Steering control optimization methods and devices for keeping vehicles in their driving lane

Abstract

This invention discloses a method and apparatus for optimizing steering control in lane-keeping assistance. First, the vehicle speed and a first requested angle are acquired. The first requested angle is the angle that the vehicle needs to adjust to maintain straight-line driving in the current lane. Based on the difference between the first requested angle and a second requested angle (previously the first requested angle), the current angle adjustment direction of the vehicle is determined. A gain angle is then determined based on the current vehicle speed and the angle adjustment direction. This gain angle is used to compensate for the error between the actual adjusted angle and the required adjustment angle. A gain coefficient further optimizes the gain angle to finally obtain the target requested angle for the vehicle. This solution addresses the problem of error between the actual adjusted angle and the required adjustment angle during lane-keeping assistance, and improves lane-keeping assistance performance by optimizing the gain angle value through a gain coefficient.

Description

Technical Field

[0001] This invention relates to the field of autonomous driving technology, and in particular to a method, apparatus, electronic device, and readable storage medium for optimizing steering control of a vehicle to maintain its driving lane. Background Technology

[0002] Safety of autonomous driving systems is a crucial issue in the field. As autonomous driving technology advances, users have increasingly higher demands for vehicle performance. Lane keeping assist is an important technology within autonomous driving, used to help vehicles smoothly maintain their position in the center of the lane when traveling in a straight line.

[0003] Currently, if a user activates the lane keeping assist function of a vehicle, the lane keeping assist technology will provide the angle information that the vehicle needs to adjust based on the vehicle's position or driving information collected by components such as radar or cameras. However, when adjusting the vehicle's driving state according to the angle information, there is an error between the actual angle adjusted by the steering wheel and the angle that the vehicle needs to adjust, which causes the lane keeping assist to fail to achieve the optimal adjustment effect. Summary of the Invention

[0004] In view of the above problems, embodiments of the present invention are proposed to provide a method, apparatus, electronic device, and readable storage medium for optimizing steering control of a vehicle to maintain its driving lane, thereby overcoming or at least partially solving the above problems.

[0005] In a first aspect, embodiments of this application disclose a steering control optimization method for a vehicle to maintain its driving lane, the method comprising:

[0006] Obtain the vehicle's speed and the first requested angle; the first requested angle is the angle that the vehicle needs to adjust to maintain straight-line travel in the current lane.

[0007] The gain angle of the vehicle is determined based on the difference between the first requested angle and the second requested angle, and the vehicle speed; the second requested angle is the requested angle preceding the first requested angle.

[0008] Determine the gain coefficient based on the first requested angle and the vehicle speed;

[0009] Based on the first requested angle, the gain angle, and the gain coefficient, the target requested angle corresponding to the vehicle is determined, and the steering of the vehicle is adjusted according to the target requested angle.

[0010] Secondly, embodiments of this application disclose a steering control optimization device for a vehicle to maintain its driving lane, the device comprising:

[0011] The acquisition module is used to acquire the vehicle speed and the first requested angle; the first requested angle is the angle that the vehicle needs to adjust to maintain straight-line travel in the current lane.

[0012] The first determining module is used to determine the gain angle of the vehicle based on the difference between the first requested angle and the second requested angle, and the vehicle speed; the second requested angle is the requested angle that occurred before the first requested angle.

[0013] The second determining module is used to determine the gain coefficient based on the first requested angle and the vehicle speed;

[0014] The adjustment module is used to determine the target request angle corresponding to the vehicle based on the first request angle, the gain angle and the gain coefficient, and to adjust the steering of the vehicle according to the target request angle.

[0015] Thirdly, embodiments of this application disclose an electronic device, including a processor and a memory, wherein the memory stores a program or instructions that can run on the processor, and the program or instructions, when executed by the processor, implement the steps of the method described in the first aspect.

[0016] Fourthly, embodiments of this application disclose a readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of the method described in the first aspect.

[0017] In this embodiment, the vehicle speed and a first requested angle are first obtained. The first requested angle is the angle that the vehicle needs to adjust to maintain straight-line driving in the current lane. Based on the difference between the first requested angle and a second requested angle (the angle requested before the first requested angle), the current angle adjustment direction of the vehicle is determined. Based on the current vehicle speed and the angle adjustment direction, a gain angle is determined to compensate for the error between the actual adjusted angle and the required adjustment angle. Further, a gain coefficient is determined based on the first requested angle and the vehicle speed. The gain coefficient further optimizes the gain angle, ultimately resulting in a target requested angle for the vehicle determined based on the first requested angle, the gain angle, and the gain coefficient. This solution addresses the problem of error between the actual adjusted angle and the required adjustment angle during lane keeping assist. Simultaneously, by adjusting the gain angle using a gain coefficient, the value of the gain angle is optimized, ensuring that the vehicle stays centered in the lane and avoids "dragging" when lane keeping assist is activated, thus improving the performance of lane keeping assist. Attached Figure Description

[0018] Figure 1This is a flowchart of the steps of a vehicle steering control optimization method for maintaining a driving lane, provided by an embodiment of the present invention.

