Lane keeping method, lane keeping control device and lane keeping system

Abstract

A lane keeping method, a lane keeping control device and a lane keeping system. The lane keeping method comprises: obtaining lane line information and wheel speed information; and performing a lane keeping function according to the lane line information and the wheel speed information. The lane keeping method provided in the embodiment of the present application can detect the transverse slope of the road surface on which the vehicle is traveling in real time according to the wheel speed information, and adjust the lane keeping function according to the detection result, so that the LKS function can stably control the vehicle to travel in the center of the lane and reduce the snaking caused by the influence of the road surface.

Description

Technical Field

[0001] The present invention relates to but is not limited to lane keeping technology, and in particular to a lane keeping method, a lane keeping control device and a lane keeping system. Background Art

[0002] The functions of the Advanced Driving Assistance System (ADAS) include the LKS (Lane Keeping System) function that assists steering control to keep the vehicle in the center of the lane. Currently, the lateral control of the LKS is controlled by the same control amount for turning left and turning right. However, in order to better drain water during construction of actual roads, the road surface 504 is inclined to one side, such as Figure 2 For example, when the road surface on the right side of the vehicle 502's traveling direction is lower (e.g. Figure 2 As shown in the figure), when LKS controls the vehicle to turn from left to right, the control amount will be too large, such as Figure 1 On the contrary, when LKS controls the vehicle to turn from the right to the left, the control amount will be too small, as shown in Figure 1 Therefore, the vehicle will have a large degree of snaking left and right, and the lateral slope of the road is not a constant value, so the snaking problem is difficult to solve. Summary of the invention

[0003] The embodiments of the present application provide a lane keeping method, a lane keeping control device and a lane keeping system, which can infer the lateral slope of the road through the wheel speed information, and then adjust the left and right control gains of the LKS, which is beneficial to reduce the snaking amplitude during the lane keeping process, and then optimize the user experience of the LKS function.

[0004] An embodiment of the present application provides a lane keeping method, comprising: acquiring lane line information and wheel speed information; and performing a lane keeping function according to the lane line information and the wheel speed information.

[0005] The lane keeping method provided in the embodiment of the present application can comprehensively combine the lane line information and the wheel speed information to perform the lane keeping function (i.e., the LKS function) to keep the vehicle driving in the center of the lane. Therefore, the lane line information and the wheel speed information can be used together as the control basis of the lane keeping function. Since the wheel speed information can indirectly reflect the lateral slope of the current road, the lateral slope of the current road can be inferred based on the wheel speed information during the execution of the lane keeping function, and then the lateral control amount of the lane keeping function can be adjusted based on the lateral slope of the current road. In this way, the lateral control of the lane keeping function comprehensively considers the lane line information and the lateral slope of the current road, which is conducive to reducing the snaking amplitude during the lane keeping process, thereby optimizing the user experience of the LKS function.

[0006] Furthermore, the embodiment of the present application infers the lateral slope of the current road through the wheel speed information, and does not need to quantitatively calculate the specific value of the lateral slope of the current road, which is conducive to simplifying the electronic control logic; and because the wheel speed information corresponds to the lateral slope of the current road in real time, it is an effective solution for real-time detection of the slope of the current road.

[0007] In an exemplary embodiment, the lane keeping function is performed according to the lane line information and the wheel speed information, including: determining a steering direction and a reference steering control value according to the lane line information; determining steering control value gain information according to the wheel speed information; determining a steering request control value according to the steering direction, the reference steering control value and the steering control value gain information, so that the vehicle's steering system performs a steering operation according to the steering direction and the steering request control value to keep the vehicle driving in the center of the lane.

[0008] In an exemplary embodiment, determining the steering control value gain information according to the wheel speed information includes: determining the wheel speed difference between the right wheel and the left wheel according to the wheel speed information; and determining the steering control value gain information according to the wheel speed difference.

[0009] In an exemplary embodiment, the steering control value gain information includes a left control gain coefficient and a right control gain coefficient; determining the steering control value gain information according to the wheel speed difference includes: determining the left control gain coefficient and the right control gain coefficient according to the wheel speed difference; determining the steering request control value according to the steering direction, the reference steering control value and the steering control value gain information includes: determining the steering control value gain coefficient according to the steering direction; multiplying the reference steering control value and the steering control value gain coefficient as the steering request control value; determining the steering control value gain coefficient according to the steering direction includes: based on the steering direction being a left turn, determining the left control gain coefficient as the steering control value gain coefficient; based on the steering direction being a right turn, determining the right control gain coefficient as the steering control value gain coefficient.

[0010] In an exemplary embodiment, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a first set value, the left control gain coefficient is greater than the right control gain coefficient; when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a second set value, the right control gain coefficient is greater than the left control gain coefficient; the first set value is greater than or equal to 0, and the second set value is greater than or equal to 0.

[0011] In an exemplary embodiment, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a first set value, the left control gain coefficient is positively correlated with the absolute value of the wheel speed difference; when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a second set value, the right control gain coefficient is positively correlated with the absolute value of the wheel speed difference.

[0012] In an exemplary embodiment, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, the left control gain coefficient is equal to the right control gain coefficient equal to 1; when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the second set value, the right control gain coefficient is equal to the left control gain coefficient equal to 1; the first set value is greater than 0, and the second set value is greater than 0.

[0013] In an exemplary embodiment, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel, the right control gain coefficient is equal to 1; when the wheel speed of the right wheel is less than the wheel speed of the left wheel, the left control gain coefficient is equal to 1.

[0014] In an exemplary embodiment, determining the wheel speed difference between the right wheel and the left wheel based on the wheel speed information includes: determining the right wheel speed value and the left wheel speed value based on the wheel speed information; and determining the difference between the right wheel speed value and the left wheel speed value as the wheel speed difference.

[0015] In an exemplary embodiment, after the step of determining the right wheel speed value and the left wheel speed value according to the wheel speed information, the step of determining the wheel speed difference between the right wheel and the left wheel according to the wheel speed information further includes: performing low-pass filtering on the right wheel speed value and the left wheel speed value; determining the difference between the right wheel speed value and the left wheel speed value as the wheel speed difference includes: determining the difference between the right wheel speed value and the left wheel speed value after low-pass filtering as the wheel speed difference.

[0016] In an exemplary embodiment, determining the right wheel speed value and the left wheel speed value based on the wheel speed information includes: determining the right front wheel speed as the right wheel speed value, and determining the left front wheel speed as the left wheel speed value; or, determining the right rear wheel speed as the right wheel speed value, and determining the left rear wheel speed as the left wheel speed value; or, determining the average of the wheel speeds of the right front wheel and the right rear wheel as the right wheel speed value, and determining the average of the wheel speeds of the left front wheel and the left rear wheel as the left wheel speed value.

