A variable angle transmission ratio gain parameter setting method based on driver proficiency

Abstract

The application discloses a variable angle transmission ratio gain parameter setting method based on driver proficiency, which collects driver operation behavior data, driver historical steering behavior data and vehicle driving state data; a driver type identification model is established based on the driver operation behavior data, a driver type factor is output, and driver proficiency type influence factors, steering wheel angle gain value influence factors, steering wheel angle speed gain value influence factors, vehicle driving state gain value influence factors and driver operation behavior influence factors are calculated in combination with the driver historical steering behavior data and the vehicle driving state data; then, yaw rate gain value influence factors and center zone steepness coefficient influence factors are calculated, and the basic yaw rate gain value and the basic center zone steepness coefficient are corrected. The application perfects the variable angle transmission ratio gain parameter setting method and provides a new method for variable angle transmission ratio gain parameter setting.

Description

Technical Field

[0001] This invention relates to the field of vehicle steer-by-wire systems and variable angle transmission ratio parameter design technology, and in particular to a method for setting variable angle transmission ratio gain parameters based on driver proficiency. Background Technology

[0002] The steer-by-wire system eliminates the mechanical connection between the steering wheel and the steering wheels, allowing the transmission relationship between the steering wheel angle and the steering wheel angle to be flexibly set through control algorithms. Compared to traditional fixed-ratio steering systems, variable-ratio systems can dynamically change the steering response based on vehicle speed, steering wheel angle, and vehicle dynamics, thus balancing low-speed agility, high-speed stability, and handling requirements under different driving conditions.

[0003] Existing variable-angle transmission ratio design methods are mostly based on vehicle dynamics models, the principle of constant yaw rate gain, the principle of constant lateral acceleration gain, or empirically calibrated parameters. They typically first divide the vehicle speed dimension into low-speed, medium-speed, and high-speed segments, as well as transition segments between adjacent speeds, and then construct a three-dimensional variable-angle transmission ratio surface by combining this with the steering wheel angle dimension. This type of method can obtain a continuous mapping relationship between vehicle speed, steering wheel angle, and angular transmission ratio. However, most methods assume that drivers have similar driving abilities and operating habits, failing to fully consider the differences between novice and experienced drivers in terms of steering input amplitude, steering wheel angular velocity, operational stability, and vehicle adaptability.

[0004] For novice drivers, a high yaw rate gain and overly sensitive center zone response can lead to frequent steering corrections, excessively rapid vehicle yaw response, and increased driver fatigue. For experienced drivers, an overly conservative gain parameter may reduce vehicle steering responsiveness and handling efficiency. Therefore, it is necessary to provide a method for setting the variable angle transmission ratio gain parameter based on driver proficiency, allowing the original preset variable angle transmission ratio surface to be personalized according to driver proficiency, historical steering behavior, and vehicle driving conditions. Summary of the Invention

[0005] The purpose of this invention is to provide a method for setting the variable angle transmission ratio gain parameter based on driver proficiency, thereby addressing the problems in existing variable angle transmission ratio parameter designs, such as insufficient consideration of differences in driver proficiency, poor matching between gain parameters and driver operating characteristics, and difficulty in adapting the original preset surface to different drivers. This invention collects driver operating behavior data, historical driver steering behavior data, and vehicle driving state data, and performs range limitation processing on the data; based on the driver operating behavior data, a driver type identification model is established, classifying drivers into novice drivers and experienced drivers, and outputting driver type factors; further, the influence factors of driver proficiency type, steering wheel angle gain value, steering wheel angle velocity gain value, vehicle driving state gain value, and driver operating behavior are calculated; based on this, the influence factors of yaw rate gain value and center zone steepness coefficient are calculated; finally, the above influence factors are introduced into the basic yaw rate gain value and basic center zone steepness coefficient in the preset variable angle transmission ratio surface to obtain personalized yaw rate gain values ​​and personalized center zone steepness coefficients, constructing a modified variable angle transmission ratio surface based on driver proficiency.

[0006] This invention is implemented as follows: a method for setting the variable angle transmission ratio gain parameter based on the driver's proficiency, comprising the following steps:

[0007] S1: Collect driver operation behavior data, driver historical steering behavior data, and vehicle driving status data, and perform range limitation processing on the data;

[0008] The range limitation process is implemented using a saturation function, which is:

[0009]

[0010] in, It is a saturation function. As the independent variable, This is the lower limit of the saturation function. The upper limit of the saturation function;

[0011] S2: Based on driver operation behavior data, a driver type recognition model is constructed using the support vector machine algorithm to identify driver types and output driver type factors according to the driver types. ;

[0012] S3: Based on the driver type factor The driver's historical steering behavior data and vehicle driving status data were used to calculate the driver proficiency type influencing factor. Steering wheel angle gain value influencing factor Influence factor on steering wheel angular velocity gain value Influencing factors of vehicle driving state gain value Factors influencing driver operational behavior ;

[0013] S4: Driver proficiency type influencing factor calculated based on S3 Steering wheel angle gain value influencing factor Influence factor on steering wheel angular velocity gain value Influencing factors of vehicle driving state gain value Factors influencing driver operating behavior Calculate the influence factors of yaw rate gain and the influence factors of central region steepness coefficient;

[0014] S5: Based on the basic yaw rate gain value and the basic central region steepness coefficient, the yaw rate gain value influence factor and the central region steepness coefficient influence factor are introduced respectively to obtain the personalized yaw rate gain value and the personalized central region steepness coefficient.

[0015] S6: Based on the preset variable angle transmission ratio surface, a modified variable angle transmission ratio surface is constructed by introducing a personalized yaw rate gain value and a personalized central area steepness coefficient.

[0016] The preset variable angle transmission ratio surface is constructed based on the principle of constant yaw rate gain, and after segmenting the vehicle speed according to the low speed range, the low-to-medium speed transition range, the medium speed range, the medium-to-high speed transition range, and the high speed range.

[0017] The driver type recognition model categorizes drivers into novice drivers and experienced drivers, and outputs a driver type factor based on the driver type. ;

[0018] The driver type factor When the driver is identified as a novice driver When the driver is identified as a skilled driver ;

[0019] The influencing factors of driver proficiency type Based on driver type factor The calculation yielded:

[0020]

[0021] in, As a factor influencing driver proficiency type, For driver type factor, The baseline value is affected by the type of novice driver. The baseline value is affected by the type of skilled driver, and: ;

[0022] The influence factor of steering wheel angle gain value The calculation formula is as follows:

[0023]

[0024] in, The influencing factor of steering wheel angle gain value. The maximum absolute value of the steering wheel angle. The average absolute value of the steering wheel angle. This is the reference value for the steering wheel angle amplitude. Use percentage reference values ​​for steering wheel angle. , For a very small correction amount, The weights are determined by the influence of the maximum steering input angle. , The weighting is determined by the percentage of steering angle used. , , Normalized scale of maximum steering input angle deviation , The steering angle is normalized using the percentage deviation scale. .

