Personalized control method and device of vehicle operation system

Abstract

This application provides a personalized control method and apparatus for a vehicle operating system. The method involves acquiring basic operational force data of a target user during standardized vehicle control operations in a target vehicle; querying a preset ergonomic database based on the acquired user's basic attribute information and combining this data with the basic operational force data to determine an initial assist characteristic curve for the target user; controlling the vehicle operating system based on the initial assist characteristic curve; and updating and optimizing the initial assist characteristic curve in response to user adjustments or when the difference between the user's actual operational data and the expected operational data determined based on the initial assist characteristic curve exceeds a preset difference threshold. This results in an updated assist characteristic curve, which is then used to control the vehicle operating system. This approach helps improve personalized adjustment efficiency and driving experience.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a personalized control method and device for a vehicle operating system. Background Technology

[0002] In the simulation and adjustment scheme for steering feel of steer-by-wire systems, in order to solve the problem of loss of natural road feel due to the elimination of traditional mechanical connection, the general approach is to collect vehicle status data and steering system data in real time, calculate the basic feedback torque for providing stable basic feel and the road feel feedback torque for simulating road information transmission, and then dynamically arbitrate the mixing ratio of these two types of torques according to real-time operating conditions (such as vehicle speed), and finally synthesize a target torque command to output to the steering actuator motor.

[0003] The above processing method relies on a large amount of pre-set lookup data, parameterized models, and closed-loop control algorithms. This data may not be applicable to different drivers, affecting the driving experience.

[0004] In existing technologies, the system determines the basic weight of the road feel feedback torque by consulting a preset weighting table based on the current vehicle speed and the calculated feedforward torque value. This weighted weighting is then combined with the road feel switch coefficient set by the user through the interface to generate the target feedback torque, which is then used to drive the upper steering motor. However, this adjustment method also relies on a basic curve and preset data. To meet the adjustment needs of different users, a significant amount of adjustment time may be required to adapt to different user operating habits, resulting in low efficiency of personalized adjustments and impacting the driving experience. Summary of the Invention

[0005] In view of this, the purpose of this application is to provide a personalized control method and device for a vehicle operating system. In the initial stage, an initial assist characteristic curve that conforms to the user's operating habits is directly determined based on the basic operating force data of the target user and the user's basic attribute information. In subsequent driving processes, the initial assist characteristic curve is used as a basis for corresponding updates and adjustments. This can reduce the update steps to adapt to different user needs in subsequent updates, and help improve the efficiency of personalized adjustment and driving experience.

[0006] In a first aspect, embodiments of this application provide a personalized control method for a vehicle operating system, the personalized control method comprising: Acquire basic operational force data of the target user during the standardized vehicle control operation process of the target vehicle; Obtain the basic user attribute information of the target user; Based on the user's basic attribute information, a preset ergonomics database is queried, and combined with the basic operating force data, an initial assist characteristic curve for the target user is determined; the vehicle operating system of the target vehicle is controlled based on the initial assist characteristic curve. In response to a user's adjustment operation or a difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve exceeding a preset difference threshold, the initial assist characteristic curve is updated and optimized to obtain an updated assist characteristic curve, and the vehicle operating system is controlled based on the updated assist characteristic curve.

[0007] In one possible implementation, the vehicle control operation includes steering operation; the process of querying a preset ergonomic database based on the user's basic attribute information and combining it with the basic operating force data to determine an initial assist characteristic curve for the target user; and controlling the vehicle operating system of the target vehicle based on the initial assist characteristic curve, including: Based on the obtained correspondence between the steering wheel angle and steering torque of the target user during the steering operation, the user's basic force curve is determined; Based on the user's basic attribute information, a preset query ergonomics database is used to obtain the basic parameters of the steering assist characteristics corresponding to the user's basic attribute information. Based on the basic parameters of the steering assist characteristics and the user's basic force curve, the initial assist characteristic curve is determined, and the steering system of the target vehicle is controlled based on the initial assist characteristic curve.

[0008] In one possible implementation, determining the initial power assist characteristic curve based on the basic parameters of the steering assist characteristics and the user's basic force curve includes: Based on the basic assist gain coefficient in the basic parameters of the steering assist characteristics and the user's basic force curve, the basic assist curve is determined. The initial assist characteristic curve is determined by adjusting the gain slope of the basic assist curve at different vehicle speeds based on the variable gain base coefficient in the basic parameters of the steering assist characteristic.

[0009] In one possible implementation, the initial assist characteristic curve is updated and optimized through the following steps to obtain the updated assist characteristic curve: In response to the user's adjustment operation, determine the adjustment amount of the assist curve parameter corresponding to the adjustment operation; The initial assist characteristic curve is updated and optimized based on the adjustment amount to obtain the updated assist characteristic curve; The adjustment operation includes at least one of the following: Interface input adjustment operation and voice input adjustment operation.

[0010] In one possible implementation, the vehicle control operation includes steering operation; the initial power assist characteristic curve is updated and optimized through the following steps to obtain an updated power assist characteristic curve: The steering wheel angle and speed of the target user during the driving process, as well as the driver torque applied by the target user during the steering process, are obtained. The actual operation data of the user is determined based on the steering wheel angle, the rotation speed, and the driver's torque; Based on the initial power assist characteristic curve, current vehicle speed, steering wheel angle, and current steering angle slope, the expected operation data is determined; If the difference between the user's actual operation data and the expected operation data is greater than a preset difference threshold, the initial assist characteristic curve is fine-tuned using an optimization iterative algorithm based on the vehicle dynamics model and driving comfort evaluation index to obtain an updated assist characteristic curve.

[0011] In one possible implementation, the personalized control method further includes: Determine the updated adjustment parameters for the initial assist characteristic curve; Detect whether the initial assist characteristic curve meets the safety adjustment conditions after updating it based on the updated adjustment parameters; If the conditions are met, the initial assist characteristic curve is updated and optimized based on the updated adjustment parameters to obtain the updated assist characteristic curve; If not met, the initial assist characteristic curve is updated and optimized based on the upper limit adjustment parameter of the safety adjustment condition to obtain the updated assist characteristic curve. The safety adjustment conditions include at least one of the following: The updated assist curve has a transformation rate less than the allowable rate of change threshold, maintains monotonicity, and has a phase margin within a safe range.

[0012] In one possible implementation, the personalized control method further includes: In response to the vehicle driving mode adjustment operation, the initial assist characteristic curve is adjusted based on the vehicle adjustment parameters corresponding to the adjusted target driving mode to obtain the mode assist characteristic curve, and the vehicle operating system is controlled based on the mode assist characteristic curve.

[0013] In one possible implementation, the personalized control method further includes: In response to the target user driving another vehicle of the same brand as the target vehicle, log in to the target user's user account and synchronize the target user's initial power assist characteristic curve; Based on the initial assist characteristic curve and the system difference mapping parameters between the other vehicles and the target vehicle, the initial assist characteristic curve is adjusted to obtain the vehicle assist characteristic curve, and the vehicle operating system of the other vehicles is controlled based on the vehicle assist characteristic curve.

[0014] In one possible implementation, the vehicle control operation further includes at least one of the following: acceleration operation and braking operation.

[0015] In one possible implementation, the vehicle control operation includes acceleration; the initial assist characteristic curve is an initial acceleration response curve; the process of querying a preset ergonomic database based on the user's basic attribute information and combining it with the basic operating force data to determine the initial assist characteristic curve for the target user, and controlling the vehicle operating system of the target vehicle based on the initial assist characteristic curve, includes: Based on the obtained pedal operation feature data of the target user during the acceleration operation; Based on the target user's basic attribute information, a preset ergonomic database is queried, and combined with the pedal operation characteristic data, a personalized acceleration response curve for the target user is determined, and the vehicle's acceleration system is controlled based on the personalized acceleration response curve.

