Lane keeping assistance control method, device, electronic equipment and storage medium

Abstract

The application discloses a lane keeping assistance control method and device, electronic equipment and storage medium. The lane keeping assistance control method comprises the following steps: determining a corresponding first torque coefficient TF according to an LKA intervention stage lka ; determining a second torque coefficient TF according to a control intention of a driver drv ; and determining a target torque coefficient TF according to the first torque coefficient TF lka and the second torque coefficient TF drv . The method has the beneficial effect that the first torque coefficient TF is determined according to the LKA intervention stage lka , the second torque coefficient TF is determined according to the control intention of the driver drv , and the target torque coefficient TF is determined according to the first torque coefficient TF lka and the second torque coefficient TF drv , so that a better man-machine co-driving effect can be achieved by adjusting an EPS application torque coefficient in real time without adding additional hardware devices.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automatic driving, and in particular to a lane keeping assist control method and device, an electronic device and a storage medium. BACKGROUND

[0002] LKA (Lane Keeping Assist) is a technology for helping drivers keep the vehicle within the lane line when they unintentionally deviate from the lane during driving. With economic development, the number of vehicles worldwide is increasing year by year, and the number of traffic accidents is also increasing year by year. In these traffic accidents, lane deviation accidents caused by the driver's inattention, fatigue or misoperation account for a large proportion. According to statistics, between 2016 and 2021, there were more than 2.1 million traffic accidents in the United States, of which lane deviation accidents accounted for 47%. In China, the number of deaths caused by traffic accidents in 2021 reached 52,388, of which the number of deaths caused by lane deviation accounted for 39% of the total. According to the data, once a lane deviation accident occurs, it will cause great harm, so the research on the lane keeping system is of great significance.

[0003] As a driving assistance function, LKA needs to respond to both driver instructions and system instructions during its operation. How to well accommodate system instructions and driver instructions to achieve a control effect of 1+1>2 and realize the coexistence of safety and comfort is an important topic for all driving assistance functions.

[0004] In Chinese patent application No. CN201810160946.2 entitled "Lane Keeping System and Lane Keeping Control Method", the relationship between the driver and the vehicle is coordinated by setting a steering wheel torque threshold, which avoids the lane keeping system from preventing the driver from changing lanes. However, this method only uses the driver's steering torque to turn on and off the lane keeping system, lacks information interaction between the driver and the vehicle, and may cause the driver's subjective discomfort or even resentment.

[0005] In Chinese patent application No. CN201810988401.0 entitled "Man-machine Co-pilot Type Lane Keeping Assist Method for Intelligent Vehicle", although the man-machine cooperative control method further reduces the conflict between the driver and the intelligent vehicle, different drivers have different styles, and this method cannot well solve this problem. SUMMARY

[0006] In view of the above defects or improvement needs of the prior art, the purpose of the present application is to provide a lane keeping assist control method and device, an electronic device and a storage medium.

[0007] To achieve the above object, the present application adopts the following technical solutions:

[0008] A lane keeping assist control method, comprising the following steps:

[0009] According to the LKA intervention stage, a corresponding first torque coefficient TF lka is determined.

[0010] According to the driver's control intention, a second torque coefficient TF drv is determined.

[0011] According to the first torque coefficient TF lka and the second torque coefficient TF drv , a target torque coefficient TF is determined.

[0012] In one embodiment, the step of determining the corresponding first torque coefficient TF lka according to the LKA intervention stage comprises:

[0013] When the LKA is activated, the first LKA intervention time T1 is determined according to the distance between the front wheel and the lane line and the vehicle lateral deviation speed.

[0014] According to the variable calibration duration and the first LKA intervention stage, the second LKA time T2 is determined.

[0015] In one embodiment, the step of determining the corresponding first torque coefficient TF lka according to the LKA intervention stage further comprises:

[0016] The first torque coefficient at the LKA activation, the first LKA intervention time T1 and the second LKA time T2 is calibrated respectively.