[0017] An embodiment of the present application also provides a lane keeping control device, including a processor and a memory storing a computer program, wherein when the processor executes the computer program, the steps of the lane keeping method as described in any of the above embodiments are implemented.

[0018] An embodiment of the present application also provides a lane keeping system, comprising: a driving environment condition detection device, configured to detect a driving environment condition; a wheel speed detection device, configured to detect a wheel speed; a lane keeping control device, configured to obtain lane line information and wheel speed information based on the detection results of the driving environment condition detection device and the wheel speed detection device, and to perform a lane keeping function based on the lane line information and the wheel speed information.

[0019] In an exemplary embodiment, the lane keeping control device includes: a gain control module, configured to determine steering control value gain information based on the wheel speed information; and a lane keeping control module, configured to determine a steering direction and a reference steering control value based on the lane line information, and determine a steering request control value based on the steering direction, the reference steering control value and the steering control value gain information, so that the vehicle's steering system performs a steering operation based on the steering direction and the steering request control value to keep the vehicle driving in the center of the lane.

[0020] In an exemplary embodiment, the steering control value gain information includes a left control gain coefficient and a right control gain coefficient; the gain control module includes:

[0021] a right wheel speed determination module, configured to determine a right wheel speed value according to the wheel speed information;

[0022] A left wheel speed determination module, configured to determine a left wheel speed value according to the wheel speed information;

[0023] A low-pass filter processing module, configured to perform low-pass filter processing on the right wheel speed value and the left wheel speed value;

[0024] a calculation module, configured to determine the difference between the right wheel speed value and the left wheel speed value after low-pass filtering as the wheel speed difference between the right wheel and the left wheel; and

[0025] a gain determination module, configured to determine the left side control gain coefficient and the right side control gain coefficient according to the wheel speed difference;

[0026] The lane keeping control module is configured to: determine the steering direction and the baseline steering control value according to the lane line information; determine the left control gain coefficient as the steering control value gain coefficient based on the steering direction being a left turn, and determine the right control gain coefficient as the steering control value gain coefficient based on the steering direction being a right turn; and determine the product of the baseline steering control value and the steering control value gain coefficient as the steering request control value, so that the vehicle's steering system performs a steering operation according to the steering direction and the steering request control value to keep the vehicle driving in the center of the lane.

[0027] Other features and advantages of the present application will be described in the following description, and partly become apparent from the description, or be understood by implementing the present application. Other advantages of the present application can be realized and obtained by the schemes described in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings are used to provide an understanding of the technical solution of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present application and do not constitute a limitation on the technical solution of the present application.

[0029] Figure 1 It is a schematic diagram of the principle when a vehicle performs the LKS function in the related art;

[0030] Figure 2 for Figure 1 A schematic diagram of the vehicle and the road surface shown;

[0031] Figure 3 A schematic diagram of a process flow of a lane keeping method provided by an embodiment of the present application;

[0032] Figure 4 It is a schematic diagram of the relationship between wheel load and tire radius;

[0033] Figure 5 A schematic diagram of the relationship between the steering control value gain coefficient and the wheel speed difference provided in one embodiment of the present application;

[0034] Figure 6 A schematic diagram of the structure of a lane keeping control device provided by an embodiment of the present application;

[0035] Figure 7A schematic diagram of a vehicle provided for one embodiment of the present application;

[0036] Figure 8 A schematic diagram of a vehicle provided for one embodiment of the present application;

[0037] Fig. 9 A schematic diagram of the principle of a lane keeping system according to an embodiment of the present application performing the LKS function.

[0038] The reference numerals are as follows:

[0039] 101 turn signal switch, 102 accelerator pedal sensor, 103 brake pedal sensor, 104 steering angle sensor, 105 hand torque sensor, 106 vehicle speed sensor, 107 radar sensor, 108 camera sensor, 109 yaw rate sensor, 110 longitudinal acceleration sensor, 111 lateral acceleration sensor, 112 right front wheel speed sensor, 113 left front wheel speed sensor, 114 right rear wheel speed sensor, 115 left rear wheel speed sensor;

[0040] 1071 a first radar sensor, 1072 a second radar sensor, 1073 a third radar sensor, 1074 a fourth radar sensor, 1075 a fifth radar sensor, 1076 a sixth radar sensor, 1081 a first camera sensor, 1082 a second camera sensor, 1083 a third camera sensor;

[0041] 200 driving assistance control device, 201 lane keeping control device, 2011 lane keeping control module, 2021 right wheel speed determination module, 2022 left wheel speed determination module, 2023 first low-pass filter processing module, 2024 second low-pass filter processing module, 2025 calculation module, 2026 gain determination module, 205 processor, 206 memory;

[0042] 301 engine ECU, 311 engine, 302 brake ECU, 312 brake system, 303 steering ECU, 313 steering system, 304 information display ECU, 314 information display device;

[0043] 400 Driving environment condition detection device;

[0044] 502 vehicles, 504 road surface. DETAILED DESCRIPTION

[0045] The present application describes multiple embodiments, but the description is exemplary rather than restrictive, and it is obvious to those skilled in the art that there may be more embodiments and implementations within the scope of the embodiments described in the present application. Although many possible feature combinations are shown in the drawings and discussed in the specific embodiments, many other combinations of the disclosed features are also possible. Unless specifically limited, any feature or element of any embodiment may be used in combination with any other feature or element in any other embodiment, or may replace any other feature or element in any other embodiment.

[0046] The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements disclosed in the present application may also be combined with any conventional features or elements to form a unique invention scheme defined by the claims. Any features or elements of any embodiment may also be combined with features or elements from other invention schemes to form another unique invention scheme defined by the claims. Therefore, it should be understood that any feature shown and / or discussed in the present application may be implemented individually or in any appropriate combination. Therefore, except for the limitations made according to the attached claims and their equivalents, the embodiments are not subject to other restrictions. In addition, various modifications and changes may be made within the scope of protection of the attached claims.

[0047] In addition, when describing representative embodiments, the specification may have presented the method and / or process as a specific sequence of steps. However, to the extent that the method or process does not rely on the specific order of the steps described herein, the method or process should not be limited to the steps of the specific order described. As will be understood by those of ordinary skill in the art, other sequences of steps are also possible. Therefore, the specific sequence of the steps set forth in the specification should not be interpreted as a limitation to the claims. In addition, the claims for the method and / or process should not be limited to the steps of performing them in the order written, and those skilled in the art can easily understand that these sequences can be changed and still remain within the spirit and scope of the embodiments of the present application.