[0016] In one possible implementation, the vehicle control operation includes braking operation; the initial assist characteristic curve is an initial braking assist curve; the step of querying a preset ergonomic database based on the user's basic attribute information and combining it with the basic operating force data to determine the initial assist characteristic curve for the target user includes: Based on the obtained pedal force data of the target user during the braking process; Based on the target user's basic attribute information, a preset ergonomic database is queried, and combined with the pedal force data, a personalized braking assist curve is determined for the target user. The vehicle's braking system is then controlled based on the personalized braking assist curve.

[0017] Secondly, embodiments of this application also provide a personalized control device for a vehicle operating system, the personalized control device comprising: The basic operational force acquisition module is used to acquire basic operational force data of the target user during the standardized vehicle control operation process of the target vehicle; The attribute information acquisition module is used to acquire the basic user attribute information of the target user; The characteristic curve determination module is used to query a preset ergonomic database based on the user's basic attribute information obtained from the target user, and combine it with the basic operating force data to determine the initial assist characteristic curve for the target user; and control the vehicle operating system of the target vehicle based on the initial assist characteristic curve. The characteristic curve update module is used to update and optimize the initial assist characteristic curve in response to user adjustment operations or when the difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve is greater than a preset difference threshold, thereby obtaining an updated assist characteristic curve, and controlling the vehicle operating system based on the updated assist characteristic curve.

[0018] Thirdly, embodiments of this application also provide an electronic device, including: a processor, a storage medium, and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the storage medium via the bus, and the processor executes the machine-readable instructions to perform the steps of the personalized control method of the vehicle operating system as described in any of the first aspects.

[0019] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the personalized control method of the vehicle operating system as described in any of the first aspects.

[0020] The personalized control method and apparatus for a vehicle operating system provided in this application acquires basic operational force data of a target user during standardized vehicle control operations in a target vehicle; acquires basic user attribute information of the target user; queries a preset ergonomic database based on the acquired basic user attribute information, and determines an initial assist characteristic curve for the target user in conjunction with the basic operational force data; controls the vehicle operating system of the target vehicle based on the initial assist characteristic curve; and updates and optimizes the initial assist characteristic curve in response to user adjustment operations or when the difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve exceeds a preset difference threshold, resulting in an updated assist characteristic curve, and controls the vehicle operating system based on the updated assist characteristic curve. In this way, an initial assist characteristic curve conforming to the user's operating habits is directly determined in the initial stage based on the acquired basic operational force data and basic user attribute information of the target user, and corresponding updates and adjustments are made based on the initial assist characteristic curve during subsequent driving. This reduces the update steps required to adapt to different user needs in subsequent updates, helping to improve the efficiency of personalized adjustment and the driving experience.

[0021] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 A flowchart illustrating a personalized control method for a vehicle operating system provided in this application embodiment; Figure 2 This is a flowchart illustrating the characteristic curve optimization process provided in an embodiment of this application. Figure 3 A schematic diagram of the structure of a personalized control device for a vehicle operating system provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0025] First, the applicable scenarios for this application will be introduced. This application can be applied to the field of vehicle control technology.

[0026] In the simulation and adjustment scheme for steering feel of steer-by-wire systems, in order to solve the problem of loss of natural road feel due to the elimination of traditional mechanical connection, the general approach is to collect vehicle status data and steering system data in real time, calculate the basic feedback torque for providing stable basic feel and the road feel feedback torque for simulating road information transmission, and then dynamically arbitrate the mixing ratio of these two types of torques according to real-time operating conditions (such as vehicle speed), and finally synthesize a target torque command to output to the steering actuator motor.

[0027] The above processing method relies on a large amount of pre-set lookup data, parameterized models, and closed-loop control algorithms. This data may not be applicable to different drivers, affecting the driving experience.

[0028] In existing technologies, the system determines the basic weight of the road feel feedback torque by consulting a preset weighting table based on the current vehicle speed and the calculated feedforward torque value. This weighted weighting is then combined with the road feel switch coefficient set by the user through the interface to generate the target feedback torque, which is then used to drive the upper steering motor. However, this adjustment method also relies on a basic curve and preset data. To meet the adjustment needs of different users, a significant amount of adjustment time may be required to adapt to different user operating habits, resulting in low efficiency of personalized adjustments and impacting the driving experience.

[0029] Based on this, embodiments of this application provide a personalized control method for a vehicle operating system to improve personalized adjustment efficiency and driving experience.

[0030] Please see Figure 1 , Figure 1 This is a flowchart illustrating a personalized control method for a vehicle operating system provided in an embodiment of this application. Figure 1 As shown in the embodiments of this application, the personalized control method for a vehicle operating system includes: S101. Obtain basic operational force data of the target user during the standardized vehicle control operation process of the target vehicle.

[0031] S102. Based on obtaining the basic user attribute information of the target user; S103. Based on the user's basic attribute information, query the preset ergonomics database and combine it with the basic operating force data to determine the initial assist characteristic curve for the target user; control the vehicle operating system of the target vehicle based on the initial assist characteristic curve.

[0032] S104. In response to the user's adjustment operation or the difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve being greater than a preset difference threshold, the initial assist characteristic curve is updated and optimized to obtain an updated assist characteristic curve, and the vehicle operating system is controlled based on the updated assist characteristic curve.

[0033] This application provides a personalized control method for a vehicle operating system. In the initial stage, an initial assist characteristic curve that conforms to the user's operating habits is directly determined based on the basic operating force data and basic attribute information of the target user. In subsequent driving processes, the initial assist characteristic curve is used as a basis for corresponding updates and adjustments. This can reduce the update steps required to adapt to different user needs in subsequent updates, and help improve the efficiency of personalized adjustment and driving experience.

[0034] The exemplary steps of the embodiments of this application are described below: S101. Obtain basic operational force data of the target user during the standardized vehicle control operation process of the target vehicle.

[0035] In one possible implementation, it could be by guiding the target user to perform corresponding standardized operations in the target vehicle.

[0036] Here, vehicle control operations include at least one of steering operations, acceleration operations, and braking operations.

[0037] Firstly, when vehicle control operations include steering operations, the vehicle may be stationary or at extremely low speeds, with the engine started and the steering system powered on. The target user is guided via the in-vehicle infotainment system's display screen or voice prompts to turn the steering wheel smoothly and evenly to the left and right to specific angles, such as 90 degrees or 180 degrees each, at approximately 10-20 degrees per second, and this process is repeated several times to obtain basic operational force data from the target user in different steering directions.

[0038] Here, the steering torque applied by the target user can be collected in real time by a torque sensor installed on the steering column or steering tube column when the target user performs the above operation. At the same time, a steering wheel angle sensor collects steering wheel angle information synchronously.