[0025] The influencing factor of the steering wheel angular velocity gain value The specific calculation formula is as follows:

[0026]

[0027] in, The influencing factor of steering wheel angular velocity gain value. A threshold for accepting rapid steering response from the driver. To ensure a fast steering response, a threshold baseline value is accepted. , To quickly shift to a sustained market share, To quickly shift to a sustained percentage benchmark, , To quickly shift to peak density, To quickly shift to the peak density benchmark, , As an indicator of steering speed oscillation intensity, This serves as the baseline value for steering speed oscillation intensity. , To facilitate rapid response, the threshold influences the weighting. , To quickly shift towards a sustained weighting that influences market share, , To quickly shift to the peak density influence weight, , Weights for suppressing steering speed oscillation intensity. , , To enable rapid turnaround response, a threshold bias normalization scale is adopted. , To quickly shift to a normalized scale for persistent proportion deviation, , To quickly shift to the peak density deviation normalization scale, , As a normalized scale for the deviation in steering speed oscillation intensity, ;

[0028] The driver's rapid steering response acceptance threshold This represents the level of rapid steering response that a driver can accept during a calibrated driving test, used to characterize a driver's subjective adaptability to higher steering wheel angular velocities.

[0029] The percentage of rapid turning duration The ratio of the cumulative duration of the steering wheel angular velocity being in a rapid steering state within a preset sampling time window to the total sampling time is used to characterize whether the driver frequently maintains a fast steering operation rhythm.

[0030] The peak density of rapid steering The number of times the steering wheel angular velocity reaches the rapid steering judgment threshold per unit time is used to characterize the frequency of the driver's rapid steering operation;

[0031] The steering speed oscillation intensity index The percentage of oscillation energy of the steering wheel angular velocity signal within a preset frequency band is used to characterize the degree of fluctuation in the driver's steering speed.

[0032] The influence factor of vehicle driving state gain value The specific calculation formula is as follows:

[0033]

[0034]

[0035]

[0036] in, This is an influencing factor on the vehicle driving state gain value. This is the positive normalized function of the equivalent lateral stiffness of the front wheel. For the equivalent lateral stiffness of the front wheel, This is the lower limit of the equivalent lateral stiffness of the front wheels. This is the upper limit of the equivalent lateral stiffness of the front wheel. , This is the normalized baseline value for the front wheel lateral stiffness. , For the damping matching degree of the steering system, The damping coefficient of the steering system. This is the reference value for the steering system damping. , For the allowable deviation of the steering system damping, , The weighting of the influence of front wheel lateral stiffness is given. , The influence weight of the steering system damping matching degree is given. , , This is the normalized deviation scale for the front wheel lateral stiffness. , The normalized deviation scale for the damping matching degree of the steering system. ;

[0037] The steering system damping matching degree When the damping coefficient of the steering system The closer to the damping reference value hour, The larger; when and The deviation exceeds the allowable deviation hour, Approaching 0;

[0038] The driver's operational behavior influencing factors This value is used to characterize the driver's steering activity and the degree of fluctuation in steering input. The larger the value, the more active the driver's steering input, the more frequent the steering wheel correction, and the higher the degree of steering abruptness. The specific calculation formula is as follows:

[0039]

[0040] in, Factors influencing driver operational behavior. The average absolute value of the steering wheel angular velocity. The maximum absolute value of the steering wheel angular velocity. The frequency of steering wheel corrections per unit of time. The baseline value for steering wheel correction frequency. , The root mean square of the acceleration due to the steering wheel angle is... As a benchmark value for the degree of abrupt change in direction, , The percentage of time a driver uses steering inputs. , The weighting of the percentage used in the steering operation affects the overall weighting. , The frequency of steering wheel corrections affects the weighting. , The degree of shift mutation affects the weight. , , The proportion deviation normalization scale is used for steering operations. , To normalize the steering wheel correction frequency deviation scale. , To normalize the deviation of the turning change degree, .

[0041] The yaw rate gain value influence factor , , , , Factors influencing driver proficiency type Steering wheel angle gain value influencing factor Influence factor on steering wheel angular velocity gain value Influence factor of vehicle driving state gain value The composition, and the specific calculation formula are as follows:

[0042]

[0043]

[0044]

[0045]

[0046]

[0047] in, The lower limit of the influence factor on yaw rate gain value. Upper limit of the influence factor of yaw rate gain value The influencing factor for the yaw rate gain value at the upper boundary of the low-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the mid-speed range. The factor affecting the yaw rate gain value at the upper boundary of the mid-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the high-speed section. The influencing factor of the yaw rate gain value at the upper boundary of the high-speed section. As a factor influencing driver proficiency type, The influencing factor of steering wheel angle gain value. The influencing factor of steering wheel angular velocity gain value. This is an influencing factor on the vehicle driving state gain value. The influence weight of driver proficiency type at the upper boundary of the low-speed segment is determined. The weighting of the steering wheel angle gain value at the upper boundary of the low-speed range is determined by... The weighting of the steering wheel angular velocity gain value at the upper boundary of the low-speed range is determined. The weighting of the gain value of vehicle driving state at the upper boundary of the low-speed segment is determined by the following factors. The influence weight of driver proficiency type on the lower boundary of the medium speed range. The weighting of the steering wheel angle gain value at the lower boundary of the mid-speed range is used to determine the influence of the weighting. The weighting of the steering wheel angular velocity gain value at the lower boundary of the mid-speed range is determined by... The weighting of the vehicle driving state gain value at the lower boundary of the medium speed range is used to determine the influence of the gain value. The influence weight of driver proficiency type at the upper boundary of the medium speed range is determined. The weighting of the steering wheel angle gain value at the upper boundary of the mid-speed range is determined by the following factors. The weighting of the steering wheel angular velocity gain value at the upper boundary of the mid-speed range is determined by... The weighting of the vehicle driving state gain value at the upper boundary of the medium speed range. The influence weight of driver proficiency type at the lower boundary of the high-speed section is determined. The weighting of the steering wheel angle gain value at the lower boundary of the high-speed section. The weighting of the steering wheel angular velocity gain value at the lower boundary of the high-speed segment. The weighting of the vehicle driving state gain value at the lower boundary of the high-speed section. The influence weight of driver proficiency type at the upper boundary of the highway section is determined. The weighting of the steering wheel angle gain value at the upper boundary of the high-speed section is determined. The weighting of the steering wheel angular velocity gain value at the upper boundary of the high-speed section. The weighting of the gain value of vehicle driving state at the upper boundary of the high-speed section. Select according to specific needs, and , , , , , , , ;