[0048] In the related art, the detection of the transverse slope of the road can be estimated by an acceleration sensor or by a road transverse slope detection tool. For the scheme of estimating the transverse slope of the road by an acceleration sensor, the acceleration sensor has too much noise and is easily affected by road surface excitation. It takes a long time to detect the transverse slope of the road and lacks real-time performance, which makes it difficult to achieve during driving. The road transverse slope detection tool needs to be used in a stationary state, and the required measurement time is too long, which is not applicable during driving.

[0049] The inventor of the present application has found through research that the wheel speeds on different sides of the same vehicle are correlated with the lateral slope of the current road. Therefore, the lateral slope of the current road surface can be inferred based on the wheel speed information. Based on this, the lane keeping method provided in the embodiment of the present application can infer the lateral slope of the current road surface based on the wheel speed information, and in the process of executing the LKS function, the control amount on the left and right sides is comprehensively regulated by combining the lane line information and the lateral slope of the current road surface, which is conducive to reducing the snaking amplitude during the lane keeping process and optimizing the user experience of the lane keeping function. This is described in detail below.

[0050] like Figure 3 As shown, an embodiment of the present application provides a lane keeping method, including:

[0051] Step S10: Acquire lane line information and wheel speed information;

[0052] Step S20: Execute the lane keeping function according to the lane line information and the wheel speed information.

[0053] The lane keeping method provided in the embodiment of the present application can comprehensively combine the lane line information and the wheel speed information to perform the lane keeping function (i.e., the LKS function) to keep the vehicle driving in the center of the lane. Therefore, the lane line information and the wheel speed information can be used together as the control basis of the lane keeping function. Since the wheel speed information can indirectly reflect the lateral slope of the current road, the lateral slope of the current road can be inferred based on the wheel speed information during the execution of the lane keeping function, and then the lateral control amount of the lane keeping function can be adjusted based on the lateral slope of the current road. In this way, the lateral control of the lane keeping function comprehensively considers the lane line information and the lateral slope of the current road, which is conducive to reducing the snaking amplitude during the lane keeping process, thereby optimizing the user experience of the LKS function.

[0054] Furthermore, the embodiment of the present application infers the lateral slope of the current road through the wheel speed information, and does not need to quantitatively calculate the specific value of the lateral slope of the current road, which is conducive to simplifying the electronic control logic; and because the wheel speed information corresponds to the lateral slope of the current road in real time, it is an effective solution for real-time detection of the slope of the current road.

[0055] In an exemplary embodiment, performing a lane keeping function according to lane line information and wheel speed information includes:

[0056] Determine the steering direction and the reference steering control value according to the lane line information;

[0057] Determine steering control value gain information according to wheel speed information;

[0058] A steering request control value is determined according to the steering direction, the reference steering control value and the steering control value gain information, so that the vehicle's steering system performs a steering operation according to the steering direction and the steering request control value to keep the vehicle traveling in the center of the lane.

[0059] For the lane keeping function, the position of the vehicle in the current lane can be determined based on the lane line information, and then the relative position of the vehicle to the center of the lane can be determined, thereby determining the vehicle's steering direction and reference steering control value. For example: when the vehicle is in the left lane, the vehicle needs to turn right to return to the center of the lane; when the vehicle is in the right lane, the vehicle needs to turn left to return to the center of the lane. When the vehicle deviates far from the center of the lane, a larger reference steering control value is required to return to the center of the lane; when the vehicle deviates close to the center of the lane, a smaller reference steering control value is required to return to the center of the lane.

[0060] The lateral slope of the current lane can be inferred based on the wheel speed information, and then the steering control value gain information can be determined based on the lateral slope of the current lane, and the final output steering request control value can be determined so that the final output steering request control value matches the lateral slope of the current road, so as to minimize the snaking amplitude of the vehicle during lane keeping, try to keep the vehicle in the center of the lane, and thus optimize the driving experience.

[0061] For example: when the road surface on the right side of the vehicle's travel direction is lower, the steering request control value of the LKS controlling the vehicle to turn from the left side to the right side can be relatively small, so as to avoid the vehicle moving too much to the right due to the lateral slope of the road; the steering request control value of the LKS controlling the vehicle to turn from the right side to the left side can be relatively large, so as to avoid the vehicle moving too little to the left due to the lateral slope of the road. When the road surface on the left side of the vehicle's travel direction is lower, the steering request control value of the LKS controlling the vehicle to turn from the left side to the right side can be relatively large, so as to avoid the vehicle moving too little to the right due to the lateral slope of the road; the steering request control value of the LKS controlling the vehicle to turn from the right side to the left side can be relatively small, so as to avoid the vehicle moving too much to the left due to the lateral slope of the road.

[0062] Wherein, determining the steering direction and the reference steering control value according to the lane line information includes:

[0063] Calculate the lane center position and vehicle position based on lane line information;

[0064] The steering direction and reference steering control value are determined according to the lane center position and the vehicle position.

[0065] During the driving process of the vehicle, the vehicle's camera sensor and other driving environment condition detection devices can collect lane line information on both sides of the lane. The center position of the lane can be calculated based on the lane line information on both sides. The distance between the vehicle and the lane lines on both sides can also be calculated based on the lane line information on both sides, and then the position of the vehicle in the lane can be calculated. Based on the center position of the lane and the position of the vehicle, the position and magnitude of the vehicle's deviation from the center of the lane can be determined, and then the steering direction can be determined, and the appropriate reference steering control value can be calculated so that the vehicle can return to the center of the lane and keep driving in the center of the lane.

[0066] In an exemplary embodiment, the type of the reference steering control value includes at least one of a reference steering torque and a reference steering angle. Accordingly, the type of the steering request control value includes at least one of a steering request torque and a steering request steering angle.

[0067] In actual application, the output of the LKS function can be a requested angle or a requested torque. The steering system can perform steering operations based on the steering direction and the requested angle, or based on the steering direction and the requested torque to keep the vehicle in the center of the lane.

[0068] Therefore, the reference steering control value may be a reference steering torque, and the steering request control value may be a steering request torque. Alternatively, the reference steering control value may be a reference steering angle, and the steering request control value may be a steering request steering angle.

[0069] In an exemplary embodiment, determining the steering control value gain information according to the wheel speed information includes:

[0070] Determine the wheel speed difference between the right wheel and the left wheel according to the wheel speed information;

[0071] The steering control value gain information is determined according to the wheel speed difference.

[0072] After research, it was found that the greater the tire load, the smaller the tire radius, such as Figure 4 In order to keep the vehicle moving forward normally, the wheel speed on this side will increase relative to the wheel speed on the other side, causing the wheel linear speed on this side to increase moderately relative to the wheel linear speed on the other side. However, the increase will not affect the normal forward movement of the vehicle, but can reflect the lateral slope of the current road. Therefore, the wheel speed of the embodiment of the present application can be the angular velocity of the wheel (i.e., the wheel speed) or the linear velocity of the wheel.