[0039] Secondly, when vehicle control operations include braking, the system can prompt the user to further customize the brake pedal feel after the target user has collected basic operating force data corresponding to steering operations. The target user agrees via touchscreen or voice interaction and then enters the braking system customization process. The target vehicle is traveling at a low speed, such as 20 km / h, on a straight, safe, closed road or in a parking lot. The system guides the user through voice and visual prompts: "Please try to smoothly depress the brake pedal with different levels of force until the vehicle comes to a complete stop." The target user performs several braking operations from light to moderate force. The displacement sensor of the brake pedal module and the pressure sensor integrated on the pedal arm or brake master cylinder collect multiple sets of basic operating force data for "pedal travel - depressing force." Thirdly, when vehicle control operations include acceleration operations, after the target user has set and collected the basic operating force data corresponding to the steering operation, the system can prompt that the acceleration pedal feel can be further customized. The system guides the target user: "Please try pressing the accelerator pedal at different speeds and depths." The accelerator pedal position sensor collects data on the change of pedal travel over time and analyzes the target user's operating characteristics, such as the typical time required to go from releasing to full throttle and the preferred pedal opening during cruising, etc., based on basic operating force data.

[0040] In another possible implementation, the vehicle system can automatically collect basic operational force data of the target user during the vehicle operation process while the target user is driving the target vehicle.

[0041] Specifically, when vehicle control operations include steering operations, the system can record data such as steering torque and angle of the steering wheel naturally operated by the target user, without the target user's knowledge and under safe operating conditions (such as low-speed straight driving), through data collected by the system's sensors.

[0042] Furthermore, after obtaining the target user's basic operational ability data, the initial assistance characteristic curve can be customized for the target user by combining the target user's basic attribute information.

[0043] S102. Based on obtaining the basic user attribute information of the target user.

[0044] Here, the basic user attribute information may include at least one of the following: the target user's height information, the target user's weight information, the target user's arm span information, the target user's gender information, and the target user's age information.

[0045] Here, the target vehicle's system can prompt the target user to input their basic user attribute information via the in-vehicle touchscreen, mobile application, or voice.

[0046] S103. Based on the user's basic attribute information, query the preset ergonomics database and combine it with the basic operating force data to determine the initial assist characteristic curve for the target user, and control the vehicle operating system of the target vehicle based on the initial assist characteristic curve.

[0047] In this embodiment, a preset ergonomics database can be queried based on the user's basic attribute information. The ergonomics database stores statistical relationship models derived from research on a large number of user samples. The ergonomics database exists in the form of a local lookup table or a cloud-based parametric model, and its data structure is associated with the user's basic biometric characteristics and desired range of operational capabilities or preference parameters.

[0048] In one possible implementation, a user base capability curve for the target user can be determined based on the acquired user base capability data. Then, the user base capability curve can be adjusted based on the user's basic attribute information queried based on the user's basic attribute information and the expected capability characteristic range or preference parameters, thereby obtaining the initial assist characteristic curve.

[0049] In one possible implementation, when the vehicle control operation includes steering operation, the step "querying a preset ergonomic database based on the user's basic attribute information and combining it with the basic operating force data to determine an initial assist characteristic curve for the target user; controlling the vehicle operating system of the target vehicle based on the initial assist characteristic curve" includes: a1: Based on the obtained correspondence between the steering wheel angle and steering torque of the target user during the steering operation, determine the user's basic force curve.

[0050] a2: Based on the user's basic attribute information, query the preset ergonomics database to obtain the basic parameters of steering assist characteristics corresponding to the user's basic attribute information.

[0051] a3: Based on the basic parameters of the steering assist characteristics and the user's basic force curve, determine the initial assist characteristic curve, and control the steering system of the target vehicle based on the initial assist characteristic curve.

[0052] In one possible implementation, the acquired basic operating force data includes multiple steering wheel angle and steering torque pairs of the target user during the steering operation. The multiple steering wheel angle and steering torque pairs are smoothed and filtered to eliminate jitter during the data acquisition process. Then, the average torque-steering wheel angle relationship can be calculated to determine the user's basic force curve.

[0053] Specifically, the user's basic force curve can be characterized by the following formula: ; Where F is the average torque and is the steering wheel angle.

[0054] Furthermore, the T-Box pre-installed inside the target vehicle can connect to the cloud-based ergonomics database, query the preset ergonomics database, determine the basic parameters of steering assist characteristics corresponding to the user's basic attribute information, and then determine the initial steering assist characteristic curve based on the obtained basic parameters of steering assist characteristics and the user's basic force curve through the assist characteristic mapping algorithm.

[0055] Specifically, the step "determining the initial power assist characteristic curve based on the basic parameters of the steering assist characteristics and the user's basic force curve" includes: b1: Determine the basic assist curve based on the basic assist gain coefficient in the basic parameters of the steering assist characteristics and the user basic force curve.

[0056] b2: Based on the variable gain base coefficient in the basic parameters of the steering assist characteristic, adjust the gain slope of the basic assist curve at different vehicle speeds to determine the initial assist characteristic curve.

[0057] The basic parameters of steering assist characteristics may include the basic assist gain coefficient and the variable gain basic coefficient.

[0058] In one possible implementation, the core of the power assist characteristic mapping algorithm is to perform a nonlinear mapping between the user's reference force curve and the basic parameters of the steering assist characteristics recommended by the ergonomic database.

[0059] Specifically, the system multiplies the user's reference force curve with the basic assist gain coefficient e output from the database to obtain a basic assist curve; then, based on the variable gain coefficient determined by the variable gain base coefficient, the gain slope of the curve at different vehicle speeds is adjusted to finally generate the initial assist characteristic curve.

[0060] For example, the initial power assist characteristic curve is a three-dimensional curve with the steering wheel angle on the horizontal axis, the vehicle speed on the vertical axis, and the target power assist torque as the value.

[0061] In one possible implementation, the initial boost characteristic curve can also be set using a preset polynomial fitting model. Specifically, the initial boost characteristic curve can be characterized by the following formula: ; in, This is the initial assist characteristic curve; The variable gain coefficient is calculated based on the variable gain base coefficient and vehicle speed; For the user's basic force curve; F is the average torque; Steering wheel angle; The offset function, calculated based on the ergonomic database output parameter set P, is used to correct the user's reference force curve to conform to the statistical characteristics of the population. This offset function can be obtained through a parameter set P related to the steering wheel angle. The parameter P is defined by a polynomial model of the ergonomics database output parameter. The coefficients of the polynomial are determined during the system development phase based on the statistical model of the ergonomics database. V is the vehicle speed.

[0062] In another possible implementation, when the vehicle control operation includes braking, the initial assist characteristic curve is the initial braking assist curve; the step "based on the user's basic attribute information, querying a preset ergonomic database, and combining it with the basic operating force data to determine the initial assist characteristic curve for the target user" includes: c1: Based on the obtained pedal force data of the target user during the braking process.

[0063] c2: Based on the user's basic attribute information, query a preset ergonomic database and combine it with the pedal force data to determine a personalized braking assist curve for the target user, and control the vehicle's braking system based on the personalized braking assist curve.

[0064] In one possible implementation, the system combines user basic attribute information and pedal force data to analyze the target user's braking operation characteristics, such as the preferred initial braking force build-up rate and maximum pedal force range. Based on these characteristics, a personalized braking assist curve is generated through logical mapping, adjusting the relationship between the assist force provided by the assist motor and the pedal travel and pedal force, so that the braking feel (i.e., the pedal force required to achieve the same deceleration) is more in line with the target user's operating habits.

[0065] In another possible implementation, when the vehicle control operation includes acceleration, the initial assist characteristic curve is the initial acceleration response curve; the step "based on the user's basic attribute information, querying a preset ergonomic database and combining it with the basic operating force data to determine the initial assist characteristic curve for the target user" further includes: d1: Based on the obtained pedal force data of the target user during the braking process.