[0019] Figure 2 This is a flowchart of another method for optimizing steering control of a vehicle to maintain its driving lane, provided by an embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram illustrating the change of angle gain with vehicle speed according to an embodiment of the present invention;

[0021] Figure 4 This is a schematic diagram illustrating the change of gain coefficient with the requested angle provided by an embodiment of the present invention;

[0022] Figure 5 This is a principle block diagram of a steering control optimization method for keeping a vehicle in its driving lane, provided by an embodiment of the present invention.

[0023] Figure 6 This invention provides a vehicle lane-keeping steering control optimization device.

[0024] Figure 7 This is a block diagram of an electronic device according to this application;

[0025] Figure 8 This is a block diagram of an electronic device according to another embodiment of this application. Detailed Implementation

[0026] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0027] refer to Figure 1 This application illustrates a steering control optimization method for maintaining a vehicle's driving lane, provided by an embodiment of this application. The method includes:

[0028] Step 101: Obtain the vehicle speed and the first requested angle; the first requested angle is the angle that the vehicle needs to adjust to maintain straight-line travel in the current lane.

[0029] In this embodiment of the invention, the LKA (Lane Keeping Assist) system is a type of ADAS intelligent driving assistance system. When the vehicle is in motion, it uses cameras and radar installed on the vehicle to identify the lane markings to support the vehicle in its lane. If the vehicle approaches the identified lane markings and may leave the lane, the LKA system will alert the driver through steering wheel vibration or sound, and may intervene with steering to prevent the vehicle from unintentionally deviating from its lane. Specific functions of the LKA system include: Lane Departure Warning (LDW), which warns the driver through sound, vision, and vibration when the vehicle unintentionally deviates from its lane, reminding the driver to pay attention to the direction of travel; Lane Departure Prevention (LDP), which corrects the vehicle's position by applying appropriate steering intervention before the vehicle is about to leave its lane unintentionally; and Lane Centering Control (LCC), which monitors the relative position of the vehicle to the center of the lane, actively assisting the driver in keeping the vehicle near the lane centerline and reducing the driver's steering burden.

[0030] Furthermore, the steps for LKA to execute lane keeping assist include: first, acquiring lane line information and vehicle information. Lane information can be obtained through a multi-function camera installed in the vehicle, and the vehicle's own driving information can be acquired through sensors installed on the vehicle itself. Then, based on the current driving information, the angle information that needs to be adjusted to maintain straight-line driving is determined. Finally, the angle information is fed back to EPS (Electric Power Steering) to execute steering control and correct the vehicle's posture.

[0031] The first angle information in this application is the angle information that the LKA system determines the vehicle needs to adjust based on the vehicle's current location and current driving state.

[0032] Step 102: Determine the gain angle of the vehicle based on the difference between the first requested angle and the second requested angle, and the vehicle speed; the second requested angle is the requested angle that precedes the first requested angle.

[0033] In this embodiment of the invention, the second requested angle is the requested angle preceding the first requested angle. During LKA system operation, the vehicle's driving process is acquired in real time, and the vehicle's position and posture are adjusted accordingly to achieve lane keeping assistance. After acquiring the first angle information, the second angle information also needs to be acquired. The difference between the first and second angle information can determine the current steering direction of the vehicle. For example, if the first angle information indicates a positive adjustment (which could be a clockwise adjustment of 4 degrees without turning the steering wheel) and the second angle information indicates a positive adjustment of 3 degrees, then the difference between the first and second angle information is positive, indicating that a positive adjustment is needed. If the first angle information indicates a positive adjustment (which could be a clockwise adjustment of 4 degrees without turning the steering wheel) and the second angle information indicates a positive adjustment of 5 degrees, then the difference between the first and second angle information is negative, indicating that a negative adjustment (which could be a counter-clockwise adjustment) is needed.

[0034] Furthermore, after determining the direction of steering wheel adjustment based on the first angle information and the second angle information, the gain angle corresponding to the first angle information is determined by acquiring the vehicle speed information. Since the same adjustment angle manifests differently in the vehicle's driving state at different vehicle speeds, this application considers both the current steering direction and vehicle speed when determining the gain angle to make the determined gain angle more accurate.