[0017] According to the first torque coefficient at the LKA activation, the first LKA intervention time T1 and the second LKA time T2, a one-dimensional function about time and torque coefficient is established.

[0018] According to the one-dimensional function, the first torque coefficient TF lka at any time is determined.

[0019] In one embodiment, the step of determining the second torque coefficient TF drv according to the driver's control intention comprises:

[0020] According to the steering torque collected in a unit of time, the steering torque mean value is determined.

[0021] According to the steering torque and the steering torque mean value, the steering torque dynamic standard deviation is determined.

[0022] determining a second torque coefficient TF according to the dynamic standard deviation of the steering torque and the calibration coefficient drv .

[0023] In one embodiment, the method for determining the calibration coefficient comprises:

[0024] Within the range of the preset calibration coefficient, according to the actual driving data, the dynamic standard deviation of the steering torque is controlled within 2N·m, and the calibration coefficient is determined.

[0025] In a second aspect, a lane keeping assistance control device comprises:

[0026] A first module is configured to determine a first torque coefficient TF according to an LKA intervention stage lka ;

[0027] A second module is configured to determine a second torque coefficient TF according to a driver's control intention drv ;

[0028] A third module is configured to determine a target torque coefficient TF according to the first torque coefficient TF lka and the second torque coefficient TF drv .

[0029] In a third aspect, an electronic device comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the computer program to implement the steps of the lane keeping assistance control method.

[0030] In a fourth aspect, a computer readable storage medium stores computer instructions, and the computer instructions cause the computer to execute the steps of the lane keeping assistance control method.

[0031] The beneficial effects of the present application are:

[0032] For the lane keeping assistance control method, device, electronic device, and storage medium, by determining a first torque coefficient TF according to an LKA intervention stage lka , determining a second torque coefficient TF according to a driver's control intention drv , determining a target torque coefficient TF according to the first torque coefficient TF lka and the second torque coefficient TF drv , without increasing additional hardware devices, the application torque coefficient is adjusted in real time to achieve a better man-machine co-driving effect.

[0033] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0034] The above and / or additional aspects and advantages of the present application will become apparent and more readily appreciated from the following description, taken in conjunction with the accompanying drawings, in which:

[0035] Figure 1 is a structural schematic diagram of a vehicle provided by the present embodiment;

[0036] Figure 2 is a flow schematic diagram of a lane keeping assistance control method provided by the present embodiment;

[0037] Figure 3 is a structural schematic diagram of a lane keeping assistance control device provided by the present embodiment;

[0038] Figure 4 is a structural schematic diagram of an electronic device provided by the present embodiment. DETAILED DESCRIPTION

[0039] The present application will be further described below in conjunction with the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present application, but not to limit the present application. In addition, it should be noted that, for the convenience of description, only the parts related to the present application are shown in the drawings, but not all the structures.

[0040] In the description of the present application, unless otherwise explicitly specified and limited, the terms "connected", "connected", "fixed" should be understood in a broad sense, for example, can be fixedly connected, can be detachably connected, or integrated; can be mechanically connected, can be electrically connected; can be directly connected, can be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0041] Those skilled in the art can understand that, unless specifically stated, the singular form "one", "said" and "the" used herein also includes the plural form. It should be further understood that the phrase "comprising" used in the specification of the present application means that the features, integers, steps, operations, elements and / or components exist, but does not exclude the existence or addition of one or more other features, integers, steps, operations, elements, components and / or combinations thereof.

[0042] Those skilled in the art of the technology will appreciate that unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art in the field to which this application belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0043] The present embodiments provide a lane keeping assist control method applied to a vehicle with LKA function.