[0066] d2: Based on the target user's basic attribute information, query a preset ergonomic database and combine it with the pedal operation feature data to determine a personalized acceleration response curve for the target user, and control the vehicle's acceleration system based on the personalized acceleration response curve.

[0067] In one possible implementation, the system can also generate a personalized acceleration response curve based on the target user's basic attribute information and pedal force data, which can be used to adjust the torque response characteristics of the drive motor or engine so that the vehicle's acceleration matches the target user's pedal operation expectations.

[0068] Here, the personalized braking assist curve, personalized acceleration response curve and initial assist characteristic curve are generated in the same way, and will not be repeated here.

[0069] Here, the generated initial power assist characteristic curve can be stored in correspondence with the target user. During the target user's driving of the target vehicle, the vehicle operating system of the target vehicle can be controlled according to the initial power assist characteristic curve.

[0070] Furthermore, during the process of the target user driving the target vehicle, the initial power assist characteristic curve can be updated through user self-adjustment or detection adjustment to ensure that it is more in line with the target user's driving habits.

[0071] S104. In response to the user's adjustment operation or the difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve being greater than a preset difference threshold, the initial assist characteristic curve is updated and optimized to obtain an updated assist characteristic curve, and the vehicle operating system is controlled based on the updated assist characteristic curve.

[0072] In one possible implementation, the target user can issue commands to adjust the initial assist feature curve by interacting with the vehicle's touchscreen or by outputting voice commands while driving the target vehicle.

[0073] Specifically, the initial assist characteristic curve is updated and optimized through the following steps to obtain the updated assist characteristic curve: e1: In response to the user's adjustment operation, determine the adjustment amount of the assist curve parameter corresponding to the adjustment operation.

[0074] e2: Based on the adjustment amount, update and optimize the initial assist characteristic curve to obtain the updated assist characteristic curve.

[0075] The adjustment operation includes at least one of the following: interface interaction input adjustment operation and voice input adjustment operation.

[0076] In one possible implementation, for adjusting the user interface input, a personalized steering feel adjustment interface can be provided in the vehicle settings menu. This interface offers multiple adjustable dimensions, each with multiple finer levels, such as from 1 to 10 or from -5 to +5. Key adjustable dimensions may include: Assist strength: adjusting the overall assist amount; Center stiffness: adjusting the steering wheel return force and the feel in the center area; Speed-sensitive gain: adjusting the degree to which the assist changes with vehicle speed.

[0077] Specifically, the target user adjusts the steering assist curve using a slider or knob (physical or virtual). After each adjustment, the system calculates and updates the curve in real time based on the new parameter combination. The specific program flow is as follows: the interface listens for target user input events -> parses the adjustment values ​​of each dimension -> converts the adjustment values ​​into adjustment amounts for the assist curve parameters according to a preset mapping table -> calls the curve update function to correct the initial assist characteristic curve -> sends the updated assist characteristic curve parameters to the steering controller for vehicle control.

[0078] In another possible implementation, for voice input adjustment operations, the target user can quickly switch or fine-tune the steering feel using natural language commands. For example, the voice command could be: "Lighten the steering wheel" or "Switch to Sport mode." After the voice command is recognized, it is mapped to a set of preset parameter combinations or relative adjustment instructions. For example, "lighten" corresponds to increasing the assist strength parameter by a fixed step. The system executes the corresponding parameter adjustment and curve update process, and after the update, provides feedback to the target user via voice.

[0079] Here, the specific program flow is as follows: The voice recognition engine continuously listens for keywords -> after recognizing a valid command, it matches it with the command library -> parses the adjustment values ​​of each dimension -> according to the preset mapping relationship table, the adjustment values ​​are converted into the adjustment amount of the assist curve parameters -> the curve update function is called to correct the initial assist characteristic curve -> the updated assist characteristic curve parameters are sent to the steering controller for vehicle control -> voice feedback of the operation results.

[0080] In another possible implementation, the system can autonomously adjust the data in real time in the background of the vehicle system based on the difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve, while the target user is driving the target vehicle.

[0081] Specifically, when vehicle control operations include steering operations, the initial power assist characteristic curve is updated and optimized through the following steps to obtain an updated power assist characteristic curve: f1: Obtain the steering wheel angle and speed of the target user during the driving process, as well as the driver torque applied by the target user during the steering process.

[0082] f2: Determine the user's actual operation data based on the steering wheel angle, the rotation speed, and the driver's torque.

[0083] f3: Based on the initial power assist characteristic curve, current vehicle speed, steering wheel angle, and current steering angle slope, determine the expected operation data.

[0084] f4: If the difference between the actual user operation data and the expected operation data is greater than a preset difference threshold, the initial assist characteristic curve is fine-tuned using an optimization iterative algorithm based on the vehicle dynamics model and driving comfort evaluation index to obtain an updated assist characteristic curve.

[0085] In one possible implementation, the steering wheel angle, rotation speed, and driver torque applied by the target user during the driving process of the target user driving the target vehicle can be acquired in real time. Data such as vehicle yaw angle can also be acquired. Based on the above data, the user's actual operation data within a preset time period (e.g., during a turn) can be calculated.

[0086] Here, the user's actual operating data may include at least one of the following: average steering torque T_avg, torque change rate with steering angle dT / dθ, etc.

[0087] Furthermore, based on the determined initial power assist characteristic curve, current vehicle speed, steering wheel angle, and current steering angle slope, the expected operating data is determined.

[0088] Specifically, the expected operational data can be determined using the following formula: ; in, For expected operational data; Steering wheel angle; Current vehicle speed; This is the initial boost characteristic curve.

[0089] Furthermore, the difference between the user's actual operation data and the expected operation data is calculated.

[0090] Specifically, calculating the difference between the user's actual operating data and the expected operating data can be done by calculating the root mean square error (RMSE) of the difference between the actual torque and the expected torque under a specific operating condition (such as steady-state steering), or by calculating the integral of the absolute value of the torque difference over a period of time (during a turn).

[0091] In one possible implementation, if the difference between the user's actual operation data and the expected operation data continues to be greater than a preset difference threshold for a period of time, it indicates that there is an optimizable difference between the current assistance curve and the user's actual operation habits or preferences, and then optimization iteration is initiated.

[0092] In one possible implementation, the initial assist characteristic curve can be fine-tuned using an optimization iterative algorithm based on the vehicle dynamics model and driving comfort evaluation index to obtain an updated assist characteristic curve.

[0093] Specifically, an iterative algorithm based on gradient descent is used to fine-tune the key parameters of the assist curve (such as the assist value in a specific turning interval) based on the objective function, and generate a new candidate curve along the direction of gradient descent of the objective function to obtain the updated assist characteristic curve.

[0094] The objective function can be defined as minimizing the deviation index (such as RMSE) between the actual torque and the expected torque.

[0095] Furthermore, a parameter estimation algorithm based on recursive least squares can be used to fit driver operation data to the vehicle dynamics model and update the parameters of the initial assist characteristic curve in real time. Alternatively, a reinforcement learning framework can be used to use driver comfort (evaluated through indirect indicators such as handling smoothness and steering correction frequency) as a reward signal to optimize the assist strategy.

[0096] In one possible implementation, during the process of updating the initial assist characteristic curve, it is necessary to ensure that the update and adjustment of the initial assist characteristic curve is in line with vehicle update safety. Therefore, a safety check is required before performing the curve update.

[0097] Specifically, the personalized control method further includes: g1: Determine the update adjustment parameters for the initial assist characteristic curve.

[0098] g2: Detect whether the initial assist characteristic curve meets the safety adjustment conditions after updating based on the updated adjustment parameters.