[0035] It should be noted that after determining the difference between the first requested angle and the second requested angle and the vehicle speed, the size of the gain angle can be determined according to the preset correspondence between the difference between the first requested angle and the second requested angle and the vehicle speed and the gain angle. The correspondence can be set according to the performance of different real vehicles, and this application embodiment does not limit it here.

[0036] Step 103: Determine the gain coefficient based on the first requested angle and the vehicle speed.

[0037] In this embodiment of the invention, since the LKA system adjusts the vehicle in real time when performing lane keeping assist, and the time interval between two adjustments is, for example, 20ms, when the vehicle is directly adjusted according to the above-mentioned gain angle, the vehicle may experience shaking or lateral deviation due to frequent angle adjustments. Therefore, after determining the gain angle, it is necessary to optimize the gain angle so that the vehicle can achieve a stable effect of staying in the lane after passing the angle gain.

[0038] Furthermore, since the steering effect varies significantly at different vehicle speeds under the same steering angle, the magnitude of the first requested angle and vehicle speed must also be considered when setting the gain coefficient. Different requested angles and vehicle speeds correspond to different gain coefficients. Based on the actual driving performance of the vehicle, a correspondence between the first requested angle, vehicle speed, and gain coefficient can be established in advance. After obtaining the first requested angle and vehicle speed, the gain coefficient can be determined according to this correspondence.

[0039] Step 104: Determine the target request angle corresponding to the vehicle based on the first request angle, the gain angle, and the gain coefficient, and adjust the steering of the vehicle according to the target request angle.

[0040] In this embodiment of the invention, after determining the gain angle and the gain coefficient, the gain angle can be optimized based on the gain coefficient to obtain the target gain angle. Then, depending on whether the vehicle is currently turning in the forward or reverse direction, the target request angle corresponding to the first request angle is determined.

[0041] Specifically, based on vehicle speed and the first requested angle, when the first requested angle is detected as positive, the LKA system can perform a compensation to increase the requested angle, that is, add the target gain angle to the first requested angle. When the requested angle is detected as negative, the LKA system can perform a compensation to decrease the requested angle, that is, subtract the target gain angle from the first requested angle. This application achieves speed-based control of the requested angle by determining the gain angle and gain coefficient, thereby improving situations where the vehicle veers back and forth within the lane or is not centered. At the same time, by using a speed-calibrable gain coefficient, it overcomes the current limitation of only supporting single-speed adjustment and the inability to support speed-based calibration, thus improving the performance of LKA in lane keeping assistance.

[0042] In summary, in this embodiment, the vehicle speed and a first requested angle are first obtained; the first requested angle is the angle that the vehicle needs to adjust to maintain straight-line driving in the current lane; based on the difference between the first requested angle and a second requested angle (the angle requested before the first requested angle), the current angle adjustment direction of the vehicle is determined; based on the current vehicle speed and the angle adjustment direction, the vehicle gain angle is determined, which is used to compensate for the error between the actual adjusted angle and the required adjustment angle. Further, a gain coefficient is determined based on the first requested angle and the vehicle speed; the gain coefficient further optimizes the gain angle, ultimately obtaining the target requested angle for the vehicle based on the first requested angle, the gain angle, and the gain coefficient. This solution solves the problem of error between the actual adjusted angle and the required adjustment angle during lane keeping assist. Simultaneously, by adjusting the gain angle through the gain coefficient, the value of the gain angle is optimized, ensuring that the vehicle stays centered in the lane when lane keeping assist is activated, and preventing the vehicle from "swerving" (driving in a zigzag pattern).

[0043] refer to Figure 2 This illustrates yet another steering control optimization method for maintaining a vehicle's driving lane, provided by an embodiment of this application. The method includes:

[0044] Step 201: Obtain the vehicle speed and the first requested angle; the first requested angle is the angle that the vehicle needs to adjust to maintain straight-line travel in the current lane.

[0045] This step can be referred to in step 101, and will not be repeated here.

[0046] Step 202: Determine the gain angle of the vehicle based on the difference between the first requested angle and the second requested angle, and the vehicle speed; the second requested angle is the requested angle preceding the first requested angle.

[0047] Optionally, step 202 specifically includes:

[0048] Sub-step 2021: If the difference between the first requested angle and the second requested angle is positive, then the gain angle is determined according to the first correspondence relationship, wherein the first correspondence relationship includes the correspondence between the vehicle speed and the gain angle when the difference is positive.

