Method and apparatus for real-time lateral interference detection for vehicles

Abstract

To provide a method for real-time lateral interference detection for vehicles.SOLUTION: A method for real-time lateral interference detection for vehicles according to the present invention includes the steps of: obtaining steering torque applied by an EPS at time t, and vehicle speed at the time t; calculating an estimated yaw rate at the time t on the basis of the steering torque and the vehicle speed; detecting and obtaining an actual yaw rate at time t+Δt using a yaw rate sensor, and a relationship among a desired yaw rate, the vehicle speed and the steering torque applied by the EPS; comparing the estimated yaw rate with the actual yaw rate; and, if an absolute value of the difference between the estimated yaw rate with the actual yaw rate is greater than a threshold, determining that a lateral interference experienced by a vehicle has reached a preset level requiring a driver to take over vehicle control.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present application relates to a method for real-time lateral interference detection in a vehicle equipped with a driver assistance system. In particular, the present application includes a method for real-time lateral interference detection in a vehicle equipped with an advanced driver assistance system (ADAS). The present disclosure also includes an apparatus for performing the method of real-time lateral interference detection in a vehicle having a driver assistance system and a vehicle equipped with such an apparatus. Furthermore, the present disclosure includes a computer readable storage medium including a computer program implementing the method of real-time lateral interference detection in a vehicle having a driver assistance system. [Background technology]

[0002] With the advancement of science and technology, the driver assistance / autonomous driving functions of vehicles are becoming more and more powerful. Currently, the automotive industry generally classifies autonomous driving functions into L1 to L5. For currently achievable levels L2, L3 and L4, the autonomous driving system of the vehicle needs to control the lateral dynamic motion of the vehicle. However, when the driving conditions are extremely poor, the autonomous driving system may not be able to control the lateral dynamic motion of the vehicle, at which point the driver needs to take over control of the vehicle.

[0003] Specifically, during the driver-assisted / automated driving (DA / AD) period of an automated driving system, there may be significant lateral interference with the lateral control of the vehicle, such as adverse road conditions or strong crosswinds. In such cases, if the driver does not intervene, the vehicle may be significantly affected and may deviate from its lane, posing a serious hazard.

[0004] Currently, there is no means to detect lateral interference experienced by a vehicle. Weather prediction is considered the only way to detect crosswinds. However, this method is very immature and cannot guarantee accuracy and reliability. Furthermore, crosswinds are only one of the factors that can cause lateral interference. Other factors, such as poor road conditions during rain or snow, can also cause lateral interference. These lateral interferences greatly affect the usefulness of automated driving systems.

[0005] Although existing lane departure monitoring can prevent danger to some extent, when a warning is issued due to lane departure, it usually indicates a serious incident and the vehicle will rapidly depart from the lane. If the driver cannot take over control of the vehicle in time, a dangerous situation is likely to occur. Therefore, detecting the lateral interference experienced by the vehicle as early as possible before it departs from the lane can better prevent danger. Summary of the Invention [Problem to be solved by the invention]

[0006] In consideration of the above-mentioned problems, the present disclosure aims to provide a method and apparatus for lateral interference detection in a vehicle equipped with a driver assistance system, which is intended to provide relatively accurate and reliable information to an automated driving system as to whether the vehicle is experiencing lateral interference, thereby quickly alerting the driver to take over control of the vehicle, and thus better avoiding potential hazards. [Means for solving the problem]

[0007] According to one aspect of the disclosure, there is provided a method for real-time lateral interference detection in a vehicle equipped with a driver assistance system, the method including pre-calibrating a desired yaw rate induced by a steering torque applied by an electric power steering (EPS) of the vehicle at different vehicle speeds to obtain a relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS; The method comprises at least the following steps: The vehicle speed v at time t and the steering torque T applied by the EPS at time t EPS and Vehicle speed v obtained at time t, steering torque T at time t EPS , and an estimated yaw rate W of the vehicle at time t based on the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS. EPS Calculating The actual yaw rate W of the vehicle at time t+Δt s where Δt represents a preset time delay for the yaw rate generated after the EPS applies torque; Estimated yaw rate W EPS The actual yaw rate W s Compared with the estimated yaw rate W EPS and the actual yaw rate W s The absolute value of the difference between th if so, determining that the lateral interference experienced by the vehicle has reached a preset level requiring the driver to take over control of the vehicle; Includes.