[0073] It can be concluded that the greater the tire load, the smaller the tire radius, and the faster the wheel speed. Conversely, when the tire load decreases, the tire radius increases, and the wheel speed decreases. Therefore, the lateral slope of the current road can be inferred based on the wheel speed difference between the left and right wheels, and then the steering control value gain information can be determined.

[0074] For example, when the road surface on the right side of the vehicle's travel direction is lower, the vehicle tilts to the right, the right wheel load increases, and the wheel speed increases; on the contrary, the left wheel load decreases and the wheel speed decreases. The vehicle's tilt can be inferred from the difference in wheel speeds on the left and right sides, which is caused by the lateral slope of the current road. Therefore, the lateral slope of the current road can be inferred from the difference in wheel speeds on the left and right sides.

[0075] In an exemplary embodiment, the steering control value gain information includes a left control gain coefficient and a right control gain coefficient, such as Figure 5 shown.

[0076] Determining steering control value gain information according to the wheel speed difference includes: determining a left side control gain coefficient and a right side control gain coefficient according to the wheel speed difference.

[0077] Determining a steering request control value according to the steering direction, the reference steering control value, and the steering control value gain information includes:

[0078] Determine a steering control value gain coefficient according to the steering direction;

[0079] The product of the reference steering control value and the steering control value gain coefficient is determined as the steering request control value.

[0080] Wherein, the steering control value gain coefficient is determined according to the steering direction, including:

[0081] Based on the steering direction being a left turn, determining the left control gain coefficient as the steering control value gain coefficient;

[0082] Based on the steering direction being a right turn, the right side control gain coefficient is determined as the steering control value gain coefficient.

[0083] The lane keeping method of the embodiment of the present application can determine the left control gain coefficient and the right control gain coefficient according to the wheel speed difference, and the left control gain coefficient and the right control gain coefficient thus determined match the lateral slope of the current road. Therefore, when the vehicle turns left, it is necessary to calculate the steering request control value based on the left control gain coefficient and the reference steering control value. When the vehicle turns right, it is necessary to calculate the steering request control value based on the right control gain coefficient and the reference steering control value. In this way, the control amount on the left and right sides of the lane keeping function can match the lateral slope of the current road, thereby optimizing the lane keeping function and reducing the snaking caused by the influence of the road surface.

[0084] In an exemplary embodiment, Figure 5As shown, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, the left control gain coefficient is greater than the right control gain coefficient. When the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the second set value, the right control gain coefficient is greater than the left control gain coefficient. The first set value is greater than or equal to 0, and the second set value is greater than or equal to 0.

[0085] When the wheel speed of the right wheel is greater than that of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, it indicates that the road surface on the right side of the vehicle in the direction of travel is lower and the lateral slope is relatively large. Therefore, the left control gain coefficient is greater than the right control gain coefficient, so that the steering request control value when the LKS controls the vehicle to turn left is relatively large, and the steering request control value when the LKS controls the vehicle to turn right is relatively small, so that the lateral control amount of the LKS to the left and right sides matches the lateral slope of the current road.

[0086] When the wheel speed of the right wheel is less than that of the left wheel and the absolute value of the wheel speed difference is greater than the second set value, it indicates that the left road surface in the direction of travel of the vehicle is lower and the lateral slope is relatively large. Therefore, the right control gain coefficient is greater than the left control gain coefficient, so that the steering request control value when the LKS controls the vehicle to turn right is relatively large, and the steering request control value when the LKS controls the vehicle to turn left is relatively small, so that the lateral control amount of the LKS to the left and right sides matches the lateral slope of the current road.

[0087] In an exemplary embodiment, Figure 5 As shown, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, the left control gain coefficient is positively correlated with the absolute value of the wheel speed difference (it can be a linear positive correlation or a nonlinear positive correlation).

[0088] like Figure 5 As shown, when the wheel speed of the right wheel is less than that of the left wheel and the absolute value of the wheel speed difference is greater than the second set value, the right control gain coefficient is positively correlated with the absolute value of the wheel speed difference (it can be a linear positive correlation or a nonlinear positive correlation).

[0089] When the wheel speed of the right wheel is greater than that of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, it indicates that the road surface on the right side of the vehicle is lower in the direction of travel, and the absolute value of the wheel speed difference is positively correlated with the magnitude of the transverse slope. Therefore, the left control gain coefficient is positively correlated with the absolute value of the wheel speed difference, which can ensure that the steering request control value when the LKS controls the vehicle to turn left can also be positively correlated with the transverse slope value of the current road, thereby improving the snaking problem caused by the road surface.

[0090] When the wheel speed of the right wheel is less than that of the left wheel and the absolute value of the wheel speed difference is greater than the second set value, it indicates that the left road surface in the direction of travel of the vehicle is lower, and the absolute value of the wheel speed difference is positively correlated with the magnitude of the transverse slope. Therefore, the right control gain coefficient is positively correlated with the absolute value of the wheel speed difference, which can ensure that the steering request control value when the LKS controls the vehicle to turn right can also be positively correlated with the transverse slope value of the current road, thereby improving the snaking problem caused by the road surface.

[0091] In an exemplary embodiment, Figure 5 As shown, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, the left control gain coefficient is equal to the right control gain coefficient is equal to 1.

[0092] like Figure 5 As shown, when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the second set value, the right control gain coefficient is equal to the left control gain coefficient is equal to 1.

[0093] Among them, the first setting value is greater than 0, and the second setting value is greater than 0.

[0094] When the wheel speed of the right wheel is greater than that of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, it indicates that the road surface on the right side of the vehicle is lower in the direction of travel and the lateral slope is relatively small and can be ignored. Therefore, the left control gain coefficient and the right control gain coefficient are both 1, that is, the steering request control values ​​on the left and right sides are equal to the reference steering control values.

[0095] When the wheel speed of the right wheel is less than that of the left wheel and the absolute value of the wheel speed difference is greater than the second set value, it indicates that the left road surface is lower in the direction of travel of the vehicle and the lateral slope is relatively small and can be ignored. Therefore, the left control gain coefficient and the right control gain coefficient are both 1, that is, the steering request control values ​​on the left and right sides are equal to the reference steering control values.

[0096] In an exemplary embodiment, Figure 5 As shown, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel, the right control gain coefficient is equal to 1. When the wheel speed of the right wheel is less than the wheel speed of the left wheel, the left control gain coefficient is equal to 1.

[0097] When the wheel speed of the right wheel is greater than that of the left wheel, it indicates that the road surface on the right side of the vehicle is lower in the direction of travel. At this time, compared with the case where the LKS controls the vehicle to turn left, the influence of the lateral slope of the road surface when the LKS controls the vehicle to turn right is relatively small, so the right control gain coefficient is equal to 1, and the steering request control value is equal to the reference steering control value, which is conducive to simplifying the electronic control logic.