[0044] Figure 1 is a schematic view of a vehicle in the present embodiments, as Figure 1 The vehicle 10 generally includes a chassis 12, a body 14, front wheels 16 and rear wheels 18, as shown. The body 14 is disposed on the chassis 12 and substantially encloses components of the vehicle 10. The body 14 and the chassis 12 can collectively form a frame. The wheels 16-18 are each rotatably connected to the chassis 12 near a respective corner of the body 14. In the illustrated embodiment, the vehicle 10 is depicted as a passenger car. However, it should be appreciated that any other vehicle, including motorcycles, trucks, sport utility vehicles (SUVs), recreational vehicles (RVs), watercraft, aircraft, etc., can also be used.

[0045] As shown, the vehicle 10 generally includes a propulsion system 20, a driveline system 22, a steering system 24, a braking system 26, a sensor system 28, and an actuator system 30. In this example, the propulsion system 20 can include an electric machine, such as a permanent magnet (PM) electric machine. The driveline system 22 is configured to transfer power from the propulsion system 20 to the wheels 16 and 18 according to a selectable speed ratio.

[0046] The braking system 26 is configured to provide braking torque to the wheels 16 and 18. In various example embodiments, the braking system 26 can include friction brakes, a brake-by-wire system, a regenerative braking system such as an electric machine, and / or other suitable braking systems.

[0047] The steering system 24 affects the position of the wheels 16 and / or 18. While described as including a steering wheel 25 for purposes of illustration, the steering system 24 can not include a steering wheel in some example embodiments contemplated within the scope of the present disclosure.

[0048] The sensor system 28 includes one or more sensing devices 40a-40n that sense observable conditions of the external and / or internal environment of the vehicle 10 and produce sensor data related thereto.

[0049] The actuator system 30 includes one or more actuator devices 42a-42n that control one or more vehicle features, such as, but not limited to, the propulsion system 20, the transmission system 22, the steering system 24, and the braking system 26. In various example embodiments, the vehicle 10 can also include Figure 1 internal and / or external vehicle features not shown in FIG. 1, such as various doors, trunks, and cabin features, such as air, music, lighting, touch screen display components, etc.

[0050] Figure 2 is a flowchart of a lane keeping assist control provided by the present embodiment, as shown in Figure 3 the control method includes steps S10-S30.

[0051] Step S10, according to the LKA intervention stage, determine the corresponding first torque coefficient TF lka .

[0052] In the present embodiment, the LKA function relies on the lane line to work, and it is recommended to use on the road with good road conditions and clear lane lines. When the blind area monitoring and warning function works, even if the driver turns on the turn signal, the LKA function will not exit. When driving in a lane with a road edge, such as a median strip, there is a possibility of identifying the road edge as a lane line.

[0053] Further, in the present embodiment, the driving and can turn on the LKA function through the central control screen. After turning on the LKA function, it is activated under certain road conditions.

[0054] In the present embodiment, the LKA function can be activated according to a preset path and image recognition of the lane.

[0055] For example, the preset path is a path determined according to the starting point and destination based on the existing path determination method. The vehicle will turn based on the turning position determined by the positioning device in the path during driving, and the LKA function will be activated when the image recognition of the lane meets the turning condition.

[0056] For another example, the LKA function is activated according to the image recognition of the lane and the steering wheel operation. The steering wheel angle sensor is used to collect the steering signal, and then the boundary lines on both sides of the lane are recognized. By comparing the lane line and the driving direction of the vehicle, it is determined whether the vehicle deviates from the driving lane. If the deviation distance from the driving lane is preset, the LKA function is activated.

[0057] Of course, the present embodiment does not limit the above-mentioned way of activating the LKA function.

[0058] Specifically, step S10 includes steps S101-S102.

[0059] S101, when the LKA is activated, a first LKA intervention time T1 is determined according to a distance between the front wheel and the lane line and a lateral deviation speed of the vehicle.

[0060] Specifically, when the deviation direction of the vehicle is determined, for example, the left side is deviated, the distance L1 between the left front wheel and the left lane line is determined, and the current lateral deviation speed V1 is determined, then the first LKA intervention time T1 is determined according to the following formula:

[0061] T1=L1 / V1.