[0008] According to another aspect of the present disclosure, there is provided a method for real-time lateral interference detection in a vehicle equipped with a driver assistance system, the method including pre-calibrating a desired yaw rate induced by a steering torque applied by an electric power steering (EPS) of the vehicle at different vehicle speeds to obtain a relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS; The method comprises at least the following steps: The actual steering torque T applied by the EPS at time t EPS and Vehicle speed v at time t+Δt, and actual yaw rate W at time t+Δt s where Δt represents a preset time delay for the yaw rate generated after the EPS applies torque; Vehicle speed v at time t+Δt, actual yaw rate W at time t+Δt s , and an estimated steering torque T applied by the EPS at time t based on the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS. EXP Calculating Estimated steering torque T EXP Actual steering torque T EPS Compared with the estimated steering torque T EXP and the actual steering torque T EPS The absolute value of the difference between th if so, determining that the lateral interference experienced by the vehicle has reached a preset level requiring the driver to take over control of the vehicle; Includes.

[0009] According to another aspect of the present disclosure, an apparatus for real-time lateral interference detection in a vehicle equipped with a driver assistance system is provided, comprising: The device comprises: a memory module configured to pre-store a relationship between a vehicle speed, a steering torque applied by an electric power steering (EPS), and a desired yaw rate induced by the steering torque; Vehicle speed v at time t, steering torque T applied by the EPS at time t EPS , and the actual yaw rate W of the vehicle at time t+Δt s an acquisition module configured to acquire a yaw rate of the vehicle speed at which the EPS applies torque; Vehicle speed v obtained at time t, steering torque T at time t EPS , and an estimated yaw rate W of the vehicle at time t based on the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS. EPS a computation module configured to compute Estimated yaw rate W EPS The actual yaw rate W s a determination module configured to compare the estimated yaw rate W EPS and the actual yaw rate W s The absolute value of the difference between th a determination module configured to determine that a lateral interference experienced by the vehicle has reached a preset level requiring a driver to take over control of the vehicle if the lateral interference is greater than a preset level; Includes.

[0010] According to another aspect of the present disclosure, an apparatus for real-time lateral interference detection in a vehicle equipped with a driver assistance system is provided, comprising: The device comprises: a memory module configured to pre-store a relationship between a vehicle speed, a steering torque applied by an electric power steering (EPS), and a desired yaw rate induced by the steering torque; The actual steering torque T applied by the EPS at time t EPS, the vehicle speed v at time t+Δt, and the actual yaw rate W at time t+Δt s an acquisition module configured to acquire a yaw rate of the vehicle speed at which the EPS applies torque; Vehicle speed v at time t+Δt, actual yaw rate W at time t+Δt s , and an estimated steering torque T applied by the EPS at time t based on the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS. EXP a computation module configured to compute Estimated steering torque T EXP Actual steering torque T EPS Compared with the estimated steering torque T EXP and the actual steering torque T EPS The absolute value of the difference between th if greater, a determination module configured to determine that the lateral interference experienced by the vehicle has reached a preset level requiring a driver to take over control of the vehicle; Includes.

[0011] According to another aspect of the present disclosure, there is provided a computer readable storage medium having stored thereon a computer program which, when executed by a processor, is for implementing a method for real-time lateral interference detection for a vehicle equipped with a driver assistance system according to the present disclosure.

[0012] According to another aspect of the present disclosure, there is provided a vehicle including an apparatus for real-time lateral interference detection for a vehicle equipped with a driver assistance system according to the present disclosure.