[0048] The steepness coefficient of the central area is an influencing factor , , , , Factors influencing driver proficiency type Factors influencing driver operational behavior The composition, and the specific calculation formula are as follows:

[0049]

[0050]

[0051]

[0052]

[0053]

[0054] in, This represents the lower limit of the influence factor on the steepness coefficient of the central area. This represents the upper limit of the influence factor on the steepness coefficient of the central area. The steepness coefficient of the central area in the low-speed section is an influencing factor. The steepness coefficient in the central region of the low-speed to medium-speed transition zone is an influencing factor. The steepness coefficient in the central area of ​​the medium-speed section is an influencing factor. The steepness coefficient in the central area of ​​the transition zone from medium speed to high speed is an influencing factor. The steepness coefficient of the central area of ​​the high-speed section is an influencing factor. Factors influencing driver operational behavior. The weighting of driver proficiency type in low-speed driving is determined. The weighting of driver operation behavior at low speeds. The weighting of driver proficiency type in the low-to-medium speed transition range is determined by the following factors. The weighting of driver operation behavior during the low-speed to medium-speed transition period. The influence of driver proficiency level type on the weighting of the data is as follows: The weighting of driver operation behavior in the medium-speed range. The weighting of driver proficiency type in the transition from medium speed to high speed is determined. The weighting of driver operation behavior during the transition from medium speed to high speed is determined. The influence weight of driver proficiency type on highway driving is determined. The weighting of driver operation behavior on highways. Select according to specific needs, and , , , , , , , .

[0055] The personalized yaw rate gain value is calculated by introducing a yaw rate gain value influence factor on the basic yaw rate gain value. The specific calculation formula is as follows:

[0056]

[0057]

[0058]

[0059]

[0060]

[0061] in, This represents the yaw rate gain value at the upper boundary of the low-speed range. This represents the yaw rate gain value at the lower boundary of the mid-speed range. This represents the yaw rate gain value at the upper boundary of the mid-speed range. This represents the yaw rate gain value at the lower boundary of the high-speed section. This represents the yaw rate gain value at the upper boundary of the high-speed section. To personalize the yaw rate gain value at the upper boundary of the low-speed range, To personalize the yaw rate gain value at the lower boundary of the mid-speed range, To personalize the yaw rate gain value at the upper boundary of the mid-speed range, This is for the personalized high-speed section lower boundary yaw rate gain value. This is for the personalized yaw rate gain value at the upper boundary of the high-speed section. The influencing factor for the yaw rate gain value at the upper boundary of the low-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the mid-speed range. The factor affecting the yaw rate gain value at the upper boundary of the mid-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the high-speed section. The influencing factor of the yaw rate gain value at the upper boundary of the high-speed section;

[0062] The personalized central region kurtosis coefficient is calculated by introducing the central region kurtosis coefficient influence factor based on the basic central region kurtosis coefficient. The specific calculation formula is as follows:

[0063]

[0064]

[0065]

[0066]

[0067]

[0068] in, This represents the lower limit of the steepness coefficient in the central area. This represents the upper limit of the steepness coefficient in the central area. This refers to the steepness coefficient of the central area in the low-speed section. This refers to the steepness coefficient of the central region during the transition from low to medium speed. This refers to the steepness coefficient of the central area in the medium-speed range. This refers to the steepness coefficient of the central area in the transition zone from medium speed to high speed. This refers to the steepness coefficient of the central area of ​​the high-speed section. For personalized low-speed section center area steepness coefficient, For personalized low-speed to medium-speed transition zone central area steepness coefficient, For the personalized mid-speed section central area steepness coefficient, For the personalized steepness coefficient of the central area of ​​the medium-speed to high-speed transition section, For the personalized steepness coefficient of the central area of ​​the highway section, The steepness coefficient of the central area in the low-speed section is an influencing factor. The steepness coefficient in the central region of the low-speed to medium-speed transition zone is an influencing factor. The steepness coefficient in the central area of ​​the medium-speed section is an influencing factor. The steepness coefficient in the central area of ​​the transition zone from medium speed to high speed is an influencing factor. The steepness coefficient of the central area of ​​the high-speed section is an influencing factor. , Select according to specific needs.

[0069] This invention has the following beneficial effects: it incorporates driver proficiency into the variable angle transmission ratio gain parameter setting process, enabling novice and experienced drivers to correspond to different surface correction results; by correcting the gain parameter through steering wheel angle, steering wheel angular velocity, and driver operation behavior, it can reduce the risk of over-sensitivity in steering when the driver's steering input is large or the operation is intense; by correcting the steepness coefficient in the central area, the high transmission ratio stability characteristics within a small steering angle range are enhanced; and by resubmitting the personalized gain parameter into the original surface construction model, the corrected variable angle transmission ratio surface maintains the same structure as the original preset surface. Attached Figure Description

[0070] Figure 1 This is a schematic diagram of the overall process of the present invention;

[0071] Figure 2 This is a schematic diagram comparing the preset variable angle transmission ratio surface with the modified variable angle transmission ratio surface. Detailed Implementation

[0072] To make the objectives, technical solutions, and advantages of this invention clearer, the following is combined with... Figure 1 and Figure 2 The present invention will be described in more detail below. It is understood that the following embodiments are for illustrative purposes only and are not intended to limit the scope of protection of the invention. Where there is no conflict, the embodiments and technical features of the present invention can be combined with each other.

[0073] like Figure 1 As shown, this invention provides a method for setting variable angle transmission ratio gain parameters based on driver proficiency. The method mainly includes steps such as data acquisition, driver type identification, calculation of personalized influencing factors, calculation of yaw rate gain value influencing factors and center zone steepness coefficient influencing factors, generation of personalized parameters, and construction of a modified variable angle transmission ratio surface. The core of this method is to use driver proficiency and steering operation characteristics as the basis for setting the variable angle transmission ratio surface parameters, enabling the original preset surface to be modified according to the driver's proficiency while maintaining its basic structural form.