[0098] When the wheel speed of the right wheel is less than that of the left wheel, it indicates that the road surface on the left side of the vehicle is lower in the direction of travel. At this time, compared with the case where the LKS controls the vehicle to turn right, the influence of the lateral slope of the road surface when the LKS controls the vehicle to turn left is relatively small, so the left control gain coefficient is equal to 1, and the steering request control value is equal to the reference steering control value, which is conducive to simplifying the control logic.

[0099] Figure 5 The relationship between the steering control value gain coefficient and the wheel speed difference in one embodiment of the present application is shown. Figure 5 In the figure, the thin solid line represents the right control gain coefficient, and the thick solid line represents the left control gain coefficient. The wheel speed difference is the right wheel speed value - the left wheel speed value. The wheel speed value is the linear speed of the wheel. The first setting value is 0.1 kph, and the second setting value is -0.1 kph. Figure 5 It can be seen that when the wheel speed difference is greater than -0.1kph, the right control gain coefficient = 1; when the wheel speed difference is ≤-0.1kph, the right control gain coefficient is greater than 1, and the right control gain coefficient is linearly positively correlated with the absolute value of the wheel speed difference. When the wheel speed difference is greater than 0.1kph, the left control gain coefficient is greater than 1, and the left control gain coefficient is linearly positively correlated with the absolute value of the wheel speed difference; when the wheel speed difference is ≤0.1kph, the left control gain coefficient = 1.

[0100] Of course, the relationship between the wheel speed difference and the left control gain coefficient and the right control gain coefficient is not limited to the above scheme, and can present linear correlation, nonlinear correlation or other relationships according to the characteristics of different vehicles.

[0101] For example: when the wheel speed of the right wheel is greater than that of the left wheel, the right control gain coefficient is less than 1, and the right control gain coefficient is negatively correlated with the absolute value of the wheel speed difference; when the wheel speed of the right wheel is less than that of the left wheel, the left control gain coefficient is less than 1, and the left control gain coefficient is negatively correlated with the absolute value of the wheel speed difference.

[0102] In one example, if Figure 5 As shown, the wheel speed is the linear speed of the wheel. The first set value = the second set value = 0.1 kph, that is, 0.1 km / h.

[0103] Of course, the first set value may also be smaller than the second set value or larger than the second set value.

[0104] In one example, the first set value=the second set value=0.1 kph.

[0105] In an exemplary embodiment, determining the wheel speed difference between the right wheel and the left wheel according to the wheel speed information includes:

[0106] Determine the right wheel speed value and the left wheel speed value according to the wheel speed information;

[0107] The difference between the wheel speed value of the right wheel and the wheel speed value of the left wheel is determined as the wheel speed difference.

[0108] The wheel speed of each wheel may be detected by a wheel speed sensor, and the wheel speed of each wheel may be determined according to the detection result of the wheel speed sensor.

[0109] In an exemplary embodiment, after the step of determining the right wheel speed value and the left wheel speed value according to the wheel speed information, the step of determining the wheel speed difference between the right wheel and the left wheel according to the wheel speed information also includes: performing low-pass filtering on the right wheel speed value and the left wheel speed value.

[0110] Determining the difference between the right wheel speed value and the left wheel speed value as the wheel speed difference includes: determining the difference between the right wheel speed value and the left wheel speed value after low-pass filtering as the wheel speed difference.

[0111] When the road surface is severely uneven, the signal noise is large, which may cause the wheel speed sensor to have excessive noise. Therefore, low-pass filtering is performed on the right wheel speed value and the left wheel speed value to avoid excessive signal noise when the road surface is severely uneven, which is beneficial to improve control accuracy.

[0112] In an exemplary embodiment, determining a right wheel speed value and a left wheel speed value according to wheel speed information includes:

[0113] The right front wheel speed is determined as the right wheel speed value, and the left front wheel speed is determined as the left wheel speed value.

[0114] In another exemplary embodiment, the right wheel speed value and the left wheel speed value are determined according to the wheel speed information, including: determining the right rear wheel speed as the right wheel speed value, and determining the left rear wheel speed as the left wheel speed value.

[0115] In another exemplary embodiment, the right wheel speed value and the left wheel speed value are determined based on the wheel speed information, including: determining the average wheel speed of the right front wheel and the right rear wheel as the right wheel speed value, and determining the average wheel speed of the left front wheel and the left rear wheel as the left wheel speed value.

[0116] The signal difference of the wheel speed sensor varies depending on the vehicle, so different difference methods can be used for calculation. The specific selection can be made based on factors such as the load distribution of the vehicle itself and the driving mode of the vehicle.

[0117] like Figure 6As shown, an embodiment of the present application further provides a lane keeping control device, including a processor 205 and a memory 206 storing a computer program, and when the processor 205 executes the computer program, the steps of the lane keeping method in any of the above embodiments are implemented.

[0118] The processor may be an integrated circuit chip with signal processing capabilities. The above-mentioned processor may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The methods, steps and logic block diagrams disclosed in the embodiments of the present invention may be implemented or executed. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0119] The embodiment of the present application also provides a lane keeping system, including: a driving environment condition detection device 400 (such as Fig. 9 As shown), wheel speed detection device and lane keeping control device 201.

[0120] The driving environment condition detection device 400 is configured to detect the driving environment condition.

[0121] The wheel speed detection device is configured to detect the wheel speed.

[0122] The lane keeping control device 201 is configured to obtain lane line information and wheel speed information according to the detection results of the driving environment condition detection device and the wheel speed detection device, and perform the lane keeping function according to the lane line information and the wheel speed information.

[0123] The lane keeping system provided in the embodiment of the present application can comprehensively combine the lane line information and the wheel speed information to perform the lane keeping function (i.e., the LKS function) to keep the vehicle driving in the center of the lane. Therefore, the lane line information and the wheel speed information can be used together as the control basis of the lane keeping function. Since the wheel speed information can indirectly reflect the lateral slope of the current road, the lateral slope of the current road can be inferred based on the wheel speed information during the execution of the lane keeping function, and then the lateral control amount of the lane keeping function can be adjusted based on the lateral slope of the current road. In this way, the lateral control of the lane keeping function comprehensively considers the lane line information and the lateral slope of the current road, which is conducive to reducing the snaking amplitude during the lane keeping process, thereby optimizing the user experience of the LKS function.

[0124] Furthermore, the embodiment of the present application infers the lateral slope of the current road through the wheel speed information, and does not need to quantitatively calculate the specific value of the lateral slope of the current road, which is conducive to simplifying the electronic control logic; and because the wheel speed information corresponds to the lateral slope of the current road in real time, it is an effective solution for real-time detection of the slope of the current road.