[0013] The lateral interference detection method and apparatus of the present disclosure may provide relatively accurate and reliable information regarding whether a vehicle is experiencing lateral interference to an autonomous driving system. Moreover, the technical solution of the present disclosure is based on existing sensors in an ADAS system and generally does not require additional installation of other components. Therefore, the present disclosure may achieve lateral interference detection for an autonomous driving system at a relatively low cost. [Brief description of the drawings]

[0014] In the following, embodiments of the present disclosure will be described in more detail with reference to the accompanying drawings. [Figure 1] 1 illustrates a flowchart of a method for real-time lateral interference detection according to an example of the present disclosure. [Diagram 2] 4 illustrates a flowchart of a method for real-time lateral interference detection according to another embodiment of the present disclosure.

[0015] Other objects and features of the embodiments herein will become apparent from the detailed description provided below in conjunction with the accompanying drawings, which are to be understood, however, as being made for illustrative purposes only and are not intended to limit the scope of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] The vehicle of the present disclosure is equipped with a driving assistance system, particularly an advanced driving assistance system (ADAS). The vehicle includes at least a yaw rate sensor, a steering torque sensor, and a vehicle speed sensor, which may be located at any suitable position in the vehicle. Although not mentioned herein, other sensors than those mentioned above may also be possible, if necessary.

[0017] The principle of the disclosed real-time lateral interference detection method is described in detail below.

[0018] 1) Vehicle yaw rate (W) induced by electric power steering (EPS) in the absence of lateral interference EPS ) is expressed by the following equation (1), which is a function of the vehicle speed v and the steering torque T applied by the EPS: EPS is a function of .

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[0019] Therefore, if the vehicle speed remains constant, the vehicle's yaw rate is related only to the EPS steering torque.

[0020] 2) In the presence of lateral interference, two scenarios are possible. 2.1) The vehicle experiences a lateral interference with no steering torque applied by the EPS. In this case, the vehicle only has a yaw rate induced by the lateral interference and no steering torque applied by the EPS.

[0021] In such cases, in the prior art, the EPS is activated to apply active steering torque to the vehicle only when the vehicle deviates from its lane and the ADAS system attempts to control the vehicle back into its lane. 2.2) The vehicle experiences a lateral interference while the EPS is applying a steering torque. In this case, the yaw rate of the vehicle includes both the yaw rate induced by the lateral interference and the yaw rate induced by the steering torque applied by the EPS.

[0022] The real-time lateral interference detection scheme of the present disclosure is described in detail below.

[0023] a) The desired yaw rate induced by the steering torque applied by the EPS at different vehicle speeds is pre-calibrated. The calibration process is preferably performed during the research and development stage of the vehicle or before the vehicle leaves the factory. The desired calibration results can be tabulated to show the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS. An exemplary table is as follows:

[0024] [Table 1]

[0025] where W11 represents the desired yaw rate when the vehicle speed is V1 and the torque applied by the EPS is T1. Similarly, Wmn is the desired yaw rate when the vehicle speed is Vn and the torque applied by the EPS is Tm. Of course, it is also possible to calibrate the desired EPS-induced yaw rate at different vehicle speeds after the vehicle has been manufactured. b) While driving a vehicle: i) Torque T applied by the EPS EPS is detected by the EPS torque sensor, ii) The vehicle speed v is obtained by a vehicle speed sensor. iii) Vehicle W s The actual yaw rate of the vehicle is detected by a yaw rate sensor.