[0074] S1: Collect driver operation behavior data, driver historical steering behavior data, and vehicle driving status data, and perform range limitation processing on the data;

[0075] The range limitation process is implemented using a saturation function, which is:

[0076]

[0077] in, It is a saturation function. As the independent variable, This is the lower limit of the saturation function. The upper limit of the saturation function;

[0078] S2: Based on driver operation behavior data, a driver type recognition model is constructed using the support vector machine algorithm to identify driver types and output driver type factors according to the driver types. ;

[0079] S3: Based on the driver type factor The driver's historical steering behavior data and vehicle driving status data were used to calculate the driver proficiency type influencing factor. Steering wheel angle gain value influencing factor Influence factor on steering wheel angular velocity gain value Influencing factors of vehicle driving state gain value Factors influencing driver operating behavior ;

[0080] The driver type recognition model categorizes drivers into novice drivers and experienced drivers, and outputs a driver type factor based on the driver type. ;

[0081] The driver type factor When the driver is identified as a novice driver When the driver is identified as a skilled driver ;

[0082] The influencing factors of driver proficiency type Based on driver type factor The calculation yielded:

[0083]

[0084] in, As a factor influencing driver proficiency type, For driver type factor, The baseline value is affected by the type of novice driver. The baseline value is affected by the type of skilled driver, and: ;

[0085] The influence factor of steering wheel angle gain value The calculation formula is as follows:

[0086]

[0087] in, The influencing factor of steering wheel angle gain value. The maximum absolute value of the steering wheel angle. The average absolute value of the steering wheel angle. This is the reference value for the steering wheel angle amplitude. Use percentage reference values ​​for steering wheel angle. , For a very small correction amount, The weights are determined by the influence of the maximum steering input angle. , The weighting is determined by the percentage of steering angle used. , , Normalized scale of maximum steering input angle deviation , The steering angle is normalized using the percentage deviation scale. .

[0088] The influencing factor of the steering wheel angular velocity gain value The specific calculation formula is as follows:

[0089]

[0090] in, The influencing factor of steering wheel angular velocity gain value. A threshold for accepting rapid steering response from the driver. To ensure a fast steering response, a threshold baseline value is accepted. , To quickly shift to a sustained market share, To quickly shift to a sustained percentage benchmark, , To quickly shift to peak density, To quickly shift to the peak density benchmark, , As an indicator of steering speed oscillation intensity, This serves as the baseline value for steering speed oscillation intensity. , To facilitate rapid response, the threshold influences the weighting. , To quickly shift towards a sustained weighting that influences market share, , To quickly shift to the peak density influence weight, , Weights for suppressing steering speed oscillation intensity. , , To enable rapid turnaround response, a threshold bias normalization scale is adopted. , To quickly shift to a normalized scale for persistent proportion deviation, , To quickly shift to the peak density deviation normalization scale, , As a normalized scale for the deviation in steering speed oscillation intensity, ;

[0091] The driver's rapid steering response acceptance threshold This represents the level of rapid steering response that a driver can accept during a calibrated driving test, used to characterize a driver's subjective adaptability to higher steering wheel angular velocities.

[0092] The percentage of rapid turning duration The ratio of the cumulative duration of the steering wheel angular velocity being in a rapid steering state within a preset sampling time window to the total sampling time is used to characterize whether the driver frequently maintains a fast steering operation rhythm.

[0093] The peak density of rapid steering The number of times the steering wheel angular velocity reaches the rapid steering judgment threshold per unit time is used to characterize the frequency of the driver's rapid steering operation;

[0094] The steering speed oscillation intensity index The percentage of oscillation energy of the steering wheel angular velocity signal within a preset frequency band is used to characterize the degree of fluctuation in the driver's steering speed.

[0095] The influence factor of vehicle driving state gain value The specific calculation formula is as follows:

[0096]

[0097]

[0098]

[0099] in, This is an influencing factor on the vehicle driving state gain value. This is the positive normalized function of the equivalent lateral stiffness of the front wheel. For the equivalent lateral stiffness of the front wheel, This is the lower limit of the equivalent lateral stiffness of the front wheels. This is the upper limit of the equivalent lateral stiffness of the front wheel. , This is the normalized baseline value for the front wheel lateral stiffness. , For the damping matching degree of the steering system, The damping coefficient of the steering system. This is the reference value for the steering system damping. , For the allowable deviation of the steering system damping, , The weighting of the influence of front wheel lateral stiffness is given. , The influence weight of the steering system damping matching degree is given. , , This is the normalized deviation scale for the front wheel lateral stiffness. , The normalized deviation scale for the damping matching degree of the steering system. ;

[0100] The steering system damping matching degree When the damping coefficient of the steering system The closer to the damping reference value hour, The larger; when and The deviation exceeds the allowable deviation hour, Approaching 0.

[0101] The driver's operational behavior influencing factors This value is used to characterize the driver's steering activity and the degree of fluctuation in steering input. The larger the value, the more active the driver's steering input, the more frequent the steering wheel correction, and the higher the degree of steering abruptness. The specific calculation formula is as follows:

[0102]

[0103] in, Factors influencing driver operational behavior. The average absolute value of the steering wheel angular velocity. The maximum absolute value of the steering wheel angular velocity. The frequency of steering wheel corrections per unit of time. The baseline value for steering wheel correction frequency. , The root mean square of the acceleration due to the steering wheel angle is... As a benchmark value for the degree of abrupt change in direction, , The percentage of time a driver uses steering inputs. , The weighting of the percentage used in the steering operation affects the overall weighting. , The frequency of steering wheel corrections affects the weighting. , The degree of shift mutation affects the weight. , , The proportion deviation normalization scale is used for steering operations. , To normalize the steering wheel correction frequency deviation scale. , To normalize the deviation of the turning change degree, .

[0104] S4: Driver proficiency type influencing factor calculated based on S3 Steering wheel angle gain value influencing factor Influence factor on steering wheel angular velocity gain value Influencing factors of vehicle driving state gain value Factors influencing driver operating behavior Calculate the influence factors of yaw rate gain and the influence factors of central region steepness coefficient;

[0105] The yaw rate gain value influence factor , , , , Factors influencing driver proficiency type Steering wheel angle gain value influencing factor Influence factor on steering wheel angular velocity gain value Influence factor of vehicle driving state gain value The composition, and the specific calculation formula are as follows:

[0106]

[0107]

[0108]

[0109]

[0110]