[0062] S102, according to the variable calibration time and the first LKA intervention stage, the second LKA time T2 is determined.

[0063] In this embodiment, the second LKA time T2 (unit: second) is determined according to the following formula:

[0064] T2=T1+2.

[0065] That is, in this embodiment, the calibration time is two seconds.

[0066] Further, the step S10 further includes a calibration process:

[0067] The first torque coefficient of the LKA activation, the first LKA intervention time T1 and the second LKA time T2 is calibrated respectively;

[0068] According to the first torque coefficient of the LKA activation, the first LKA intervention time T1 and the second LKA time T2, a unary function about time and torque coefficient is established;

[0069] According to the unary function, the first torque coefficient TF of any time is determined lka .

[0070] According to the real vehicle LKA deviation performance, since the greater the TF, the greater the system control vehicle weight, according to the different stages of the different system participation, the first torque coefficient of the first LKA intervention time T1 is greater than the first torque coefficient of the LKA activation, and the first torque coefficient of the LKA activation is greater than the first torque coefficient of the second LKA time T2. Therefore, the first torque coefficient from the LKA activation to the first LKA intervention time T1 gradually increases, and the first torque coefficient from the first LKA intervention time T1 to the second LKA time T2 gradually decreases.

[0071] It should be noted that the first torque coefficient of the second LKA time T2 is maintained after the second LKA time T2.

[0072] Step S20, according to the control intention of the driver, the second torque coefficient TF drv .

[0073] Specifically, the step S20 comprises steps S201-S203.

[0074] S201, determining a steering torque mean value according to the steering torque collected in a unit time;

[0075] S202, determining the steering torque dynamic standard deviation according to the steering torque and the steering torque mean value;

[0076] S203, determining a second torque coefficient TF according to the steering torque dynamic standard deviation and a calibration coefficient drv .

[0077] The driver steering torque in a certain time range is read by a steering wheel torque sensor, and the driver steering torque in each cycle is Trq n The driver shaking strength is determined by calculating the dynamic standard deviation in a certain time T, and N is the number of driver steering torque values collected in T. For example, the system operation cycle is 10 ms, and the number of driver steering torque collected in 1 s is N = 100.

[0078] The driver steering torque mean value in T is calculated

[0079]

[0080] The dynamic standard deviation Trq of T is calculated M :

[0081]

[0082] The dynamic standard deviation value is multiplied by a certain calibration coefficient k to obtain the EPS application torque coefficient TF reflecting the driver control intention drv :

[0083] TF drv =k·Trq M .

[0084] It should be noted that the method for determining the calibration coefficient k comprises:

[0085] Within the range of the preset calibration coefficient, according to the actual driving data, the steering torque dynamic standard deviation is controlled to be within 2N·m, and the calibration coefficient is determined.

[0086] For example, first, it is determined that the coefficient weight allocated to the driver in the man-machine co-driving is 0-0.4, that is, the maximum proportion is 0.4 (which can be modified according to the actual vehicle performance); then, according to the actual driving data, it is obtained that the dynamic standard deviation of the general driver in the driving process is within 2N·m, so the calibration coefficient k can be deduced as 0.2.

[0087] If the coefficient weight adjustable by the driver in the man-machine co-driving is to be modified, or the dynamic standard deviation of the driver torque in the driving process of different vehicles is to be matched, the calibration coefficient k can be modified.

[0088] The lane keeping auxiliary control method provided in the embodiment determines the corresponding first torque coefficient TF lka according to the LKA intervention stage drv , determines the second torque coefficient TF lka according to the control intention of the driver drv , and determines the target torque coefficient TF according to the first torque coefficient TF lka and the second torque coefficient TF drv . Without increasing additional hardware devices, the lane keeping auxiliary control method achieves a better man-machine co-driving effect by adjusting the torque coefficient of the EPS in real time.