[0026] Torque T detected by the EPS torque sensor EPS , the vehicle speed v obtained by the vehicle speed sensor, and the estimated yaw rate W based on Table 1 EPS is calculated. The estimated yaw rate W EPS is preferably calculated by interpolation, although other methods such as fitting are possible. c) Calculated estimated yaw rate W EPS is the actual yaw rate W detected by the yaw rate sensor s The difference between the two is a threshold value Wth If the lateral interference experienced by the vehicle exceeds 0.5, it can be considered that the lateral interference experienced by the vehicle has reached a level that requires the driver to take over vehicle control. The above comparison can be expressed by the following inequality:

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[0027] In other words, the torque T detected by the EPS torque sensor at time t EPS The estimated yaw rate W calculated from EPS and the actual yaw rate W detected by the yaw rate sensor at time t+Δt from the vehicle speed v acquired by the vehicle speed sensor at time t. s If the value minus α is greater than the threshold, it can be considered that the lateral interference experienced by the vehicle has reached a level requiring the driver to take over vehicle control. e) This scheme can also be implemented using different formulas, for example according to the following formula: i) Vehicle speed v and actual yaw rate W based on Table 1 s Using the estimated steering torque T applied by the EPS, EXP is preferably calculated by interpolation. ii) The calculated estimated steering torque T EXPis the actual steering torque T detected by the EPS torque sensor. EPS If the following inequality is satisfied, it can be considered that the lateral interference experienced by the vehicle has reached a level requiring the driver to take over control of the vehicle:

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[0028] As mentioned above, in making the above comparison, the steering torque T applied by the EPS EPS Considering the time delay (Δt) between and the vehicle's yaw rate, equation (4) above can be expressed as:

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[0029] In other words, the estimated torque T calculated from the vehicle speed v acquired by the vehicle speed sensor at time t EXP and the actual yaw rate W detected by the yaw rate sensor at time t s From the above, the actual torque T detected by the EPS torque sensor at time t-Δt is EPS If minus α is greater than the threshold, it can be considered that the lateral interference experienced by the vehicle has reached a level requiring the driver to take over vehicle control.

[0030] Of course, when the vehicle speed is relatively high and does not change significantly, the effect of the time delay (Δt) can be ignored. For example, when the vehicle speed is higher than a predetermined value and the acceleration / deceleration is lower than a set value, the effect of the time delay (Δt) can be ignored. That is, the above equation (5) can be replaced by the following equation:

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[0031] The steps of the method according to the present disclosure are illustratively described below with reference to the accompanying drawings, in which:

[0032] FIG. 1 illustrates a flow chart of a method for real-time lateral interference detection according to one embodiment of the present disclosure.

[0033] In step S100, lateral interference detection is initiated.

[0034] In step S110, the actual steering torque T applied by the electric power steering (EPS) at time t is calculated. EPS is detected by a torque sensor of the vehicle, and the vehicle speed v at time t is obtained by a vehicle speed sensor.

[0035] In step S120, the estimated yaw rate W EPS is the actual steering torque T at time t, calculated by interpolation. EPS , the vehicle speed v at time t, and is calculated using Table 1.

[0036] In step S130, the actual yaw rate W at time t+Δt is calculated. s is detected by the yaw rate sensor.

[0037] In step S140, the estimated yaw rate W calculated in step S120 is EPS The actual yaw rate W detected in step S130 s Compare with the estimated yaw rate W EPS and the actual yaw rate W s The absolute value of the difference between th If the estimated yaw rate W is less than 0, the process returns to step S100. EPS and the actual yaw rate W s The absolute value of the difference between th If so, the process proceeds to step S150.

[0038] In step S150, it is determined that the lateral interference experienced by the vehicle has reached a level requiring the driver to take over vehicle control, and a warning signal is preferably issued. The warning signal preferably includes an audio signal, a vibration of the steering wheel, a flashing cursor on a display, etc. Optionally, if the driver does not take over vehicle control after a certain warning period, the vehicle may take action such as automatic slowing or braking to minimize the risk of an accident.

[0039] In the following, a flow chart of a real-time lateral interference detection method according to another embodiment of the present invention will be exemplarily described with reference to FIG.

[0040] In step S200, lateral interference detection is initiated.

[0041] In step S210, the actual steering torque T applied by the EPS at time t is calculated. EPS is detected by the torque sensor.