[0049] In this embodiment of the invention, if the difference between the first requested angle and the second requested angle is positive, a first correspondence between vehicle speed and gain angle can be established when the adjusted steering is positive. This first correspondence can be obtained through simulation testing or based on the vehicle's steering performance at different speeds during real-vehicle testing. Specifically, the error between the actual steering angle of the real vehicle at different speeds with positive steering and the requested angle (first requested angle) obtained by the host computer (the component that obtains the first requested angle, used to calculate the required requested angle) can be tested to determine the corresponding gain angle at different speeds with positive steering. The gain angle is used to compensate for the error between the actual vehicle steering angle and the requested angle obtained by the host computer.

[0050] Referring to Table 1, which shows the change in gain angle with vehicle speed when the difference is positive, the data in Table 1 is used as an example, and this application does not impose any restrictions on the correspondence between the magnitude of the gain angle and vehicle speed. A2 LKA+ represents the gain angle corresponding to different vehicle speeds when the steering is in the forward direction.

[0051] Table 1

[0052]

[0053] Sub-step 2022: If the difference between the first requested angle and the second requested angle is negative, then the gain angle is determined according to the second correspondence relationship, wherein the second correspondence relationship includes the correspondence between the vehicle speed and the gain angle when the difference is negative.

[0054] In this embodiment of the invention, if the difference between the first requested angle and the second requested angle is negative, a second correspondence between vehicle speed and gain angle can be established when the adjusted steering is negative. This second correspondence can be obtained through simulation testing or based on the vehicle's steering performance at different speeds during real-vehicle testing. Specifically, the error between the actual steering angle of the real vehicle and the requested angle (first requested angle) obtained by the host computer (i.e., the calculated required requested angle) at different vehicle speeds with negative steering can be tested to determine the corresponding gain angle at different vehicle speeds with negative steering. The gain angle is used to compensate for the error between the actual vehicle steering angle and the requested angle (first requested angle) obtained by the host computer.

[0055] Referring to Table 1, Table 1 shows the change in gain angle with vehicle speed when the difference is negative. The data in Table 1 is for illustrative purposes only; this application does not impose any restrictions on the correspondence between the magnitude of the gain angle and vehicle speed. Where A3 LKA- represents the gain angle corresponding to different vehicle speeds when the steering is in the negative direction. (Reference) Figure 3 , Figure 3 The graph shows how the gain angle changes with vehicle speed under both positive and negative driving conditions. In the graph, the upper line represents the gain angle change under positive driving conditions, and the lower line represents the gain angle change under negative driving conditions.

[0056] Step 203: Determine the gain coefficient based on the first requested angle and the vehicle speed.

[0057] This step can be referred to in step 103, and will not be repeated here.

[0058] Optionally, step 203 specifically includes:

[0059] Sub-step 2031: Determine the gain coefficient corresponding to the first requested angle and the vehicle speed through the third correspondence; wherein, at the same vehicle speed, the larger the first requested angle, the larger the gain coefficient.

[0060] In this embodiment of the invention, the first requested angle of the LKA is obtained from the host computer, and the vehicle speed signal is obtained from the vehicle. A third correspondence is established between the first requested angle, the vehicle speed, and the gain coefficient based on the first requested angle and the vehicle speed. This third correspondence can be obtained through simulation testing or by observing the steering performance of the vehicle at different speeds during actual vehicle testing. Specifically, the steering performance of the actual vehicle at different speeds can be tested after amplifying the first requested angle based on the aforementioned gain angle. The gain coefficients corresponding to different speeds and different first requested angles can then be determined based on the test results. Refer to Table 2, which shows the correspondence between some gain coefficients and the first requested angle and vehicle speed.

[0061] Table 2

[0062]

[0063] Refer to Table 2 and Figure 4It can be seen that at the same vehicle speed, the larger the first requested angle, the larger the gain coefficient. Using the first requested angle as the x-axis and the gain coefficient (GAIN) as the y-axis, a MAP diagram of the LKA angle gain intensity as a function of the requested angle and vehicle speed is constructed. The coefficient values ​​in this MAP diagram can be calibrated according to the vehicle speed and the LKA requested angle value; at the corresponding vehicle speed, the larger the requested angle value, the larger the GAIN value. The product of the gain angle and the gain coefficient yields the target gain angle. Adding the first requested angle to the target gain angle yields the target requested angle value. The target requested angle value is then used for PID calculation to obtain the final output current signal.

[0064] Step 204: Determine the target gain angle based on the product of the gain angle and the gain coefficient.

[0065] In this embodiment of the invention, if the vehicle's position within the lane is directly adjusted based on the obtained gain angle after determination, the lane keeping assist (LKA) is adjusted in real time with a relatively high frequency, which may cause the vehicle to vibrate when lane keeping assist is activated. Therefore, this application optimizes the gain angle after determining the gain coefficient. By further adjusting the gain angle, the effectiveness of lane keeping assist can be optimized.