[0099] g3: If the conditions are met, update and optimize the initial assist characteristic curve based on the updated adjustment parameters to obtain the updated assist characteristic curve.

[0100] g4: If not met, update and optimize the initial assist characteristic curve based on the upper limit adjustment parameter of the safety adjustment condition to obtain the updated assist characteristic curve.

[0101] The safety adjustment conditions include at least one of the following: the transformation rate of the updated boost curve is less than the allowable change rate threshold, the updated boost curve maintains monotonicity, and the phase margin of the updated boost curve is within a safe range.

[0102] For example, in any optimization iteration, for the same vehicle speed and steering angle, the adjustment range of the assist torque must not exceed ±15% of the original value, and the adjusted characteristic curve must maintain the monotonically increasing characteristic of steering angle with respect to torque.

[0103] In one possible implementation, if it is determined that updating the initial assist characteristic curve with the updated adjustment parameters meets the safety adjustment conditions, the updated assist characteristic curve will gradually and smoothly replace the initial assist characteristic curve, completing one optimization iteration. The optimized updated assist characteristic curve is then applied to the vehicle.

[0104] In another possible implementation, if the updated initial assist characteristic curve does not meet the safety adjustment conditions after updating the adjustment parameters, the initial assist characteristic curve can be updated and optimized according to the upper limit of the safety adjustment conditions to obtain the updated assist characteristic curve; or, depending on the update situation, for example, if the current update count reaches the upper limit of the update count, the update operation can be abandoned.

[0105] For example, when the algorithm proposes an optimization suggestion that significantly reduces power assist and makes the steering wheel unusually heavy based on an abnormally aggressive driving data (such as continuous sharp turns), after safety verification, the system will determine it as high-risk according to the rules mentioned above. If the verification fails, this optimization iteration will be discarded, and the system may record the abnormal event and issue a prompt to the target user (such as "Aggressive driving detected, personalized learning has been paused"), or revert to the most recently confirmed safe feature curve version.

[0106] In another possible implementation, when the vehicle control operation includes braking and acceleration operations, the personalized braking assist curve and personalized acceleration response curve can also be updated in the manner described above. The specific update method will not be elaborated further.

[0107] In one possible implementation, for the target vehicle, different driving modes can be set. After the target user selects a different driving mode, the parameters corresponding to the sport mode can be superimposed on the initial assist characteristic curve to determine the characteristic curve customized for the target user in the corresponding driving mode.

[0108] Specifically, the personalized control method further includes: h1: In response to the vehicle driving mode adjustment operation, based on the vehicle adjustment parameters corresponding to the adjusted target driving mode, the initial assist characteristic curve is adjusted to obtain the mode assist characteristic curve, and the vehicle operating system is controlled based on the mode assist characteristic curve.

[0109] In this embodiment, the driving mode of the target vehicle may include comfort, sport, and economy driving modes. For different driving modes, the target vehicle itself has pre-set corresponding powertrain, suspension, and steering calibration parameters. Then, based on the adjusted vehicle adjustment parameters corresponding to the adjusted target driving mode, the initial power assist characteristic curve is adjusted to determine the target user-customized mode power assist characteristic curve for the corresponding driving mode, and the vehicle operating system is controlled based on the mode power assist characteristic curve.

[0110] In one possible implementation, similarly, the target user can also issue a driving mode switching command through interaction with the vehicle's touchscreen or by voice, and the system will switch the target vehicle's driving mode according to the driving mode switching command issued by the target user.

[0111] In one possible implementation, after determining the characteristic curve for the target user on the target vehicle, the target user's basic attribute information and the corresponding characteristic curve can be uploaded to the cloud simultaneously. On the one hand, this can be added to the ergonomics database, enriching and adjusting the mapping relationship between the user's basic attribute information and adjustment parameters in the ergonomics database, thereby improving the accuracy of subsequent user characteristic curve settings. On the other hand, when the target user is driving other vehicles, the initial power assist characteristic curve can be adjusted directly based on the differentiated parameters between the target vehicle and other vehicles to adapt to other vehicles, thereby reducing the characteristic curve setting steps and improving the efficiency of curve setting while conforming to the target user's driving habits.

[0112] Specifically, the personalized control method further includes: i1: In response to the target user driving another vehicle of the same brand as the target vehicle, log in to the target user's user account and synchronize the target user's initial assist characteristic curve.

[0113] i2: Based on the initial assist characteristic curve and the system difference mapping parameters between the other vehicles and the target vehicle, adjust the initial assist characteristic curve to obtain the vehicle assist characteristic curve, and control the vehicle operating system of the other vehicles based on the vehicle assist characteristic curve.

[0114] In one possible implementation, after determining the initial power assist characteristic curve for the target user on the target vehicle, the initial power assist characteristic curve can be bound to the target user's in-vehicle account or mobile app account. When the target user drives other vehicles of the same brand, upon logging in with their account, the system can automatically download the target user's personalized configuration file, containing the initial power assist characteristic curve, to those other vehicles. Because of hardware differences in the steering, braking, and power systems of different vehicle models, directly applying the curve parameters may not be compatible. Therefore, a parameter migration and adaptation algorithm needs to be pre-set within the system. This algorithm scales or features-maps the initial power assist characteristic curve parameters of the target user based on the known system characteristic differences between the target vehicle and other vehicles (such as steering system transmission ratio, brake booster specifications, motor torque characteristics, etc.).

[0115] For example, if the steering system transmission ratio of vehicle B is 1.1 times that of vehicle A, the algorithm can scale the power assist curve parameters of the target user on vehicle A proportionally in the turning angle dimension (e.g., multiply by a coefficient of 1.1) to compensate for the transmission ratio difference, generating an approximately personalized curve suitable for vehicle B as an initial setting. The target user can then fine-tune this setting. This enables the inheritance and transfer of the target user's preferences between different vehicles.

[0116] The personalized control process of the vehicle operating system in this embodiment will be illustrated below with specific examples: Please see Figure 2 , Figure 2 The flowchart of the characteristic curve optimization process provided in the embodiments of this application is as follows: Figure 2 As shown, taking vehicle control operation as steering operation as an example, real-time data is collected, including steering wheel angle / speed, driver-applied torque, vehicle speed / yaw rate, etc.; the user's actual operation data is calculated; the user's actual operation data is compared with the expected operation data determined based on the initial power assist characteristic curve to generate a deviation index; based on the deviation index, it is checked whether the deviation exceeds a threshold. If it does not exceed the threshold, data collection continues; if it does exceed the threshold, optimization iteration is initiated, the initial power assist characteristic curve is adjusted according to the deviation, and an updated power assist characteristic curve is generated. A safety check is performed based on the updated adjustment parameters, and the safety check is checked whether it passes. If it fails, optimization iteration continues, the initial power assist characteristic curve is adjusted according to the deviation, and an updated power assist characteristic curve is generated; if it passes, the stored initial power assist characteristic curve is updated, and data collection continues.