[0111] in, The lower limit of the influence factor on yaw rate gain value. Upper limit of the influence factor of yaw rate gain value The influencing factor for the yaw rate gain value at the upper boundary of the low-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the mid-speed range. The factor affecting the yaw rate gain value at the upper boundary of the mid-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the high-speed section. The influencing factor of the yaw rate gain value at the upper boundary of the high-speed section. As a factor influencing driver proficiency type, The influencing factor of steering wheel angle gain value. The influencing factor of steering wheel angular velocity gain value. This is an influencing factor on the vehicle driving state gain value. The influence weight of driver proficiency type at the upper boundary of the low-speed segment is determined. The weighting of the steering wheel angle gain value at the upper boundary of the low-speed range is determined by... The weighting of the steering wheel angular velocity gain value at the upper boundary of the low-speed range is determined. The weighting of the gain value of vehicle driving state at the upper boundary of the low-speed segment is determined by the following factors. The influence weight of driver proficiency type on the lower boundary of the medium speed range. The weighting of the steering wheel angle gain value at the lower boundary of the mid-speed range is used to determine the influence of the weighting. The weighting of the steering wheel angular velocity gain value at the lower boundary of the mid-speed range is determined by... The weighting of the vehicle driving state gain value at the lower boundary of the medium speed range is used to determine the influence of the gain value. The influence weight of driver proficiency type at the upper boundary of the medium speed range is determined. The weighting of the steering wheel angle gain value at the upper boundary of the mid-speed range is determined by the following factors. The weighting of the steering wheel angular velocity gain value at the upper boundary of the mid-speed range is determined by... The weighting of the vehicle driving state gain value at the upper boundary of the medium speed range. The influence weight of driver proficiency type at the lower boundary of the high-speed section is determined. The weighting of the steering wheel angle gain value at the lower boundary of the high-speed section. The weighting of the steering wheel angular velocity gain value at the lower boundary of the high-speed segment. The weighting of the vehicle driving state gain value at the lower boundary of the high-speed section. The influence weight of driver proficiency type at the upper boundary of the highway section is determined. The weighting of the steering wheel angle gain value at the upper boundary of the high-speed section is determined. The weighting of the steering wheel angular velocity gain value at the upper boundary of the high-speed section. The weighting of the gain value of vehicle driving state at the upper boundary of the high-speed section. Select according to specific needs, and , , , , , , , ;

[0112] The steepness coefficient of the central area is an influencing factor , , , , Factors influencing driver proficiency type Factors influencing driver operational behavior The composition, and the specific calculation formula are as follows:

[0113]

[0114]

[0115]

[0116]

[0117]

[0118] in, This represents the lower limit of the influence factor on the steepness coefficient of the central area. This represents the upper limit of the influence factor on the steepness coefficient of the central area. The steepness coefficient of the central area in the low-speed section is an influencing factor. The steepness coefficient in the central region of the low-speed to medium-speed transition zone is an influencing factor. The steepness coefficient in the central area of ​​the medium-speed section is an influencing factor. The steepness coefficient in the central area of ​​the transition zone from medium speed to high speed is an influencing factor. The steepness coefficient of the central area of ​​the high-speed section is an influencing factor. Factors influencing driver operational behavior. The weighting of driver proficiency type in low-speed driving is determined. The weighting of driver operation behavior at low speeds. The weighting of driver proficiency type in the low-to-medium speed transition range is determined by the following factors. The weighting of driver operation behavior during the low-speed to medium-speed transition period. The influence of driver proficiency level type on the weighting of the data is as follows: The weighting of driver operation behavior in the medium-speed range. The weighting of driver proficiency type in the transition from medium speed to high speed is determined. The weighting of driver operation behavior during the transition from medium speed to high speed is determined. The influence weight of driver proficiency type on highway driving is determined. The weighting of driver operation behavior on highways. Select according to specific needs, and , , , , , , , .

[0119] S5: Based on the basic yaw rate gain value and the basic central region steepness coefficient, the yaw rate gain value influence factor and the central region steepness coefficient influence factor are introduced respectively to obtain the personalized yaw rate gain value and the personalized central region steepness coefficient.

[0120] The personalized yaw rate gain value is calculated by introducing a yaw rate gain value influence factor on the basic yaw rate gain value. The specific calculation formula is as follows:

[0121]

[0122]

[0123]

[0124]

[0125]

[0126] in, This represents the yaw rate gain value at the upper boundary of the low-speed range. This represents the yaw rate gain value at the lower boundary of the mid-speed range. This represents the yaw rate gain value at the upper boundary of the mid-speed range. This represents the yaw rate gain value at the lower boundary of the high-speed section. This represents the yaw rate gain value at the upper boundary of the high-speed section. To personalize the yaw rate gain value at the upper boundary of the low-speed range, To personalize the yaw rate gain value at the lower boundary of the mid-speed range, To personalize the yaw rate gain value at the upper boundary of the mid-speed range, This is for the personalized high-speed section lower boundary yaw rate gain value. This is for the personalized yaw rate gain value at the upper boundary of the high-speed section. The influencing factor for the yaw rate gain value at the upper boundary of the low-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the mid-speed range. The factor affecting the yaw rate gain value at the upper boundary of the mid-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the high-speed section. The influencing factor of the yaw rate gain value at the upper boundary of the high-speed section;

[0127] The personalized central region kurtosis coefficient is calculated by introducing the central region kurtosis coefficient influence factor based on the basic central region kurtosis coefficient. The specific calculation formula is as follows:

[0128]

[0129]

[0130]

[0131]

[0132]

[0133] in, This represents the lower limit of the steepness coefficient in the central area. This represents the upper limit of the steepness coefficient in the central area. This refers to the steepness coefficient of the central area in the low-speed section. This refers to the steepness coefficient of the central region during the transition from low to medium speed. This refers to the steepness coefficient of the central area in the medium-speed range. This refers to the steepness coefficient of the central area in the transition zone from medium speed to high speed. This refers to the steepness coefficient of the central area of ​​the high-speed section. For personalized low-speed section center area steepness coefficient, For personalized low-speed to medium-speed transition zone central area steepness coefficient, For the personalized mid-speed section central area steepness coefficient, For the personalized steepness coefficient of the central area of ​​the medium-speed to high-speed transition section, For the personalized steepness coefficient of the central area of ​​the highway section, The steepness coefficient of the central area in the low-speed section is an influencing factor. The steepness coefficient in the central region of the low-speed to medium-speed transition zone is an influencing factor. The steepness coefficient in the central area of ​​the medium-speed section is an influencing factor. The steepness coefficient in the central area of ​​the transition zone from medium speed to high speed is an influencing factor. The steepness coefficient of the central area of ​​the high-speed section is an influencing factor. , Select according to specific needs.

[0134] S6: Based on the preset variable angle transmission ratio surface, a modified variable angle transmission ratio surface is constructed by introducing a personalized yaw rate gain value and a personalized central area steepness coefficient.