[0125] Among them, Figure 7 As shown, the driving environment condition detection device 400 includes but is not limited to: a radar sensor 107, a camera sensor 108, a lidar sensor, an ultrasonic sensor, etc.

[0126] In one example, if Figure 8 As shown, the driving environment condition detection device 400 includes: a first radar sensor 1071 for sensing the front driving environment, a second radar sensor 1072 for sensing the front right driving environment, a third radar sensor 1073 for sensing the front left driving environment, a first camera sensor 1081 mainly used to detect the front driving environment, a second camera sensor 1082 mainly used to detect the left driving environment of the vehicle, a third camera sensor 1083 mainly used to detect the right driving environment of the vehicle, a fourth radar sensor 1074 mainly used to detect the rear driving environment, a fifth radar sensor 1075 mainly used to detect the right rear driving environment, and a sixth radar sensor 1076 mainly used to detect the left rear driving environment.

[0127] As long as the driving environment can be detected, there is no requirement for the type of sensor (radar, laser radar, ultrasonic sensor, camera sensor 108, etc.). The sensor for detecting the driving environment can detect and identify the speed, relative speed, position, angle, size, etc. of three-dimensional objects around the vehicle.

[0128] Among them, as long as the driving environment ahead can be detected, the lane keeping function (LKS) can be executed, and there is no requirement for the number of sensors.

[0129] The wheel speed detection device includes but is not limited to: a right front wheel speed sensor 112 , a left front wheel speed sensor 113 , a right rear wheel speed sensor 114 , and a left rear wheel speed sensor 115 .

[0130] In an exemplary embodiment, the lane keeping control device 201 includes: a gain control module and a lane keeping control module (ie, a LKS control module 2011 ).

[0131] Wherein, the gain control module is configured to determine the steering control value gain information according to the wheel speed information.

[0132] The lane keeping control module 2011 is configured to determine the steering direction and the baseline steering control value according to the lane line information, and determine the steering request control value according to the steering direction, the baseline steering control value and the steering control value gain information, so that the vehicle's steering system performs steering operations according to the steering direction and the steering request control value to keep the vehicle driving in the center of the lane.

[0133] For the lane keeping function, the position of the vehicle in the current lane can be determined based on the lane line information, and then the relative position of the vehicle to the center of the lane can be determined, thereby determining the vehicle's steering direction and reference steering control value.

[0134] The lateral slope of the current lane can be inferred based on the wheel speed information, and then the steering control value gain information can be determined based on the lateral slope of the current lane, and the final output steering request control value can be determined so that the final output steering request control value matches the lateral slope of the current road, so as to minimize the snaking amplitude of the vehicle during lane keeping, try to keep the vehicle in the center of the lane, and thus optimize the driving experience.

[0135] In an exemplary embodiment, the steering control value gain information includes a left side control gain coefficient and a right side control gain coefficient. Fig. 9 As shown, the gain control module includes: a right wheel speed determination module 2021, a left wheel speed determination module 2022, a low-pass filter processing module, a calculation module 2025 and a gain determination module 2026.

[0136] The right wheel speed determining module 2021 is configured to determine the right wheel speed value according to the wheel speed information.

[0137] The left wheel speed determining module 2022 is configured to determine the left wheel speed value according to the wheel speed information.

[0138] The low-pass filter processing module is configured to perform low-pass filter processing on the right wheel speed value and the left wheel speed value. The low-pass filter processing module may include a first low-pass filter processing module (i.e., a first LPF module 2023) and a second low-pass filter processing module (i.e., a second LPF module 2024), such as Fig. 9 As shown, it is used to perform low-pass filtering on the right wheel speed value and the left wheel speed value respectively.

[0139] The calculation module 2025 is configured to: determine the difference between the right wheel speed value and the left wheel speed value after low-pass filtering as the wheel speed difference between the right wheel and the left wheel; and

[0140] The gain determination module 2026 is configured to determine a left side control gain coefficient and a right side control gain coefficient according to the wheel speed difference.

[0141] The lane keeping control module 2011 is configured to: determine the steering direction and the baseline steering control value according to the lane line information; based on the steering direction being a left turn, determine the left control gain coefficient as the steering control value gain coefficient; based on the steering direction being a right turn, determine the right control gain coefficient as the steering control value gain coefficient; and determine the product of the baseline steering control value and the steering control value gain coefficient as the steering request control value, so that the vehicle's steering system performs a steering operation according to the steering direction and the steering request control value to keep the vehicle driving in the center of the lane.

[0142] The lane keeping method of the embodiment of the present application can determine the left control gain coefficient and the right control gain coefficient according to the wheel speed difference, and the left control gain coefficient and the right control gain coefficient thus determined match the lateral slope of the current road. Therefore, when the vehicle turns left, it is necessary to calculate the steering request control value based on the left control gain coefficient and the reference steering control value. When the vehicle turns right, it is necessary to calculate the steering request control value based on the right control gain coefficient and the reference steering control value. In this way, the control amount on the left and right sides of the lane keeping function can match the lateral slope of the current road, thereby optimizing the lane keeping function and reducing the snaking caused by the influence of the road surface.

[0143] In an exemplary embodiment, Figure 5 As shown, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, the left control gain coefficient is greater than the right control gain coefficient. When the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the second set value, the right control gain coefficient is greater than the left control gain coefficient. The first set value is greater than or equal to 0, and the second set value is greater than or equal to 0. The technical effect of this embodiment can be understood by referring to the aforementioned lane keeping method part, and will not be repeated here.

[0144] In an exemplary embodiment, Figure 5 As shown, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, the left control gain coefficient is positively correlated with the absolute value of the wheel speed difference (it can be a linear positive correlation or a nonlinear positive correlation). Figure 5 As shown, when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the second set value, the right control gain coefficient is positively correlated with the absolute value of the wheel speed difference (it can be a linear positive correlation or a nonlinear positive correlation). The technical effect of this embodiment can be understood by referring to the aforementioned lane keeping method, and will not be repeated here.

[0145] In an exemplary embodiment, Figure 5As shown, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, the left control gain coefficient is equal to the right control gain coefficient is equal to 1. Figure 5 As shown, when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the second set value, the right control gain coefficient is equal to the left control gain coefficient equal to 1. Among them, the first set value is greater than 0, and the second set value is greater than 0. The technical effect of this embodiment can be understood by referring to the aforementioned lane keeping method, and will not be repeated here.

[0146] In an exemplary embodiment, Figure 5 As shown, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel, the right control gain coefficient is equal to 1. When the wheel speed of the right wheel is less than the wheel speed of the left wheel, the left control gain coefficient is equal to 1. The technical effect of this embodiment can be understood by referring to the aforementioned lane keeping method, which will not be repeated here.