[0066] Step 205: Determine the target request angle based on the target gain angle and the first request angle.

[0067] In this embodiment of the invention, after determining the target gain angle, the target request angle corresponding to the first request angle can be determined based on whether the vehicle's current steering adjustment is forward or reverse.

[0068] This application improves the product's applicability by using different error compensations for different requested angles, resolving issues such as lane drift or lane misalignment that occur during LKA angle control function debugging. Simultaneously, by determining the gain coefficient based on vehicle speed and the first requested angle, it overcomes the limitation of current PID control only supporting single-speed debugging and lacking speed-dependent calibration. This application's solution reduces the error between the actual steering angle and the required steering angle (first requested angle) obtained by LKA, thus improving LKA performance.

[0069] Optionally, step 205 specifically includes:

[0070] Sub-step 2051: If the difference between the first requested angle and the second requested angle is positive, then the sum of the target gain angle and the first requested angle is determined as the target requested angle.

[0071] In this embodiment of the invention, since forward or reverse adjustments reflect different driving states when the vehicle is in motion, and the forward or reverse adjustment is also related to the vehicle's driving state before the adjustment, the steering directions of the two adjustments may be the same or different, corresponding to different gain angles. This application provides different gain angle settings based on the steering direction.

[0072] If the vehicle is adjusting in a positive direction, then the sum of the target gain angle and the first requested angle is determined as the target requested angle. In other words, when the requested angle is detected to be positive, LKA performs a request angle increase compensation.

[0073] Sub-step 2052: If the difference between the first requested angle and the second requested angle is negative, then the difference between the first requested angle and the target gain angle is determined as the target requested angle.

[0074] In this embodiment of the invention, if the vehicle is making a negative adjustment, the difference between the target gain angle and the first requested angle is determined as the target requested angle. That is, when a negative requested angle is detected, the LKA performs a request angle reduction compensation. By controlling the requested angle according to vehicle speed, the problem of the vehicle veering back and forth within the lane or being out of center is improved. This application adds a gain angle based on the first requested angle requested by the LKA and the vehicle speed, which is a calibrable quantity that varies with both vehicle speed and the direction of the first requested angle. This solves the LKA angle compensation problem at various vehicle speeds, reduces the error between the actual steering angle and the target steering angle, and improves the performance of the LKA when performing lane keeping assist.

[0075] Optionally, the method further includes:

[0076] Step 206: If the difference between the first request angle and the second request angle is zero, then the target request angle corresponding to the second request angle is taken as the target request angle corresponding to the first request angle.

[0077] In this embodiment of the invention, if the difference between the first requested angle and the second requested angle is zero, it means that the first requested angle and the second requested angle are the same. In other words, the first requested angle can directly use the target requested angle corresponding to the second requested angle without further judgment.

[0078] Optionally, after step 205, the method further includes:

[0079] Step 207: Output the target current signal according to the target requested angle;

[0080] Step 208: In the case of autonomous driving, control the steering wheel based on the target current signal.

[0081] In this embodiment of the invention, after determining the target requested angle, a target current signal reflecting the magnitude of the target requested angle is output. The target current signal can be obtained by performing PID (Proportion Integral Differential) calculations based on the target requested angle. This target current signal can be used to control the steering direction and angle of the steering wheel, thereby enabling lane keeping assistance in autonomous driving scenarios.

[0082] refer to Figure 5 , Figure 5 The schematic diagram illustrating the principle of the solution proposed in this application includes: acquiring the first LKA request angle A1 from the host computer, acquiring the vehicle speed signal V1 from the vehicle, subtracting the second LKA request angle from the previous frame from the first request angle A1, and determining the positive or negative value. Based on the positive or negative result, two gain angle values ​​A2 (positive LKA+) and A3 (negative LKA-) are set, which are calibrable according to the vehicle speed V1. If the positive or negative result is 0, the target request angle after gaining the second request angle from the previous frame is directly applied. The A2 / A3 angle values ​​are calibrated by analyzing the difference between the target angle and the actual vehicle steering angle after observing the data. A2 / A3 are calibrated according to different vehicle speeds, and the calibration values ​​between adjacent vehicle speeds are linearly taken from two points. The specific calibration values ​​are based on the actual vehicle performance. Furthermore, after determining the gain angle, the gain angle is optimized. The optimization steps include: obtaining the first requested angle A1 of LKA from the host computer and the vehicle speed signal V1 from the vehicle. Using the first requested angle value A1 as the abscissa and the gain coefficient GAIN value as the ordinate, a coefficient MAP diagram of LKA angle gain intensity as a function of speed and the first requested angle is established. The coefficient values ​​in this MAP diagram can be calibrated according to the vehicle speed and the magnitude of the first requested angle value of LKA. At the corresponding vehicle speed, the larger the first requested angle value, the larger the coefficient GAIN value. A2(A3)*GAIN yields the target gain angle A5. Adding A5 to A1 yields the target requested angle. The target requested angle is then calculated by PID control to obtain the final output current.