[0135] The preset variable angle transmission ratio surface is constructed based on the principle of constant yaw rate gain, and after segmenting the vehicle speed according to the low speed range, the low-to-medium speed transition range, the medium speed range, the medium-to-high speed transition range, and the high speed range.

[0136] In this embodiment of the invention, the preset variable angle transmission ratio surface designs the variable angle transmission ratio of the steer-by-wire system under different speed segments based on the method of constant yaw rate gain. Combined with a two-degree-of-freedom vehicle dynamics model, the following formula for calculating the steering variable angle transmission ratio based on constant yaw rate gain can be obtained:

[0137]

[0138]

[0139] in, This refers to the variable angle transmission ratio of the vehicle. This represents the yaw rate gain of the vehicle as the front wheel steering angle changes. This represents the yaw rate gain of the vehicle as the steering wheel angle changes. The longitudinal speed of the vehicle, expressed in m / s. For vehicle stability factors, the unit is , For the equivalent lateral stiffness of the front wheel, For the equivalent lateral stiffness of the rear wheel, This is the distance from the front axle to the center of mass. This is the distance between the rear axle and the center of mass. For the quality of the car.

[0140] The speed segmentation design method is adopted, and the basic speed range and basic steering wheel angle range are divided to correspond to the low-speed segment variable angle transmission ratio. Variable transmission ratio in the low-speed to medium-speed transition section Medium-speed range variable angle transmission ratio Variable transmission ratio in the transition section from medium speed to high speed High-speed variable angle transmission ratio .

[0141] The basic speed range is divided as follows:

[0142] Low speed range: Low-speed to medium-speed transition section: ;Medium speed section: Medium-speed to high-speed transition section: High-speed section: ;

[0143] in, This is the lower boundary of the low-speed segment. This is the upper boundary of the low-speed segment. This is the lower boundary of the medium-speed range. This is the upper boundary of the medium-speed range. This is the lower boundary of the high-speed section. This is the upper boundary of the high-speed section. Select according to specific needs;

[0144] The specific range of the basic steering wheel angle is as follows:

[0145]

[0146] in, For steering wheel angle, The lower boundary of the steering wheel angle. The upper boundary of the steering wheel angle; , The value can be modified according to specific needs;

[0147] The low-speed variable angle transmission ratio The formula is as follows:

[0148]

[0149]

[0150]

[0151]

[0152] In the formula, This represents the maximum absolute value of the vehicle's steering wheel angle travel. This represents the maximum absolute value of the vehicle's front wheel steering angle. This represents the lower boundary value of the variable angle transmission ratio in the low-speed range. This represents the upper boundary value of the variable angle transmission ratio in the low-speed range. The minimum gear ratio interval can be set independently according to specific requirements. .

[0153] The low-speed to medium-speed transition section variable angle transmission ratio The formula is as follows:

[0154]

[0155]

[0156]

[0157] In the formula, This represents the lower boundary value of the variable angle transmission ratio during the low-speed to medium-speed transition range. This represents the upper boundary value of the variable angle transmission ratio during the low-speed to medium-speed transition section. This is the upper boundary of the low-speed segment. This is the lower boundary of the medium-speed range.

[0158] The mid-speed range variable angle transmission ratio The formula is as follows:

[0159]

[0160]

[0161]

[0162] In the formula, This represents the lower boundary value of the variable angle transmission ratio in the medium speed range. This represents the upper boundary value of the variable angle transmission ratio in the medium-speed range.

[0163] The variable angle transmission ratio in the medium-speed to high-speed transition section The formula is as follows:

[0164]

[0165]

[0166]

[0167] In the formula, This represents the lower boundary of the variable angle transmission ratio in the transition section from medium speed to high speed. This represents the upper boundary of the variable angle transmission ratio in the transition section from medium speed to high speed. This is the upper boundary of the medium-speed range. This is the lower boundary of the high-speed section.

[0168] The high-speed section variable angle transmission ratio The formula is as follows:

[0169]

[0170]

[0171]

[0172] In the formula, This represents the lower boundary of the variable angle transmission ratio in the high-speed section. This represents the upper boundary of the variable angle transmission ratio in the high-speed section.

[0173] The modified variable angle transmission ratio surface is formed by introducing the yaw rate gain influence factor and the central region steepness coefficient influence factor on the preset variable angle transmission ratio surface, respectively corresponding to the personalized low-speed variable angle transmission ratio. Personalized low-speed to medium-speed transition section variable angle transmission ratio Personalized mid-speed range variable angle transmission ratio Personalized variable angle transmission ratio for the transition from medium speed to high speed Personalized high-speed variable angle transmission ratio .

[0174] The personalized low-speed variable angle transmission ratio The formula is as follows:

[0175]

[0176]

[0177]

[0178]

[0179] In the formula, The lower boundary of the variable angle transmission ratio for personalized low-speed range. The upper boundary of the variable angle transmission ratio for personalized low-speed range.

[0180] The personalized low-speed to medium-speed transition section variable angle transmission ratio The formula is as follows:

[0181]

[0182]

[0183]

[0184] In the formula, To customize the lower boundary value of the variable angle transmission ratio in the low-speed to medium-speed transition range, To customize the upper boundary value of the variable angle transmission ratio in the low-speed to medium-speed transition section, For the personalized low-speed segment upper boundary, This is the lower boundary of the personalized mid-speed range.

[0185] The personalized mid-speed range variable angle transmission ratio The formula is as follows:

[0186]

[0187]

[0188]

[0189] In the formula, For the lower boundary value of the variable angle transmission ratio in the personalized mid-speed range, The upper boundary value of the variable angle transmission ratio for the personalized medium speed range.

[0190] The personalized mid-speed to high-speed transition section variable angle transmission ratio The formula is as follows:

[0191]

[0192]

[0193]

[0194] In the formula, The lower boundary value of the variable angle transmission ratio for the personalized medium-speed to high-speed transition section. The upper boundary value of the variable angle transmission ratio is for the personalized medium-speed to high-speed transition section. For the personalized mid-speed range upper boundary, This represents the lower boundary of the personalized high-speed section.

[0195] The personalized high-speed section variable angle transmission ratio The formula is as follows:

[0196]

[0197]

[0198]

[0199] In the formula, This is the lower boundary value for the variable angle transmission ratio in the personalized high-speed section. This is the upper boundary value of the variable angle transmission ratio for personalized high-speed sections.