[0147] like Figure 7 As shown, an embodiment of the present application further provides a vehicle, including a driving assistance ECU 200 (i.e., a driving assistance control device). The driving assistance ECU 200 includes a lane keeping control device 201 of any one of the above embodiments, and thus has all the above beneficial effects, which will not be repeated here.

[0148] Among them, the vehicle also includes a signal input system, a signal output system and an execution system.

[0149] like Figure 7 As shown, the signal input system is configured to input a signal to the lane keeping control device 201 of the auxiliary driving system. The signal output system is configured to receive an output signal of the lane keeping control device 201 and control the execution system to perform a corresponding operation according to the output signal.

[0150] Among them, Figure 7 As shown, the signal input system may include: a turn signal switch 101 capable of detecting the driver's turn signal operation, an accelerator pedal sensor 102 for detecting the driver's throttle operation, a brake pedal sensor 103 for detecting the driver's brake operation, a steering angle sensor 104 for detecting the driver's steering operation, a hand torque sensor 105 for detecting the driver's steering operation force, a vehicle speed sensor 106 for detecting the vehicle speed, a yaw rate sensor 109 for detecting the vehicle's motion state, a longitudinal acceleration sensor 110, a lateral acceleration sensor 111, and a wheel speed detection device (including a right front wheel speed sensor 112, a left front wheel speed sensor 113, a right rear wheel speed sensor 114, and left and right wheel speed sensors 115) and a driving environment condition detection device 400 (such as a camera sensor 108 and a radar sensor 107 for detecting the surrounding environment).

[0151] The signal output system may include: an engine ECU 301 , a brake ECU 302 , a steering ECU 303 , and an information display ECU 304 .

[0152] The execution system may include: an engine 311, a brake system 312, a steering system 313 and an information display device 314. The engine ECU 301 controls the engine 311 according to the output signal, and mainly performs acceleration control. The brake ECU 302 controls the brake system 312, and mainly performs deceleration control. The steering ECU 303 controls the steering system 313, and mainly performs lateral steering control. The information display ECU 304 controls the information display device 314, and mainly provides the driver with the display of vehicle status and function control status information.

[0153] like Fig. 9 As shown, in LKS control, the driving environment condition detection device 400 (such as the camera sensor 108) can be used to obtain lane line information, and the LKS control module 2011 determines the steering direction and calculates the reference steering control value that can return the vehicle to the center of the lane. The right wheel speed determination module 2021 can determine the right wheel speed value according to the right front wheel speed sensor 112 and / or the right rear wheel speed sensor 114. The left wheel speed determination module 2022 can determine the left wheel speed value according to the left front wheel speed sensor 113 and / or the left rear wheel speed sensor 115. The right wheel speed value is processed by the first LPF module 2023 (LPF, Low Pass Filter, low-pass filter processing, the first LPF module is the first low-pass filter processing module) and then sent to the calculation module 2025. The left wheel speed value is processed by the second LPF module 2024 (i.e., the second low-pass filter processing module) and then sent to the calculation module 2025. The calculation module 2025 can calculate the wheel speed difference. The gain determination module 2026 can be based on Figure 5 The steering control value gain coefficient is obtained by the relationship between the steering control value gain coefficient and the wheel speed difference, the reference steering control value is multiplied by the steering control value gain coefficient to obtain the final steering request control value, and the final steering request control value is output to the steering ECU 303 to realize LKS control.

[0154] To summarize, the lane keeping method, lane keeping control device and lane keeping system provided in the embodiments of the present application can detect the lateral slope of the road on which the vehicle is traveling in real time based on the wheel speed information, and adjust the lane keeping function according to the detection results, so that the LKS function can stably control the vehicle to travel in the center of the lane and reduce snaking caused by the influence of the road surface.

[0155] In any one or more of the above exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored on a computer-readable medium or transmitted via a computer-readable medium as one or more instructions or codes, and executed by a hardware-based processing unit. A computer-readable medium may include a computer-readable storage medium corresponding to a tangible medium such as a data storage medium, or a communication medium that facilitates a computer program, such as any medium transmitted from one place to another according to a communication protocol. In this way, a computer-readable medium may generally correspond to a non-temporary tangible computer-readable storage medium or a communication medium such as a signal or carrier wave. A data storage medium may be any available medium that can be accessed by one or more computers or one or more processors to retrieve instructions, codes, and / or data structures for implementing the technology described in the present disclosure. A computer program product may include a computer-readable medium.

[0156] By way of example and not limitation, such computer-readable storage media may include RAM, ROM, EEPROM, CD-ROM or other optical disk storage devices, magnetic disk storage devices or other magnetic storage devices, flash memory or any other medium that can be used to store the desired program code in the form of instructions or data structures and can be accessed by a computer. Moreover, any connection may also be referred to as a computer-readable medium. For example, if instructions are transmitted from a website, server or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL) or wireless technologies such as infrared, radio and microwave, then coaxial cable, fiber optic cable, double-stripe line, DSL or wireless technologies such as infrared, radio and microwave are included in the definition of medium. However, it should be understood that computer-readable storage media and data storage media do not include connections, carriers, signals or other transient (transient) media, but are directed to non-transient tangible storage media. As used herein, disks and optical disks include compact disks (CDs), laser optical disks, optical optical disks, digital versatile disks (DVDs), floppy disks or Blu-ray disks, etc., where disks typically reproduce data magnetically, and optical disks use lasers to reproduce data optically. Combinations of the above should also be included within the scope of computer-readable media.

[0157] For example, instructions may be executed by one or more processors such as one or more digital signal processors (DSPs), general-purpose microprocessors, application-specific integrated circuits (ASICs), field programmable logic arrays (FPGAs), or other equivalent integrated or discrete logic circuits. Therefore, the term "processor" as used herein may refer to any of the above structures or any other structures suitable for implementing the techniques described herein. In addition, in some aspects, the functionality described herein may be provided within dedicated hardware and / or software modules configured for encoding and decoding, or incorporated in a combined codec. Furthermore, the techniques may be fully implemented in one or more circuits or logic elements.

[0158] The technical solutions of the embodiments of the present disclosure can be implemented in a wide variety of devices or equipment, including wireless mobile phones, integrated circuits (ICs) or a group of ICs (e.g., chipsets). Various components, modules or units are described in the embodiments of the present disclosure to emphasize the functional aspects of the devices configured to perform the described technologies, but they do not necessarily need to be implemented by different hardware units. Instead, as described above, the various units can be combined in a codec hardware unit or provided by a collection of interoperable hardware units (including one or more processors as described above) in combination with appropriate software and / or firmware.