[0089] The embodiment also provides a lane keeping auxiliary control device. As shown in Figure 3 , the lane keeping auxiliary control device includes a first module 31, a second module 32, and a third module 33.

[0090] The first module 31 is configured to determine the corresponding first torque coefficient TF lka according to the LKA intervention stage.

[0091] The second module 32 is configured to determine the second torque coefficient TF drv according to the control intention of the driver.

[0092] The third module 33 is configured to determine the target torque coefficient TF according to the first torque coefficient TF lka and the second torque coefficient TF drv .

[0093] It should be noted that the lane keeping auxiliary control device provided in the embodiment can also be a computer program (including program code) running in a computer device. For example, the lane keeping auxiliary control device is an application program, which can be used to execute the corresponding steps in the above method provided in the embodiments of the present application.

[0094] In some feasible implementations, the lane keeping assist control device provided in this embodiment can be implemented using a combination of hardware and software. As an example, the lane keeping assist control device in this application embodiment can be a processor in the form of a hardware decoding processor, which is programmed to execute the lane keeping assist control method provided in this application embodiment. For example, the processor in the form of a hardware decoding processor can be one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), programmable logic devices (PLDs), complex programmable logic devices (CPLDs), field-programmable gate arrays (FPGAs), or other electronic components.

[0095] In some feasible implementations, the lane keeping assist control device provided in this embodiment can be implemented in software, which can be software in the form of programs and plug-ins, and includes a series of modules to implement the lane keeping assist control method provided in this embodiment of the invention.

[0096] The lane keeping assist control device provided in this embodiment determines the corresponding first torque coefficient TF based on the LKA intervention stage. lka The second torque coefficient TF is determined based on the driver's control intention. drv According to the first torque coefficient TF lka and the second torque coefficient TF drv The target torque coefficient TF is determined, and a better human-machine co-driving effect is achieved by adjusting the EPS application torque coefficient in real time without adding additional hardware.

[0097] This application also provides an electronic device. Figure 4 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application, such as... Figure 4As shown, the electronic device 1000 in the embodiment can include a processor 1001, a network interface 1004 and a memory 1005, in addition, the electronic device 1000 can further include a user interface 1003, and at least one communication bus 1002. Wherein, the communication bus 1002 is used to realize the connection communication between the components. Wherein, the user interface 1003 can include a display, a keyboard, and the optional user interface 1003 can further include a standard wired interface, a wireless interface. The network interface 1004 can optionally include a standard wired interface, a wireless interface (such as a WI-FI interface). The memory 1004 can be a high-speed RAM memory, or a non-volatile memory, for example, at least one disk memory. The memory 1005 can also be at least one storage device located away from the aforementioned processor 1001. For example Figure 4 As shown, the memory 1005 as a computer readable storage medium can include an operating system, a network communication module, a user interface module and a device control application.

[0098] As shown, the electronic device 1000, the network interface 1004 can provide network communication function; and the user interface 1003 is mainly used for providing the interface for the user to input; and the processor 1001 can be used to call the device control application stored in the memory 1005, to realize: Figure 4

[0099] According to the LKA intervention stage, the corresponding first torque coefficient TF lka is determined.

[0100] According to the control intention of the driver, the second torque coefficient TF drv is determined.

[0101] According to the first torque coefficient TF lka and the second torque coefficient TF drv , the target torque coefficient TF is determined.

[0102] ​It should be understood that in some possible implementations, the processor 1001 described above can be a central processing unit (CPU), and the processor can also be other general-purpose processors, DSPs, ASICs, FPGAs or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor. The memory can include read-only memory and random access memory, and provide instructions and data to the processor. Part of the memory can also include non-volatile random access memory. For example, the memory can also store device type information.

[0103] In specific implementations, the electronic device 1000 described above can execute the implementation manners provided by each step of the control method described above through various functional modules built therein. For details, refer to the implementation manners provided by each step described above, which will not be repeated here.