Claims

1. A method for setting the variable angle transmission ratio gain parameter based on driver proficiency, characterized in that, Includes the following steps: S1: Collect driver operation behavior data, driver historical steering behavior data, and vehicle driving status data, and perform range limitation processing on the data; The range limitation process is implemented using a saturation function, which is: in, It is a saturation function. As the independent variable, This is the lower limit of the saturation function. The upper limit of the saturation function; S2: Based on driver operation behavior data, a driver type recognition model is constructed using the support vector machine algorithm to identify driver types and output driver type factors according to the driver types. ; S3: Based on the driver type factor The driver's historical steering behavior data and vehicle driving status data were used to calculate the driver proficiency type influencing factor. Steering wheel angle gain value influencing factor Influence factor on steering wheel angular velocity gain value Influencing factors of vehicle driving state gain value Factors influencing driver operating behavior ; S4: Calculated based on S3 , , , , Calculate the influence factors of yaw rate gain and the influence factors of central region steepness coefficient; S5: Based on the basic yaw rate gain value and the basic central region steepness coefficient, the yaw rate gain value influence factor and the central region steepness coefficient influence factor are introduced respectively to obtain the personalized yaw rate gain value and the personalized central region steepness coefficient. S6: Based on the preset variable angle transmission ratio surface, a modified variable angle transmission ratio surface is constructed by introducing a personalized yaw rate gain value and a personalized central area steepness coefficient. The preset variable angle transmission ratio surface is constructed based on the principle of constant yaw rate gain, and after segmenting the vehicle speed according to the low speed range, the low-to-medium speed transition range, the medium speed range, the medium-to-high speed transition range, and the high speed range.

2. The method for setting the variable angle transmission ratio gain parameter based on driver proficiency according to claim 1, characterized in that, The driver type recognition model categorizes drivers into novice drivers and experienced drivers, and outputs a driver type factor based on the driver type. ; The driver type factor When the driver is identified as a novice driver When the driver is identified as a skilled driver ; The influencing factors of driver proficiency type Based on driver type factor The calculation yielded: in, As a factor influencing driver proficiency type, For driver type factor, The baseline value is affected by the type of novice driver. The baseline value is affected by the type of skilled driver, and: ; The influence factor of steering wheel angle gain value The calculation formula is as follows: in, The influencing factor of steering wheel angle gain value. The maximum absolute value of the steering wheel angle. The average absolute value of the steering wheel angle. This is the reference value for the steering wheel angle amplitude. Use percentage reference values ​​for steering wheel angle. , For a very small correction amount, The weights are determined by the influence of the maximum steering input angle. , The weighting is determined by the percentage of steering angle used. , , Normalized scale of maximum steering input angle deviation , The steering angle is normalized using the percentage deviation scale. .

3. The method for setting the variable angle transmission ratio gain parameter based on driver proficiency according to claim 1, characterized in that, The influencing factor of the steering wheel angular velocity gain value The specific calculation formula is as follows: in, The influencing factor of steering wheel angular velocity gain value. A threshold for accepting rapid steering response from the driver. To ensure a fast steering response, a threshold baseline value is accepted. , To quickly shift to a sustained market share, To quickly shift to a sustained percentage benchmark, , To quickly shift to peak density, To quickly shift to the peak density benchmark, , As an indicator of steering speed oscillation intensity, This serves as the baseline value for steering speed oscillation intensity. , To facilitate rapid response, the threshold influences the weighting. , To quickly shift towards a sustained weighting that influences market share, , To quickly shift to the peak density influence weight, , Weights for suppressing steering speed oscillation intensity. , , To enable rapid turnaround response, a threshold bias normalization scale is adopted. , To quickly shift to a normalized scale for persistent proportion deviation, , To quickly shift to the peak density deviation normalization scale, , As a normalized scale for the deviation in steering speed oscillation intensity, ; The driver's rapid steering response acceptance threshold This represents the level of rapid steering response that a driver can accept during a calibrated driving test, used to characterize a driver's subjective adaptability to higher steering wheel angular velocities. The percentage of rapid turning duration The ratio of the cumulative duration of the steering wheel angular velocity being in a rapid steering state within a preset sampling time window to the total sampling time is used to characterize whether the driver frequently maintains a fast steering operation rhythm. The peak density of rapid steering The number of times the steering wheel angular velocity reaches the rapid steering judgment threshold per unit time is used to characterize the frequency of the driver's rapid steering operation; The steering speed oscillation intensity index The percentage of oscillation energy of the steering wheel angular velocity signal within a preset frequency band is used to characterize the degree of fluctuation in the driver's steering speed.

4. The method for setting the variable angle transmission ratio gain parameter based on driver proficiency according to claim 1, characterized in that, The influence factor of vehicle driving state gain value The specific calculation formula is as follows: in, This is an influencing factor on the vehicle driving state gain value. This is the positive normalized function of the equivalent lateral stiffness of the front wheel. For the equivalent lateral stiffness of the front wheel, This is the lower limit of the equivalent lateral stiffness of the front wheels. This is the upper limit of the equivalent lateral stiffness of the front wheel. , This is the normalized baseline value for the front wheel lateral stiffness. , For the damping matching degree of the steering system, The damping coefficient of the steering system. This is the reference value for the steering system damping. , For the allowable deviation of the steering system damping, , The weighting of the influence of front wheel lateral stiffness is given. , The influence weight of the steering system damping matching degree is given. , , This is the normalized deviation scale for the front wheel lateral stiffness. , The normalized deviation scale for the damping matching degree of the steering system. ; The steering system damping matching degree When the damping coefficient of the steering system The closer to the damping reference value hour, The larger; when and The deviation exceeds the allowable deviation hour, Approaching 0.

5. The method for setting the variable angle transmission ratio gain parameter based on driver proficiency according to claim 1, characterized in that, The driver's operational behavior influencing factors This value is used to characterize the driver's steering activity and the degree of fluctuation in steering input. The larger the value, the more active the driver's steering input, the more frequent the steering wheel correction, and the higher the degree of steering abruptness. The specific calculation formula is as follows: in, Factors influencing driver operational behavior. The average absolute value of the steering wheel angular velocity. The maximum absolute value of the steering wheel angular velocity. The frequency of steering wheel corrections per unit of time. The baseline value for steering wheel correction frequency. , The root mean square of the acceleration due to the steering wheel angle is... As a benchmark value for the degree of abrupt change in direction, , The percentage of time a driver uses steering inputs. , The weighting of the percentage used in the steering operation affects the overall weighting. , The frequency of steering wheel corrections affects the weighting. , The degree of shift mutation affects the weight. , , The proportion deviation normalization scale is used for steering operations. , To normalize the steering wheel correction frequency deviation scale. , To normalize the deviation of the turning change degree, .