[0083] In summary, in this embodiment, the vehicle speed and a first requested angle are first obtained. The first requested angle is the angle that the vehicle needs to adjust to maintain straight-line driving in the current lane. Based on the difference between the first requested angle and a second requested angle (the angle requested before the first requested angle), the current angle adjustment direction of the vehicle is determined. Based on the current vehicle speed and the angle adjustment direction, the vehicle gain angle is determined. The vehicle gain angle is used to compensate for the error between the actual adjusted angle and the required adjustment angle. Further, a gain coefficient is determined based on the first requested angle and the vehicle speed. The gain coefficient further optimizes the gain angle, ultimately obtaining the target requested angle for the vehicle based on the first requested angle, the gain angle, and the gain coefficient. This solution solves the problem of error between the actual adjusted angle and the required adjustment angle during lane keeping assist. Simultaneously, by adjusting the gain angle through the gain coefficient, the value of the gain angle is optimized, ensuring that the vehicle stays centered in the lane when lane keeping assist is activated, and preventing the vehicle from "dragging" or veering, thus improving the performance of the LKA system.

[0084] refer to Figure 6 It illustrates a vehicle lane-keeping steering control optimization device provided in an embodiment of this application, the device comprising:

[0085] The acquisition module 301 is used to acquire the vehicle speed and the first requested angle; the first requested angle is the angle that the vehicle needs to adjust to maintain straight-line driving in the current lane.

[0086] The first determining module 302 is used to determine the gain angle of the vehicle based on the difference between the first requested angle and the second requested angle, and the vehicle speed; the second requested angle is the requested angle that occurred before the first requested angle.

[0087] The second determining module 303 is used to determine the gain coefficient based on the first requested angle and the vehicle speed;

[0088] The adjustment module 304 is used to determine the target request angle corresponding to the vehicle based on the first request angle, the gain angle and the gain coefficient, and to adjust the steering of the vehicle based on the target request angle.

[0089] Optionally, the first determining module includes:

[0090] The first determining submodule is used to determine the gain angle according to a first correspondence if the difference between the first requested angle and the second requested angle is positive. The first correspondence includes the correspondence between the vehicle speed and the gain angle when the difference is positive.

[0091] The second determining submodule is used to determine the gain angle according to a second correspondence if the difference between the first requested angle and the second requested angle is negative. The second correspondence includes the correspondence between the vehicle speed and the gain angle when the difference is negative.

[0092] Optionally, the second determining module includes:

[0093] The third determining submodule is used to determine the gain coefficient corresponding to the first requested angle and the vehicle speed through a third correspondence relationship; wherein, at the same vehicle speed, the larger the first requested angle, the larger the gain coefficient.

[0094] Optionally, the adjustment module includes:

[0095] The fourth determining submodule is used to determine the target gain angle based on the product of the gain angle and the gain coefficient;

[0096] The adjustment submodule is used to determine the target request angle based on the target gain angle and the first request angle.

[0097] Optionally, the adjustment submodule includes:

[0098] The first adjustment submodule is used to determine the target request angle by adding the target gain angle and the first request angle if the difference between the first request angle and the second request angle is positive.

[0099] The second adjustment submodule is used to determine the difference between the first requested angle and the target gain angle as the target requested angle if the difference between the first requested angle and the second requested angle is negative.

[0100] Optionally, the device further includes:

[0101] The third determining module is used to take the target request angle corresponding to the second request angle as the target request angle corresponding to the first request angle if the difference between the first request angle and the second request angle is zero.

[0102] Optionally, the device further includes:

[0103] The output module is used to output a target current signal according to the target requested angle;

[0104] The control module is used to control the steering wheel based on the target current signal when the vehicle is in autonomous driving mode.

