequency at which the vehicle triggers longitudinal compensation within a preset range at the same location; If the frequency is lower than a preset threshold and continues for a preset number of times, the level of assistance intensity will be reduced.

7. The method according to claim 1, characterized in that, The method further includes: Determine the lateral offset between the vehicle's current driving trajectory and the reference driving trajectory; When the lateral offset exceeds a preset threshold, a target steering direction to reduce the lateral offset is determined. According to the target steering direction, braking force is applied to the wheels on the inside or outside of the vehicle to generate a yaw moment in the target steering direction.

8. A human-machine co-driving assistance control device, characterized in that, The device includes: The determination module is used to determine reference driving parameters corresponding to the real-time location information of the vehicle; the reference driving parameters are ideal driving parameters preset for the current track, and the reference driving parameters include reference driving trajectory and reference longitudinal control parameters; The guidance module is used to display visual guidance information based on the reference driving parameters; The acquisition module is used to acquire the actual longitudinal control parameters applied to the vehicle by the driver; The compensation module is used to perform longitudinal compensation on the vehicle when the actual longitudinal control parameter is not zero and its value is lower than the reference longitudinal control parameter, so that the compensated longitudinal control parameter approaches the reference longitudinal control parameter; the longitudinal compensation is acceleration compensation or braking compensation.

9. A vehicle, characterized in that, The vehicle includes a controller and a display; wherein the controller is used to execute the human-machine co-driving assistance control method as described in claim 1, and the display is used to display visual guidance information.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

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