[0117] For example, taking the standard procedure of a new user starting a vehicle for the first time and completing the personalized steering system settings as an example, User A, who is 175cm tall and weighs 70kg, sits in the driver's seat and starts the vehicle. The in-vehicle central control display automatically pops up the "Personalized Driving Settings Wizard". User A selects "Steering Feel Customization" and begins. First, the initial setting stage begins. The system prompts: "Please keep the vehicle stationary, hold the steering wheel firmly, and follow the instructions to turn it at a constant speed." A simulated steering wheel and a progress bar appear on the screen. Following the instructions, User A smoothly turns the steering wheel 90 degrees to the left and returns it to center at a speed of approximately 15 degrees per second, then turns it 90 degrees to the right and returns it to center, repeating this three times. During this process, the torque sensor and angle sensor on the steering column work synchronously, collecting multiple sets of data corresponding to the steering wheel angle and the torque applied by the user. Subsequently, the system prompts for basic information input. User A inputs their height of 175cm and weight of 70kg via the touchscreen. The system uses User A's height and weight data as query keys to access the ergonomic database pre-installed in the in-vehicle system or connected to the cloud via a T-Box. After querying, the system obtains a set of basic parameters, such as: basic power assist gain coefficient K_base=0.85, and speed-dependent gain coefficient slope baseline S_base=1.2. Next, the system processes the collected raw steering angle-torque data. The data is smoothed and filtered, and the average torque-steering angle relationship is calculated to obtain a user reference force curve reflecting the typical operating force of user A. Then, the system calls the power assist characteristic mapping algorithm. This algorithm takes the user reference force curve and parameters such as K_base and S_base retrieved from the database as input, and combines them with a preset vehicle dynamics model to calculate and generate an initial steering assist curve. For ease of understanding, a simplified implementation of this algorithm can be described as follows: the system multiplies the user reference force curve by the K_base output from the database to obtain a basic power assist curve; then, based on S_base, it adjusts the gain slope of this curve at different vehicle speeds, ultimately generating a three-dimensional power assist MAP (horizontal axis is steering wheel angle, vertical axis is vehicle speed, and value is the target power assist torque). This curve is stored as a unique initial configuration file for user ID "Driver_001" and takes effect immediately. The vehicle begins driving and enters the personalized adjustment phase. User A initially felt the steering wheel was a bit too light, so he accessed the "Vehicle Settings - Steering Feel" menu via the central control screen. The interface offered sliders for three dimensions: "Assist Strength," "Center Feel," and "Speed-Sensitive Gain," each with 10 levels. He adjusted the "Assist Strength" from the default level 5 to level 7. Based on a preset mapping table, the system converted the adjustment into a fine-tuning of the assist curve gain parameters, updating the assist curve parameters in real time and sending them to the steering controller. User A immediately felt the steering wheel become heavier. Simultaneously, a dynamic feedback optimization algorithm started in the background. The algorithm continuously monitored user A's steering wheel angle, speed, applied torque, and vehicle speed during turning, lane changing, and other maneuvers, calculating his actual operational load characteristics.After a period of driving, the algorithm detected that when cornering at moderate speeds, the torque actually applied by user A was consistently lower than the theoretical value expected by the current assist curve, with the deviation exceeding a threshold. For example, the algorithm calculated that the average torque applied by the driver during the last five constant-speed cornering maneuvers (50 km / h, 90-degree turning angle) was 2.5 Nm, while the current assist curve expected the driver's torque under this condition to be 3.0 Nm, a deviation of -0.5 Nm. Since the absolute value of the deviation exceeded the threshold of 0.3 Nm, the algorithm initiated optimization, reducing the assist torque output value at this point by 10%. The algorithm then initiated an optimization iteration, fine-tuning the assist values ​​for the corresponding speed and turning angle ranges, generating a new candidate curve. After the safety verification module confirmed that the changes were within the allowable range, the new curve was updated to the user profile with a smooth transition.

[0118] A week later, User A's family member, User B, drove the car. The system recognized the new user through facial recognition or account switching and automatically loaded User B's personalized profile (or guided them through initial settings if it was their first time using the car). User A's personalized settings were not overwritten, achieving "one car, multiple configurations".

[0119] Furthermore, this embodiment describes the application process of extending personalized customization logic to the braking and acceleration systems, as well as the scenario for building and optimizing ergonomic databases at the enterprise level. In the vehicle-level personalized settings, after user A completes the steering system customization, the system prompts that the braking and acceleration pedal feel can be further customized. After user A agrees, the braking system customization begins. The vehicle travels at a low speed (e.g., 20 km / h) on a straight, safe, closed road or parking lot. The system guides the user through voice and visual prompts: "Please try to smoothly depress the brake pedal with different amounts of force until the vehicle comes to a complete stop." User A performs several braking operations from light to moderate force. The displacement sensor of the brake pedal module and the pressure sensor integrated on the pedal arm or brake master cylinder collect multiple sets of "pedal travel-depression force" data. The system combines user A's weight (70 kg, which affects the expected inertial load of the vehicle during braking) to analyze their braking operation characteristics, such as the preferred initial braking force build-up rate and maximum depression force range. Based on these characteristics, a personalized braking assist curve is generated through logical mapping. This curve will serve as the control basis for the electronic brake assist system, adjusting the relationship between the assist force provided by the assist motor and the pedal travel and pedaling force, so that the braking feel (i.e., the pedal force required to achieve the same deceleration) is more in line with user A's operating habits. Subsequently, the system provides a "Brake Feel" adjustment menu, which includes adjustable dimensions such as "Brake Sensitivity" and "Pedal Force Gain".

[0120] Furthermore, the customization process for the acceleration system is similar. The system guides user A: "Please try pressing the accelerator pedal at different speeds and depths." The accelerator pedal position sensor collects data on the change in pedal travel over time, analyzing the user's operating characteristics, such as the typical time required to return to full throttle from release, and the preferred pedal opening during cruising. Based on this, the system generates a personalized acceleration response curve to adjust the torque response characteristics of the drive motor or engine, matching the vehicle's acceleration performance to user A's pedal operation expectations.

[0121] In one possible implementation, in a non-steerable electric power steering system, a personalized curve can be achieved by modifying the power steering map of the EPS controller, but its adjustable range and accuracy may be limited by the inherent characteristics of the mechanical structure.

[0122] In one possible implementation, this can also be extended to other vehicle systems directly related to driver operation. For example, it can be applied to the suspension system, where user driving preference data under different road conditions (such as tolerance for bumps) can be collected and combined with vehicle posture sensor data to generate personalized damping adjustment curves; or it can be applied to the shifting system (for automatic transmissions), where the shifting logic and timing can be optimized by learning the rate of change of the user's accelerator pedal depth and feedback on shift jerks, thereby achieving personalized power response characteristics.

[0123] The personalized control method for a vehicle operating system provided in this application involves: acquiring basic operational force data of a target user during standardized vehicle control operations in a target vehicle; acquiring basic user attribute information of the target user; querying a preset ergonomic database based on the acquired basic user attribute information and combining it with the basic operational force data to determine an initial assist characteristic curve for the target user; controlling the vehicle operating system of the target vehicle based on the initial assist characteristic curve; updating and optimizing the initial assist characteristic curve in response to user adjustment operations or when the difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve exceeds a preset difference threshold, resulting in an updated assist characteristic curve, and controlling the vehicle operating system based on the updated assist characteristic curve. In this way, an initial assist characteristic curve conforming to the user's operating habits is directly determined in the initial stage based on the acquired basic operational force data and basic user attribute information. During subsequent driving, corresponding updates and adjustments are made based on the initial assist characteristic curve. This reduces the update steps required to adapt to different user needs in subsequent updates, helping to improve the efficiency of personalized adjustments and the driving experience.