[0105] In summary, in this embodiment, the vehicle speed and a first requested angle are first obtained; the first requested angle is the angle that the vehicle needs to adjust to maintain straight-line driving in the current lane; based on the difference between the first requested angle and a second requested angle (the angle requested before the first requested angle), the current angle adjustment direction of the vehicle is determined; based on the current vehicle speed and the angle adjustment direction, the vehicle gain angle is determined, which is used to compensate for the error between the actual adjusted angle and the required adjustment angle. Further, a gain coefficient is determined based on the first requested angle and the vehicle speed; the gain coefficient further optimizes the gain angle, ultimately obtaining the target requested angle for the vehicle based on the first requested angle, the gain angle, and the gain coefficient. This solution solves the problem of error between the actual adjusted angle and the required adjustment angle during lane keeping assist. Simultaneously, by adjusting the gain angle through the gain coefficient, the value of the gain angle is optimized, ensuring that the vehicle stays centered in the lane when lane keeping assist is activated, and preventing the vehicle from "swerving" (driving in a zigzag pattern).

[0106] Figure 7 This is a block diagram illustrating an electronic device 600 according to an exemplary embodiment. For example, the electronic device 600 may be a mobile phone, computer, digital broadcasting terminal, messaging device, game console, tablet device, medical device, fitness equipment, personal digital assistant, etc.

[0107] Reference Figure 7 The electronic device 600 may include one or more of the following components: a processing component 602, a memory 604, a power supply component 606, a multimedia component 608, an audio component 610, an input / output (I / O) interface 612, a sensor component 614, and a communication component 616.

[0108] Processing component 602 typically controls the overall operation of electronic device 600, such as operations associated with display, telephone calls, data communication, camera operation, and recording operations. Processing component 602 may include one or more processors 620 to execute instructions to perform all or part of the steps of the methods described above. Furthermore, processing component 602 may include one or more modules to facilitate interaction between processing component 602 and other components. For example, processing component 602 may include a multimedia module to facilitate interaction between multimedia component 608 and processing component 602.

[0109] Memory 604 is used to store various types of data to support the operation of electronic device 600. Examples of such data include instructions for any application or method operating on electronic device 600, contact data, phonebook data, messages, pictures, multimedia, etc. Memory 604 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0110] Power supply component 606 provides power to various components of electronic device 600. Power supply component 606 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to electronic device 600.

[0111] Multimedia component 608 includes a screen that provides an output interface between the electronic device 600 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touchscreen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors may sense not only the boundaries of touch or swipe actions but also the duration and pressure associated with the touch or swipe operation. In some embodiments, multimedia component 608 includes a front-facing camera and / or a rear-facing camera. When the electronic device 600 is in an operating mode, such as a shooting mode or a multimedia mode, the front-facing camera and / or the rear-facing camera may receive external multimedia data. Each front-facing camera and rear-facing camera may be a fixed optical lens system or have focal length and optical zoom capabilities.

[0112] Audio component 610 is used to output and / or input audio signals. For example, audio component 610 includes a microphone (MIC) used to receive external audio signals when electronic device 600 is in an operating mode, such as call mode, recording mode, and voice recognition mode. The received audio signals may be further stored in memory 604 or transmitted via communication component 616. In some embodiments, audio component 610 also includes a speaker for outputting audio signals.

[0113] I / O interface 612 provides an interface between processing component 602 and peripheral interface modules, such as keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to, home buttons, volume buttons, power buttons, and lock buttons.

[0114] Sensor assembly 614 includes one or more sensors for providing state assessments of various aspects of electronic device 600. For example, sensor assembly 614 can detect the on / off state of electronic device 600, the relative positioning of components such as the display and keypad of electronic device 600, changes in position of electronic device 600 or a component of electronic device 600, the presence or absence of user contact with electronic device 600, orientation or acceleration / deceleration of electronic device 600, and temperature changes of electronic device 600. Sensor assembly 614 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. Sensor assembly 614 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, sensor assembly 614 may also include an accelerometer, gyroscope, magnetometer, pressure sensor, or temperature sensor.

[0115] Communication component 616 facilitates wired or wireless communication between electronic device 600 and other devices. Electronic device 600 can access wireless networks based on communication standards, such as WiFi, carrier networks (such as 2G, 3G, 4G, or 5G), or combinations thereof. In one exemplary embodiment, communication component 616 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In one exemplary embodiment, communication component 616 also includes a near-field communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on radio frequency identification (RFID) technology, Infrared Data Association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0116] In an exemplary embodiment, the electronic device 600 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to implement a vehicle lane-keeping steering control optimization method provided in this application embodiment.

[0117] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 604 including instructions, which can be executed by a processor 620 of an electronic device 600 to perform the above-described method. For example, the non-transitory storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc.