[0104] The electronic device provided by the embodiment determines the corresponding first torque coefficient TF lka according to the LKA intervention stage, determines the second torque coefficient TF drv according to the control intention of the driver, determines the target torque coefficient TF according to the first torque coefficient TF lka and the second torque coefficient TF drv , and achieves a better man-machine co-driving effect by adjusting the EPS application torque coefficient in real time without increasing additional hardware devices.

[0105] The embodiment of the present application also provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement each step of the lane keeping assistance control method in the above embodiment. For details, refer to the implementation manners provided by each step described above, which will not be repeated here.

[0106] The computer readable storage medium provided by the embodiment determines the corresponding first torque coefficient TF lka according to the LKA intervention stage, determines the second torque coefficient TF drv according to the control intention of the driver, determines the target torque coefficient TF according to the first torque coefficient TF lka and the second torque coefficient TF drv , and achieves a better man-machine co-driving effect by adjusting the EPS application torque coefficient in real time without increasing additional hardware devices.

[0107] It should be understood that although the steps in the flowcharts of the drawings are shown in a sequential order following the arrows, the steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated otherwise herein, the execution of the steps is not strictly limited to the order indicated by the arrows, and can be executed in other orders. Moreover, at least some of the steps in the flowcharts of the drawings can include multiple sub-steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution order of which is not necessarily sequential, but can be round-robin or alternating with at least some of the other steps or sub-steps or stages of other steps.

[0108] The above only describes some embodiments of the present application, and it should be pointed out that for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, which should also be considered as the protection scope of the present application.

Claims

1. A lane-keeping assist control method characterized by, The method comprises the following steps: According to the LKA intervention phase, a corresponding first torque coefficient TF is determined lka ; determining a second torque coefficient TF in dependence on the control intention of the driver drv ; determining a target torque coefficient TF based on the first torque coefficient TF lka and the second torque coefficient TF drv ​ The first torque coefficient TF is determined based on the LKA intervention stage. lka The steps include: When the LKA is activated, a first LKA intervention time T1 is determined according to the distance between the front wheel and the lane line and the lateral deviation speed of the vehicle; A second LKA time T2 is determined according to the variable calibration duration and the first LKA intervention stage; the step of determining the corresponding first torque coefficient TF according to the LKA intervention phase lka further comprises: A first torque coefficient is calibrated when the LKA is activated, at the first LKA intervention time T1 and at the second LKA time T2, respectively; A one-variable function about time and torque coefficient is established according to the first torque coefficient when the LKA is activated, at the first LKA intervention time T1 and at the second LKA time T2; determining a first torque coefficient TF at any time instant according to said unary function lka .

2. The lane-keeping assist control method according to claim 1, characterized by, the step of determining the second torque coefficient TF drv in dependence of the control intention of the driver comprises: A steering torque mean value is determined according to the steering torque collected in a unit time; A steering torque dynamic standard deviation is determined according to the steering torque and the steering torque mean value; determining a second torque coefficient TF based on the dynamic standard deviation of the steering torque and a calibration coefficient drv .

3. The lane-keeping assist control method according to claim 2, characterized by, The method for determining the calibration coefficient comprises: Within the range of the preset calibration coefficient, the steering torque dynamic standard deviation is controlled to be within 2N·m according to the actual driving data, and the calibration coefficient is determined.

4. A lane keep assist control device for implementing the lane keep assist control method according to any one of claims 1 to 3, characterized by The method comprises: a first module configured to determine a corresponding first torque coefficient TF according to the LKA intervention stage lka ; a second module configured to determine a second torque coefficient TF based on the control intention of the driver drv ; a third module configured to determine a target torque coefficient TF based on the first torque coefficient TF lka and the second torque coefficient TF drv .

5. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the computer program to realize the steps of the lane keeping assistance control method according to any one of claims 1 to 3.

6. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions, and the computer instructions enable the computer to execute the steps of the lane keeping assistance control method according to any one of claims 1 to 3.

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