[0124] Based on the same inventive concept, this application also provides a personalized control device for a vehicle operating system corresponding to the personalized control method for a vehicle operating system. Since the principle of the device in this application is similar to the personalized control method for a vehicle operating system described above, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0125] Please see Figure 3 , Figure 3 This is a schematic diagram of the structure of a personalized control device for a vehicle operating system provided in an embodiment of this application. Figure 3 As shown, the personalized control device 300 includes: The basic operational force acquisition module 310 is used to acquire basic operational force data of the target user during the standardized vehicle control operation process of the target vehicle. Attribute information acquisition module 320 is used to acquire the basic attribute information of the target user; The characteristic curve determination module 330 is used to determine the initial assist characteristic curve for the target user based on the user basic attribute information of the target user and the basic operating force data, and to control the vehicle operating system of the target vehicle based on the initial assist characteristic curve. The characteristic curve update module 340 is used to update and optimize the initial assist characteristic curve in response to user adjustment operations or when the difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve is greater than a preset difference threshold, thereby obtaining an updated assist characteristic curve, and controlling the vehicle operating system based on the updated assist characteristic curve.

[0126] In one possible implementation, the vehicle control operation includes steering operation; the characteristic curve determination module 330 determines an initial assist characteristic curve for the target user by querying a preset ergonomic database based on the user's basic attribute information and combining it with the basic operating force data; when controlling the vehicle operating system of the target vehicle based on the initial assist characteristic curve, the characteristic curve determination module 320 is used to: Based on the obtained correspondence between the steering wheel angle and steering torque of the target user during the steering operation, the user's basic force curve is determined; Based on the user's basic attribute information, a preset ergonomics database is queried to obtain the basic parameters of steering assist characteristics corresponding to the user's basic attribute information. Based on the basic parameters of the steering assist characteristics and the user's basic force curve, the initial assist characteristic curve is determined, and the steering system of the target vehicle is controlled based on the initial assist characteristic curve.

[0127] In one possible implementation, when the characteristic curve determination module 330 determines the initial power assist characteristic curve based on the basic parameters of the steering assist characteristics and the user's basic force curve, the characteristic curve determination module 330 is used to: Based on the basic assist gain coefficient in the basic parameters of the steering assist characteristics and the user's basic force curve, the basic assist curve is determined. The initial assist characteristic curve is determined by adjusting the gain slope of the basic assist curve at different vehicle speeds based on the variable gain base coefficient in the basic parameters of the steering assist characteristic.

[0128] In one possible implementation, the characteristic curve update module 340 is used to update and optimize the initial assist characteristic curve through the following steps to obtain an updated assist characteristic curve: In response to the user's adjustment operation, determine the adjustment amount of the assist curve parameter corresponding to the adjustment operation; The initial assist characteristic curve is updated and optimized based on the adjustment amount to obtain the updated assist characteristic curve; The adjustment operation includes at least one of the following: Interface input adjustment operation and voice input adjustment operation.

[0129] In one possible implementation, the vehicle control operation includes a steering operation; the characteristic curve update module 340 is used to update and optimize the initial assist characteristic curve through the following steps to obtain an updated assist characteristic curve: The steering wheel angle and speed of the target user during the driving process, as well as the driver torque applied by the target user during the steering process, are obtained. The actual operation data of the user is determined based on the steering wheel angle, the rotation speed, and the driver's torque; Based on the initial power assist characteristic curve, current vehicle speed, steering wheel angle, and current steering angle slope, the expected operation data is determined; If the difference between the user's actual operation data and the expected operation data is greater than a preset difference threshold, the initial assist characteristic curve is fine-tuned using an optimization iterative algorithm based on the vehicle dynamics model and driving comfort evaluation index to obtain an updated assist characteristic curve.

[0130] In one possible implementation, the personalization control device 300 further includes a security verification module (not shown in the figure), the security verification module being used for: Determine the updated adjustment parameters for the initial assist characteristic curve; Detect whether the initial assist characteristic curve meets the safety adjustment conditions after updating it based on the updated adjustment parameters; If the conditions are met, the initial assist characteristic curve is updated and optimized based on the updated adjustment parameters to obtain the updated assist characteristic curve; If not met, the initial assist characteristic curve is updated and optimized based on the upper limit adjustment parameter of the safety adjustment condition to obtain the updated assist characteristic curve. The safety adjustment conditions include at least one of the following: The updated assist curve has a transformation rate less than the allowable rate of change threshold, maintains monotonicity, and has a phase margin within a safe range.

[0131] In one possible implementation, the personalized control device 300 further includes a driving mode adjustment module (not shown), which is used for: In response to the vehicle driving mode adjustment operation, the initial assist characteristic curve is adjusted based on the vehicle adjustment parameters corresponding to the adjusted target driving mode to obtain the mode assist characteristic curve, and the vehicle operating system is controlled based on the mode assist characteristic curve.

[0132] In one possible implementation, the personalization control device 300 further includes a vehicle adjustment module (not shown), the vehicle adjustment module being used for: In response to the target user driving another vehicle of the same brand as the target vehicle, log in to the target user's user account and synchronize the target user's initial power assist characteristic curve; Based on the initial assist characteristic curve and the system difference mapping parameters between the other vehicles and the target vehicle, the initial assist characteristic curve is adjusted to obtain the vehicle assist characteristic curve, and the vehicle operating system of the other vehicles is controlled based on the vehicle assist characteristic curve.

[0133] In one possible implementation, the vehicle control operation further includes at least one of the following: acceleration operation and braking operation.

[0134] In one possible implementation, the vehicle control operation includes acceleration; the initial assist characteristic curve is an initial acceleration response curve; when the characteristic curve determination module 330 queries a preset ergonomic database based on the user's basic attribute information and combines it with the basic operating force data to determine the initial assist characteristic curve for the target user, and controls the vehicle operating system of the target vehicle based on the initial assist characteristic curve, the characteristic curve determination module 330 is further configured to: Based on the obtained pedal operation feature data of the target user during the acceleration operation; Based on the target user's basic attribute information, a preset ergonomic database is queried, and combined with the pedal operation characteristic data, a personalized acceleration response curve for the target user is determined, and the vehicle's acceleration system is controlled based on the personalized acceleration response curve.

[0135] In one possible implementation, the vehicle control operation includes braking operation; the initial assist characteristic curve is an initial braking assist curve; when the characteristic curve determination module 330 queries a preset ergonomic database based on the user's basic attribute information and combines it with the basic operating force data to determine the initial assist characteristic curve for the target user, and controls the vehicle operating system of the target vehicle based on the initial assist characteristic curve, the characteristic curve determination module 330 is further configured to: Based on the obtained pedal force data of the target user during the braking process; Based on the target user's basic attribute information, a preset ergonomic database is queried, and combined with the pedal force data, a personalized braking assist curve is determined for the target user. The vehicle's braking system is then controlled based on the personalized braking assist curve.

[0136] The personalized control device for a vehicle operating system provided in this application acquires basic operational force data of a target user during standardized vehicle control operations in a target vehicle; acquires basic user attribute information of the target user; queries a preset ergonomic database based on the acquired basic user attribute information, and determines an initial assist characteristic curve for the target user in conjunction with the basic operational force data; controls the vehicle operating system of the target vehicle based on the initial assist characteristic curve; and updates and optimizes the initial assist characteristic curve in response to user adjustment operations or when the difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve exceeds a preset difference threshold, resulting in an updated assist characteristic curve, and controls the vehicle operating system based on the updated assist characteristic curve. In this way, an initial assist characteristic curve conforming to the user's operating habits is directly determined in the initial stage based on the acquired basic operational force data and basic user attribute information of the target user, and corresponding updates and adjustments are made based on the initial assist characteristic curve during subsequent driving. This reduces the update steps required to adapt to different user needs in subsequent updates, helping to improve the efficiency of personalized adjustment and the driving experience. Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 4 As shown, the electronic device 400 includes a processor 410, a memory 420, and a bus 430.