[0118] Figure 8This is a block diagram illustrating an electronic device 700 according to an exemplary embodiment. For example, the electronic device 700 may be provided as a server. (Refer to...) Figure 8 The electronic device 700 includes a processing component 722, which further includes one or more processors, and memory resources represented by a memory 732 for storing instructions, such as application programs, that can be executed by the processing component 722. The application programs stored in the memory 732 may include one or more modules, each corresponding to a set of instructions. Furthermore, the processing component 722 is configured to execute instructions to perform a vehicle lane-keeping steering control optimization method provided in embodiments of this application.

[0119] Electronic device 700 may also include a power supply component 726 configured to perform power management of electronic device 700, a wired or wireless network interface 750 configured to connect electronic device 700 to a network, and an input / output (I / O) interface 758. Electronic device 700 may operate on an operating system stored in memory 732, such as Windows Server™, Mac OS X™, Unix™, Linux™, FreeBSD™, or similar.

[0120] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the aforementioned vehicle lane-keeping steering control optimization method.

[0121] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0122] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for optimizing steering control to maintain a vehicle's driving lane, characterized in that, The method includes: Obtain the vehicle's speed and the first requested angle; the first requested angle is the angle that the vehicle needs to adjust to maintain straight-line travel in the current lane. The gain angle of the vehicle is determined based on the difference between the first requested angle and the second requested angle, and the vehicle speed; the second requested angle is the requested angle preceding the first requested angle. Determine the gain coefficient based on the first requested angle and the vehicle speed; Based on the first requested angle, the gain angle, and the gain coefficient, the target requested angle corresponding to the vehicle is determined, and the steering of the vehicle is adjusted according to the target requested angle. Determining the gain angle of the vehicle based on the difference between the first requested angle and the second requested angle, and the vehicle speed, includes: If the difference between the first requested angle and the second requested angle is positive, the gain angle is determined according to the first correspondence relationship, wherein the first correspondence relationship includes the correspondence between the vehicle speed and the gain angle when the difference is positive; If the difference between the first requested angle and the second requested angle is negative, the gain angle is determined according to the second correspondence, which includes the correspondence between the vehicle speed and the gain angle when the difference is negative.

2. The method according to claim 1, characterized in that, Determining the gain coefficient based on the first requested angle and the vehicle speed includes: The gain coefficient corresponding to the first requested angle and the vehicle speed is determined through a third correspondence; wherein, at the same vehicle speed, the larger the first requested angle, the larger the gain coefficient.

3. The method according to claim 1, characterized in that, Determining the target request angle corresponding to the vehicle based on the first request angle, the gain angle, and the gain coefficient includes: The target gain angle is determined by the product of the gain angle and the gain coefficient; The target request angle is determined based on the target gain angle and the first request angle.

4. The method according to claim 3, characterized in that, Determining the target request angle based on the target gain angle and the first request angle includes: If the difference between the first requested angle and the second requested angle is positive, then the sum of the target gain angle and the first requested angle is determined as the target requested angle; If the difference between the first requested angle and the second requested angle is negative, then the difference between the first requested angle and the target gain angle is determined as the target requested angle.

5. The method according to claim 1, characterized in that, The method further includes: If the difference between the first request angle and the second request angle is zero, then the target request angle corresponding to the second request angle is taken as the target request angle corresponding to the first request angle.

6. The method according to claim 1, characterized in that, After determining the target requested angle corresponding to the vehicle, the method further includes: Based on the target requested angle, output the target current signal; In the case of autonomous driving, the steering wheel is controlled based on the target current signal.

7. A steering control optimization device for maintaining a vehicle's driving lane, characterized in that, The device includes: The acquisition module is used to acquire the vehicle speed and the first requested angle; the first requested angle is the angle that the vehicle needs to adjust to maintain straight-line travel in the current lane. The first determining module is used to determine the gain angle of the vehicle based on the difference between the first requested angle and the second requested angle, and the vehicle speed; the second requested angle is the requested angle that occurred before the first requested angle. The second determining module is used to determine the gain coefficient based on the first requested angle and the vehicle speed; The adjustment module is used to determine the target request angle corresponding to the vehicle based on the first request angle, the gain angle and the gain coefficient, and adjust the steering of the vehicle according to the target request angle; The first determining module includes: The first determining submodule is used to determine the gain angle according to a first correspondence if the difference between the first requested angle and the second requested angle is positive. The first correspondence includes the correspondence between the vehicle speed and the gain angle when the difference is positive. The second determining submodule is used to determine the gain angle according to a second correspondence if the difference between the first requested angle and the second requested angle is negative. The second correspondence includes the correspondence between the vehicle speed and the gain angle when the difference is negative.

8. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a program or instructions that can run on the processor, and the program or instructions, when executed by the processor, implement the steps of the method as described in any one of claims 1 to 6.

9. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 6.

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