6. The method for setting the variable angle transmission ratio gain parameter based on driver proficiency according to claim 1, characterized in that, The yaw rate gain value influence factor , , , , Factors influencing driver proficiency type Steering wheel angle gain value influencing factor Influence factor on steering wheel angular velocity gain value Influence factor of vehicle driving state gain value The composition, and the specific calculation formula are as follows: in, The lower limit of the influence factor on yaw rate gain value. Upper limit of the influence factor of yaw rate gain value The influencing factor for the yaw rate gain value at the upper boundary of the low-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the mid-speed range. The factor affecting the yaw rate gain value at the upper boundary of the mid-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the high-speed section. The influencing factor of the yaw rate gain value at the upper boundary of the high-speed section. As a factor influencing driver proficiency type, The influencing factor of steering wheel angle gain value. The influencing factor of steering wheel angular velocity gain value. This is an influencing factor on the vehicle driving state gain value. The influence weight of driver proficiency type at the upper boundary of the low-speed segment is determined. The weighting of the steering wheel angle gain value at the upper boundary of the low-speed range is determined by... The weighting of the steering wheel angular velocity gain value at the upper boundary of the low-speed range is determined. The weighting of the gain value of vehicle driving state at the upper boundary of the low-speed segment is determined by the following factors. The influence weight of driver proficiency type on the lower boundary of the medium speed range. The weighting of the steering wheel angle gain value at the lower boundary of the mid-speed range is used to determine the influence of the weighting. The weighting of the steering wheel angular velocity gain value at the lower boundary of the mid-speed range is determined by... The weighting of the vehicle driving state gain value at the lower boundary of the medium speed range is used to determine the influence of the gain value. The influence weight of driver proficiency type at the upper boundary of the medium speed range is determined. The weighting of the steering wheel angle gain value at the upper boundary of the mid-speed range is determined by the following factors. The weighting of the steering wheel angular velocity gain value at the upper boundary of the mid-speed range is determined by... The weighting of the vehicle driving state gain value at the upper boundary of the medium speed range. The influence weight of driver proficiency type at the lower boundary of the high-speed section is determined. The weighting of the steering wheel angle gain value at the lower boundary of the high-speed section. The weighting of the steering wheel angular velocity gain value at the lower boundary of the high-speed segment. The weighting of the vehicle driving state gain value at the lower boundary of the high-speed section. The influence weight of driver proficiency type at the upper boundary of the highway section is determined. The weighting of the steering wheel angle gain value at the upper boundary of the high-speed section is determined. The weighting of the steering wheel angular velocity gain value at the upper boundary of the high-speed section. The weighting of the gain value of vehicle driving state at the upper boundary of the high-speed section. Select according to specific needs, and , , , , , , , ; The steepness coefficient of the central area is an influencing factor , , , , Factors influencing driver proficiency type Factors influencing driver operational behavior The composition, and the specific calculation formula are as follows: in, This represents the lower limit of the influence factor on the steepness coefficient of the central area. This represents the upper limit of the influence factor on the steepness coefficient of the central area. The steepness coefficient of the central area in the low-speed section is an influencing factor. The steepness coefficient in the central region of the low-speed to medium-speed transition zone is an influencing factor. The steepness coefficient in the central area of ​​the medium-speed section is an influencing factor. The steepness coefficient in the central area of ​​the transition zone from medium speed to high speed is an influencing factor. The steepness coefficient of the central area of ​​the high-speed section is an influencing factor. Factors influencing driver operational behavior. The weighting of driver proficiency type in low-speed driving is determined. The weighting of driver operation behavior at low speeds. The weighting of driver proficiency type in the low-to-medium speed transition range is determined by the following factors. The weighting of driver operation behavior during the low-speed to medium-speed transition period. The influence of driver proficiency level type on the weighting of the data is as follows: The weighting of driver operation behavior in the medium-speed range. The weighting of driver proficiency type in the transition from medium speed to high speed is determined. The weighting of driver operation behavior during the transition from medium speed to high speed is determined. The influence weight of driver proficiency type on highway driving is determined. The weighting of driver operation behavior on highways. Select according to specific needs, and , , , , , , , .

7. The method for setting the variable angle transmission ratio gain parameter based on driver proficiency according to claim 1, characterized in that, The personalized yaw rate gain value is calculated by introducing a yaw rate gain value influence factor on the basic yaw rate gain value. The specific calculation formula is as follows: in, This represents the yaw rate gain value at the upper boundary of the low-speed range. This represents the yaw rate gain value at the lower boundary of the mid-speed range. This represents the yaw rate gain value at the upper boundary of the mid-speed range. This represents the yaw rate gain value at the lower boundary of the high-speed section. This represents the yaw rate gain value at the upper boundary of the high-speed section. To personalize the yaw rate gain value at the upper boundary of the low-speed range, To personalize the yaw rate gain value at the lower boundary of the mid-speed range, To personalize the yaw rate gain value at the upper boundary of the mid-speed range, This is for the personalized high-speed section lower boundary yaw rate gain value. This is for the personalized yaw rate gain value at the upper boundary of the high-speed section. The influencing factor for the yaw rate gain value at the upper boundary of the low-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the mid-speed range. The factor affecting the yaw rate gain value at the upper boundary of the mid-speed range. The influencing factor for the yaw rate gain value at the lower boundary of the high-speed section. The influencing factor of the yaw rate gain value at the upper boundary of the high-speed section; The personalized central region kurtosis coefficient is calculated by introducing the central region kurtosis coefficient influence factor based on the basic central region kurtosis coefficient. The specific calculation formula is as follows: in, This represents the lower limit of the steepness coefficient in the central area. This represents the upper limit of the steepness coefficient in the central area. This refers to the steepness coefficient of the central area in the low-speed section. This refers to the steepness coefficient of the central region during the transition from low to medium speed. This refers to the steepness coefficient of the central area in the medium-speed range. This refers to the steepness coefficient of the central area in the transition zone from medium speed to high speed. This refers to the steepness coefficient of the central area of ​​the high-speed section. For personalized low-speed section center area steepness coefficient, For personalized low-speed to medium-speed transition zone central area steepness coefficient, For the personalized mid-speed section central area steepness coefficient, For the personalized steepness coefficient of the central area of ​​the medium-speed to high-speed transition section, For the personalized steepness coefficient of the central area of ​​the highway section, The steepness coefficient of the central area in the low-speed section is an influencing factor. The steepness coefficient in the central region of the low-speed to medium-speed transition zone is an influencing factor. The steepness coefficient in the central area of ​​the medium-speed section is an influencing factor. The steepness coefficient in the central area of ​​the transition zone from medium speed to high speed is an influencing factor. The steepness coefficient of the central area of ​​the high-speed section is an influencing factor. , Select according to specific needs.

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