[0137] The memory 420 stores machine-readable instructions executable by the processor 410. When the electronic device 400 is running, the processor 410 communicates with the memory 420 via the bus 430. When the machine-readable instructions are executed by the processor 410, they can perform the operations described above. Figure 1 The steps of the personalized control method for the vehicle operating system in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0138] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 The steps of the personalized control method for the vehicle operating system in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0139] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0140] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0141] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0142] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0143] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0144] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method of personalized control of a vehicle operating system, characterized in that The personalized control method includes: Acquire basic operational force data of the target user during the standardized vehicle control operation process of the target vehicle; Obtain the basic user attribute information of the target user; Based on the user's basic attribute information, a preset ergonomics database is queried, and combined with the basic operating force data, an initial assist characteristic curve for the target user is determined; the vehicle operating system of the target vehicle is controlled based on the initial assist characteristic curve. In response to a user's adjustment operation or a difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve exceeding a preset difference threshold, the initial assist characteristic curve is updated and optimized to obtain an updated assist characteristic curve, and the vehicle operating system is controlled based on the updated assist characteristic curve.

2. The individual control method according to claim 1, characterized by, The vehicle control operation includes steering operation; the initial assist characteristic curve for the target user is determined by querying a preset ergonomic database based on the user's basic attribute information and combining it with the basic operating force data. The vehicle operating system that controls the target vehicle based on the initial assist characteristic curve includes: Based on the obtained correspondence between the steering wheel angle and steering torque of the target user during the steering operation, the user's basic force curve is determined; Based on the user's basic attribute information, a preset query ergonomics database is used to obtain the basic parameters of the steering assist characteristics corresponding to the user's basic attribute information. Based on the basic parameters of the steering assist characteristics and the user's basic force curve, the initial assist characteristic curve is determined, and the steering system of the target vehicle is controlled based on the initial assist characteristic curve.

3. The individual control method according to claim 2, characterized in that, The process of determining the initial power steering characteristic curve based on the basic parameters of the steering assist characteristics and the user's basic force curve includes: Based on the basic assist gain coefficient in the basic parameters of the steering assist characteristics and the user's basic force curve, the basic assist curve is determined. The initial assist characteristic curve is determined by adjusting the gain slope of the basic assist curve at different vehicle speeds based on the variable gain base coefficient in the basic parameters of the steering assist characteristic.

4. The personalized control method of claim 1, wherein, The initial assist characteristic curve is updated and optimized through the following steps to obtain the updated assist characteristic curve: In response to the user's adjustment operation, determine the adjustment amount of the assist curve parameter corresponding to the adjustment operation; The initial assist characteristic curve is updated and optimized based on the adjustment amount to obtain the updated assist characteristic curve; The adjustment operation includes at least one of the following: Interface input adjustment operation and voice input adjustment operation.

5. The personalized control method of claim 1, wherein, The vehicle control operations include steering operations; The initial assist characteristic curve is updated and optimized through the following steps to obtain the updated assist characteristic curve: The steering wheel angle and speed of the target user during the driving process, as well as the driver torque applied by the target user during the steering process, are obtained. The actual operation data of the user is determined based on the steering wheel angle, the rotation speed, and the driver's torque; Based on the initial power assist characteristic curve, current vehicle speed, steering wheel angle, and current steering angle slope, the expected operation data is determined; If the difference between the user's actual operation data and the expected operation data is greater than a preset difference threshold, the initial assist characteristic curve is fine-tuned using an optimization iterative algorithm based on the vehicle dynamics model and driving comfort evaluation index to obtain an updated assist characteristic curve.

6. The personalized control method of claim 1, wherein, The personalized control method also includes: Determine the updated adjustment parameters for the initial assist characteristic curve; Detect whether the initial assist characteristic curve meets the safety adjustment conditions after updating it based on the updated adjustment parameters; If the conditions are met, the initial assist characteristic curve is updated and optimized based on the updated adjustment parameters to obtain the updated assist characteristic curve; If not met, the initial assist characteristic curve is updated and optimized based on the upper limit adjustment parameter of the safety adjustment condition to obtain the updated assist characteristic curve. The safety adjustment conditions include at least one of the following: The updated assist curve has a transformation rate less than the allowable rate of change threshold, maintains monotonicity, and has a phase margin within a safe range.

7. The personalized control method of claim 1, wherein, The personalized control method also includes: In response to the vehicle driving mode adjustment operation, the initial assist characteristic curve is adjusted based on the vehicle adjustment parameters corresponding to the adjusted target driving mode to obtain the mode assist characteristic curve, and the vehicle operating system is controlled based on the mode assist characteristic curve.

8. The personalized control method of claim 1, wherein, The personalized control method also includes: In response to the target user driving another vehicle of the same brand as the target vehicle, log in to the target user's user account and synchronize the target user's initial power assist characteristic curve; Based on the initial assist characteristic curve and the system difference mapping parameters between the other vehicles and the target vehicle, the initial assist characteristic curve is adjusted to obtain the vehicle assist characteristic curve, and the vehicle operating system of the other vehicles is controlled based on the vehicle assist characteristic curve.

9. The personalized control method of claim 2, wherein, The vehicle control operations also include at least one of the following: acceleration operation and braking operation.

10. The personalized control method of claim 1, wherein, The vehicle control operation includes acceleration operation; the initial assist characteristic curve is the initial acceleration response curve; the process of querying a preset ergonomic database based on the user's basic attribute information and combining it with the basic operating force data to determine the initial assist characteristic curve for the target user, and controlling the vehicle operating system of the target vehicle based on the initial assist characteristic curve, includes: Based on the obtained pedal operation feature data of the target user during the acceleration operation; Based on the target user's basic attribute information, a preset ergonomic database is queried, and combined with the pedal operation characteristic data, a personalized acceleration response curve for the target user is determined, and the vehicle's acceleration system is controlled based on the personalized acceleration response curve.

11. The personalized control method of claim 1, wherein, The vehicle control operation includes braking operation; the initial assist characteristic curve is the initial braking assist curve; the process of querying a preset ergonomic database based on the user's basic attribute information and combining it with the basic operating force data to determine the initial assist characteristic curve for the target user includes: Based on the obtained pedal force data of the target user during the braking process; Based on the target user's basic attribute information, a preset ergonomic database is queried, and combined with the pedal force data, a personalized braking assist curve is determined for the target user. The vehicle's braking system is then controlled based on the personalized braking assist curve.

12. An apparatus for personalized control of a vehicle operation system, characterized by The personalized control device includes: The basic operational force acquisition module is used to acquire basic operational force data of the target user during the standardized vehicle control operation process of the target vehicle; The attribute information acquisition module is used to acquire the basic user attribute information of the target user; The characteristic curve determination module is used to query a preset ergonomic database based on the user's basic attribute information obtained from the target user, and combine it with the basic operating force data to determine the initial assist characteristic curve for the target user; and control the vehicle operating system of the target vehicle based on the initial assist characteristic curve. The characteristic curve update module is used to update and optimize the initial assist characteristic curve in response to user adjustment operations or when the difference between the user's actual operation data and the expected operation data determined based on the initial assist characteristic curve is greater than a preset difference threshold, thereby obtaining an updated assist characteristic curve, and controlling the vehicle operating system based on the updated assist characteristic curve.

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