Claims

1. A lane keeping method, characterized in that: include: Get lane line information and wheel speed information; Execute a lane keeping function according to the lane line information and the wheel speed information; The performing of the lane keeping function according to the lane line information and the wheel speed information comprises: determining steering control value gain information according to the wheel speed information; the steering control value gain information comprises a left side control gain coefficient and a right side control gain coefficient; When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a first set value, the left control gain coefficient is greater than the right control gain coefficient; when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a second set value, the right control gain coefficient is greater than the left control gain coefficient; the first set value is greater than or equal to 0, and the second set value is greater than or equal to 0; When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a first set value, the left control gain coefficient is positively correlated with the absolute value of the wheel speed difference; when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a second set value, the right control gain coefficient is positively correlated with the absolute value of the wheel speed difference; When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, the left control gain coefficient is equal to the right control gain coefficient; when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the second set value, the right control gain coefficient is equal to the left control gain coefficient.

2. The lane keeping method according to claim 1, characterized in that: The performing of the lane keeping function according to the lane line information and the wheel speed information further includes: Determine a steering direction and a reference steering control value according to the lane line information; A steering request control value is determined according to the steering direction, the reference steering control value and the steering control value gain information, so that the vehicle's steering system performs a steering operation according to the steering direction and the steering request control value to keep the vehicle traveling in the center of the lane.

3. The lane keeping method according to claim 2, characterized in that: The step of determining the steering control value gain information according to the wheel speed information comprises: Determine a wheel speed difference between a right wheel and a left wheel according to the wheel speed information; The steering control value gain information is determined according to the wheel speed difference.

4. The lane keeping method according to claim 3, characterized in that: Determining the steering control value gain information according to the wheel speed difference includes: determining the left control gain coefficient and the right control gain coefficient according to the wheel speed difference; The determining of the steering request control value according to the steering direction, the reference steering control value and the steering control value gain information comprises: determining a steering control value gain coefficient according to the steering direction; multiplying the reference steering control value by the steering control value gain coefficient to determine the steering request control value; Determining the steering control value gain coefficient according to the steering direction includes: based on the steering direction being a left turn, determining the left control gain coefficient as the steering control value gain coefficient; based on the steering direction being a right turn, determining the right control gain coefficient as the steering control value gain coefficient.

5. The lane keeping method according to claim 4, characterized in that: When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, the left control gain coefficient is equal to the right control gain coefficient is equal to 1; When the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the second set value, the right control gain coefficient is equal to the left control gain coefficient and is equal to 1; The first setting value is greater than 0, and the second setting value is greater than 0.

6. The lane keeping method according to claim 4, characterized in that: When the wheel speed of the right wheel is greater than the wheel speed of the left wheel, the right control gain coefficient is equal to 1; When the wheel speed of the right wheel is less than the wheel speed of the left wheel, the left control gain coefficient is equal to 1.

7. The lane keeping method according to any one of claims 3 to 6, characterized in that: The step of determining the wheel speed difference between the right wheel and the left wheel according to the wheel speed information includes: Determine the right wheel speed value and the left wheel speed value according to the wheel speed information; The difference between the right wheel speed value and the left wheel speed value is determined as the wheel speed difference.

8. The lane keeping method according to claim 7, characterized in that: After the step of determining the right wheel speed value and the left wheel speed value according to the wheel speed information, the step of determining the wheel speed difference between the right wheel and the left wheel according to the wheel speed information further includes: performing low-pass filtering on the right wheel speed value and the left wheel speed value; Determining the difference between the right wheel speed value and the left wheel speed value as the wheel speed difference includes: determining the difference between the right wheel speed value and the left wheel speed value after low-pass filtering as the wheel speed difference.

9. The lane keeping method according to claim 7, characterized in that: The determining the right wheel speed value and the left wheel speed value according to the wheel speed information comprises: The right front wheel speed is determined as the right wheel speed value, and the left front wheel speed is determined as the left wheel speed value; or The right rear wheel speed is determined as the right wheel speed value, and the left rear wheel speed is determined as the left wheel speed value; or The average wheel speed of the right front wheel and the right rear wheel is determined as the right wheel speed value, and the average wheel speed of the left front wheel and the left rear wheel is determined as the left wheel speed value.

10. A lane keeping control device, characterized in that: The method comprises a processor and a memory storing a computer program, wherein when the processor executes the computer program, the steps of the lane keeping method as claimed in any one of claims 1 to 9 are implemented.

11. A lane keeping system, characterized in that: include: A driving environment condition detection device, configured to detect a driving environment condition; A wheel speed detection device, configured to detect the wheel speed; a lane keeping control device, configured to obtain lane line information and wheel speed information according to the detection results of the driving environment condition detection device and the wheel speed detection device, and perform a lane keeping function according to the lane line information and the wheel speed information; The lane keeping control device comprises: a gain control module, configured to determine steering control value gain information according to the wheel speed information; the steering control value gain information comprises a left side control gain coefficient and a right side control gain coefficient; When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a first set value, the left control gain coefficient is greater than the right control gain coefficient; when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a second set value, the right control gain coefficient is greater than the left control gain coefficient; the first set value is greater than or equal to 0, and the second set value is greater than or equal to 0; When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a first set value, the left control gain coefficient is positively correlated with the absolute value of the wheel speed difference; when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a second set value, the right control gain coefficient is positively correlated with the absolute value of the wheel speed difference; When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, the left control gain coefficient is equal to the right control gain coefficient; when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the second set value, the right control gain coefficient is equal to the left control gain coefficient.

12. The lane keeping system according to claim 11, characterized in that: The lane keeping control device further includes: The lane keeping control module is configured to determine a steering direction and a reference steering control value based on the lane line information, and to determine a steering request control value based on the steering direction, the reference steering control value and the steering control value gain information, so that the vehicle's steering system performs a steering operation based on the steering direction and the steering request control value to keep the vehicle driving in the center of the lane.

13. The lane keeping system according to claim 12, characterized in that: The gain control module comprises: a right wheel speed determination module, configured to determine a right wheel speed value according to the wheel speed information; A left wheel speed determination module, configured to determine a left wheel speed value according to the wheel speed information; A low-pass filter processing module, configured to perform low-pass filter processing on the right wheel speed value and the left wheel speed value; a calculation module, configured to determine the difference between the right wheel speed value and the left wheel speed value after low-pass filtering as the wheel speed difference between the right wheel and the left wheel; and a gain determination module, configured to determine the left side control gain coefficient and the right side control gain coefficient according to the wheel speed difference; The lane keeping control module is configured to: based on the steering direction being a left turn, determine the left control gain coefficient as the steering control value gain coefficient; based on the steering direction being a right turn, determine the right control gain coefficient as the steering control value gain coefficient; and determine the product of the baseline steering control value and the steering control value gain coefficient as the steering request control value.

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