[0042] In step S220, the vehicle speed v at time t+Δt is obtained by the vehicle speed sensor, and the actual yaw rate W at time t+Δt is calculated. s is detected by the yaw rate sensor.

[0043] In step S230, the estimated steering torque T applied by the EPS at time t is calculated. EXP is the vehicle speed v at time t+Δt and the actual yaw rate W at time t+Δt s The vehicle speed v at time t+Δt and the actual yaw rate W at time t+Δt are calculated by an interpolation method using s Using the above, the estimated steering torque T at time t is EXP The reason for calculating by interpolation is to account for the time delay Δt between the steering torque applied by the EPS and the yaw rate of the vehicle.

[0044] In step S240, the estimated steering torque T at time t calculated in step S230 is EXP is the actual steering torque T at time t detected in step S210. EPS The actual steering torque T EPS and the estimated steering torque T EXP The absolute value of the difference between th If the actual steering torque T is smaller than EPS and the estimated steering torque T EXP The absolute value of the difference between th If so, the process proceeds to step S250.

[0045] In step S250, it is determined that the lateral interference experienced by the vehicle has reached a level requiring the driver to take over vehicle control, and a warning signal is preferably issued. The warning signal preferably includes an audio signal, a vibration of the steering wheel, a flashing cursor on a display, etc. Optionally, if the driver does not take over vehicle control after a certain warning period, the vehicle may take action such as automatic slowing or braking to minimize the risk of an accident.

[0046] In the above example, when the vehicle speed is higher than a predetermined value and the acceleration or deceleration is lower than a set value, the effect of the time delay Δt can be ignored, i.e., Δt can be considered to be equal to 0.

[0047] Moreover, the steps of the above method are not necessarily in chronological order. For example, in the first embodiment, step S130 can be performed in parallel with step S110, and if the effect of the time delay Δt is ignored, i.e., Δt is assumed to be equal to 0, step S130 can be performed simultaneously with step S110. Similarly, steps S210 and S220 in the second embodiment can also be performed in parallel.

[0048] Thus, while features of the embodiments have been shown and described herein, it will be understood that those skilled in the art may make various omissions, substitutions and changes in the form and details of the methods shown and their operation, and that the order of steps of the methods described above is merely illustrative. Adjustments of steps of the methods of the invention are possible so long as the functions of the invention are achieved. For example, all combinations of method steps that perform substantially equivalent functions to achieve equivalent results are equivalent.

Claims

1. 1. A method for real-time lateral interference detection in a vehicle equipped with a driver assistance system, the method comprising pre-calibrating a desired yaw rate induced by a steering torque applied by an electric power steering (EPS) of the vehicle at different vehicle speeds to obtain a relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS, the method comprising: The method comprises: the vehicle speed v at time t, and the steering torque T applied by the EPS at time t ＥＰＳ and The vehicle speed v acquired at time t, the steering torque T ＥＰＳ , and an estimated yaw rate W of the vehicle at time t based on the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS. ＥＰＳ Calculating At time t+Δt, the actual yaw rate W of the vehicle ｓ where Δt represents a preset time delay for the yaw rate to be generated after the EPS applies the torque; The estimated yaw rate W ＥＰＳ The actual yaw rate W ｓ Compared with the estimated yaw rate W ＥＰＳ and the actual yaw rate W ｓ The absolute value of the difference between ｔｈ determining that a lateral interference experienced by the vehicle has reached a preset level requiring the driver to take over vehicle control if the lateral interference is greater than A method comprising:

2. 1. A method for real-time lateral interference detection in a vehicle equipped with a driver assistance system, comprising pre-calibrating a desired yaw rate induced by a steering torque applied by an electric power steering (EPS) of the vehicle at different vehicle speeds to obtain a relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS, The method comprises: The actual steering torque T applied by the EPS at time t ＥＰＳ and The vehicle speed v at time t+Δt, and the actual yaw rate W at time t+Δt ｓ where Δt represents a preset time delay for the yaw rate to be generated after the EPS applies the torque; The vehicle speed v at time t+Δt, the actual yaw rate W at time t+Δt ｓ and an estimated steering torque T applied by the EPS at time t based on the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS. ＥＸＰ Calculating The estimated steering torque T ＥＸＰ The actual steering torque T ＥＰＳ In comparison, the estimated steering torque T ＥＸＰ and the actual steering torque T ＥＰＳ The absolute value of the difference between ｔｈ determining that a lateral interference experienced by the vehicle has reached a preset level requiring the driver to take over vehicle control if the lateral interference is greater than A method comprising:

3. 3. The method of claim 1 or 2, wherein the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS is tabulated.

4. 3. The method according to claim 1 or 2, characterized in that the calculation is performed using an interpolation method.

5. 3. The method according to claim 1 or 2, characterized in that Δt is equal to 0 if the vehicle speed is higher than a predetermined value and the acceleration or deceleration is lower than a set value.

6. 3. The method according to claim 1 or 2, characterized in that the driver is warned to take over vehicle control via an audio signal, a vibration of the steering wheel or a flashing cursor on a display.

7. 7. The method of claim 6, wherein if the driver does not take over vehicle control within a preset time after receiving a warning, the vehicle is allowed to automatically slow down or brake.

8. 1. An apparatus for real-time lateral interference detection in a vehicle equipped with a driver assistance system, comprising: a memory module configured to pre-store a relationship between a vehicle speed, a steering torque applied by an electric power steering (EPS), and a desired yaw rate induced by said steering torque; the vehicle speed v at time t, the steering torque T applied by the EPS at time t ＥＰＳ , and the actual yaw rate W of the vehicle at time t+Δt ｓ an acquisition module configured to acquire a yaw rate of the vehicle speed at which the vehicle speed is generated, the yaw rate being generated after the EPS applies the torque; The vehicle speed v acquired at time t, the steering torque T ＥＰＳ , and an estimated yaw rate W of the vehicle at time t based on the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS. ＥＰＳ a computation module configured to compute The estimated yaw rate W ＥＰＳ The actual yaw rate W ｓ Compared with the estimated yaw rate W ＥＰＳ and the actual yaw rate W ｓ The absolute value of the difference between ｔｈ a determination module configured to determine that a lateral interference experienced by the vehicle has reached a preset level requiring the driver to take over vehicle control if the lateral interference is greater than a preset level; A vehicle equipped with.

9. 1. An apparatus for real-time lateral interference detection in a vehicle equipped with a driver assistance system, comprising: a memory module configured to pre-store a relationship between a vehicle speed, a steering torque applied by an electric power steering (EPS), and a desired yaw rate induced by said steering torque; The actual steering torque T applied by the EPS at time t ＥＰＳ , the vehicle speed v at time t+Δt, and the actual yaw rate W at time t+Δt ｓ an acquisition module configured to acquire a yaw rate of the vehicle speed at which the vehicle speed is generated, the yaw rate being generated after the EPS applies the torque; The vehicle speed v at time t+Δt, the actual yaw rate W at time t+Δt ｓ and an estimated steering torque T applied by the EPS at time t based on the relationship between the desired yaw rate, the vehicle speed, and the steering torque applied by the EPS. ＥＸＰ a computation module configured to compute The estimated steering torque T ＥＸＰ The actual steering torque T ＥＰＳ In comparison, the estimated steering torque T ＥＸＰ and the actual steering torque T ＥＰＳ The absolute value of the difference between ｔｈ a determination module configured to determine that a lateral interference experienced by the vehicle has reached a preset level requiring the driver to take over vehicle control if the lateral interference is greater than a preset level; A vehicle equipped with.

10. A computer readable storage medium storing a computer program for performing the method of any one of claims 1 to 7 when executed by a processor.

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