Lane keeping control method and device, terminal equipment and storage medium

Abstract

The invention discloses a lane keeping control method and device, terminal equipment and a storage medium. The method comprises the steps of obtaining a left lane line bending angle, a right lane line bending angle, a left lane line bending number, a right lane line bending number, a left lane line adjacent bending distance and a right lane line adjacent bending distance of a current vehicle traveling lane; when bending exists in the driving lane of the current vehicle, determining the number of bending which the current vehicle needs to pass within a preset time; if the number of the bends needing to pass is 1, the lane width and the first estimated lane center line of the current vehicle before passing through the first bend are obtained; before the current vehicle passes through the bend, determining a first virtual lane offset according to the lane width and the initial offset coefficient, and generating a first virtual lane center line according to the first virtual lane offset and the first estimated lane center line; and controlling the current vehicle to drive along the first virtual lane center line when reaching the starting point of the first virtual lane center line. According to the invention, the driving safety can be improved.

Description

Technical Field

[0001] The present invention relates to the field of autonomous driving technology, and in particular to a lane keeping control method, device, terminal equipment and storage medium. Background Art

[0002] At present, the intelligent driving assistance system (ADAS, Advanced Dr i ver Assistance Systems) is developing rapidly. Among them, the lane keeping assist function can control the vehicle steering system to keep the vehicle autonomously in the middle of the lane. For intelligent driving assistance systems, they can function normally when dealing with most ordinary road scenes, but their performance is not ideal when encountering scenes where the double-sided lane lines on the road bend to one side in a zigzag shape. Specifically, when a vehicle uses the existing lane keeping assist function to try to drive in the middle of a zigzag lane line, the existing method is to calculate the lane center according to the lane width of the current driving lane through the ADAS monocular camera, estimate a lane center line, and continuously adjust the steering wheel request angle according to the angle of deviation between the current driving vehicle and the lane center line, so that the vehicle drives along the lane center line; however, since the response angle curve of the steering system actuator cannot completely fit the request angle curve of the ADAS, there will be response delays and adjustment time delays, and there will be errors such as overshoot. Therefore, the existing lane keeping assist method will cause the vehicle to deviate significantly from the lane center line due to delays when controlling the vehicle to pass through the bend. When the vehicle deviates significantly from the center line of the lane, it will bring a poor driving experience to the vehicle user and reduce safety during driving. Summary of the invention

[0003] The embodiments of the present invention provide a lane keeping control method, device, terminal equipment and storage medium, which can improve the driver's usage experience and improve the safety during driving.

[0004] An embodiment of the present invention provides a lane keeping control method, including:

[0005] Get the left lane line bending angle, right lane line bending angle, left lane line bending number, right lane line bending number, distance between adjacent bends of the left lane line, and distance between adjacent bends of the right lane line of the current vehicle's driving lane;

[0006] When there is a bend in the current vehicle lane, determine the number of bends that the current vehicle needs to pass within a preset time based on the left lane line bend angle, the right lane line bend angle, the number of left lane line bends, the number of right lane line bends, the distance between adjacent bends of the left lane line, and the distance between adjacent bends of the right lane line of the current vehicle lane;

[0007] If the number of bends to be passed is 1, the lane width before the current vehicle passes the first bend and the first estimated lane centerline of the current vehicle are obtained; wherein the first estimated lane centerline includes: the first lane centerline before the current vehicle passes the first bend and the second lane centerline after the current vehicle passes the bend; the starting point of the second lane centerline is the end point of the center of the first lane;

[0008] Before the current vehicle passes through the bend, a first virtual lane offset is determined according to the lane width and the initial offset coefficient, and a first virtual lane centerline is generated according to the first virtual lane offset and the first estimated lane centerline; wherein the starting point of the first virtual lane centerline is located at the first lane centerline, and the end point of the first virtual lane centerline is located at the second lane centerline;

[0009] The current vehicle is controlled to travel along the center line of the first virtual lane when reaching the starting point of the center line of the first virtual lane.

[0010] Furthermore, it also includes:

[0011] If the number of bends to be passed is greater than 1, before the current vehicle passes the first bend, obtain the lane width before the current vehicle passes the first bend, the second estimated lane centerline before the current vehicle passes the first bend, and the third estimated lane centerline after the current vehicle passes the first bend;

[0012] Determine the second virtual lane offset according to the lane width and the initial offset coefficient before the current vehicle passes through the first bend, and generate the second virtual lane centerline according to the second virtual lane offset, the second estimated lane centerline and the third estimated lane centerline; wherein the starting point of the second virtual lane centerline is located at the second estimated lane centerline, and the end point of the second virtual lane centerline is located at the third estimated lane centerline;

[0013] Before the current vehicle passes through the remaining bends except the first bend, the lane width of the lane in which the current vehicle is traveling, the fourth estimated lane centerline before the current vehicle passes through the remaining bends except the first bend, and the fifth estimated lane centerline after the current vehicle passes through the remaining bends except the first bend are obtained; wherein, when the bend passed by the current vehicle is the second bend, the third estimated lane centerline coincides with the fourth estimated lane centerline;

[0014] The current third virtual lane offset is determined according to the lane width of the current vehicle driving lane, the initial offset coefficient and the offset adjustment coefficient corresponding to the number of bends that the current vehicle has passed, and the third virtual lane centerline is generated according to the third virtual lane offset, the fourth estimated lane centerline and the fifth estimated lane centerline; wherein the offset adjustment coefficient corresponding to the number of bends that the current vehicle has passed increases with the number of bends that the current vehicle has passed, and the offset adjustment coefficient corresponding to the number of bends that the current vehicle has passed is not greater than the offset adjustment coefficient threshold;

[0015] The current vehicle is controlled to travel along the center line of the second virtual lane when reaching the starting point of the center line of the second virtual lane, and to travel along the center line of the third virtual lane when reaching the starting point of the center line of each third virtual lane.

[0016] Further, when the left lane line bending angle and the right lane line bending angle of the current vehicle driving lane meet all preset angle conditions, it is determined that there is a bend in the current vehicle driving lane;

[0017] The preset angle condition includes:

[0018] The bending angle of the left lane line is in the same direction as the bending angle of the right lane line;

[0019] The bending angle of the left lane line is within the preset angle range;

[0020] The bending angle of the right lane line is within the preset angle range;

[0021] The absolute value of the difference between the bending angle of the left lane line and the bending angle of the right lane line is not greater than the preset angle threshold.

[0022] Further, determining the first virtual lane offset according to the lane width and the initial offset coefficient includes:

[0023] Take half of the lane width as the virtual lane offset reference value;

[0024] A first virtual lane offset is determined according to an initial offset coefficient and a virtual lane offset reference value.

[0025] Furthermore, obtaining the left lane line bending angle and the right lane line bending angle of the current vehicle driving lane includes:

[0026] Acquire a plurality of left lane line bending images and a plurality of right lane line bending images in real time at a preset time interval;

[0027] For a plurality of left lane line bending images acquired within each preset time interval, a left lane line bending angle is determined based on the left lane line bending image acquired in the first frame within the preset time interval and a plurality of consecutive frames of left lane line bending images acquired within the preset time interval except the first frame;

[0028] For a plurality of right lane line bending images acquired within each preset time interval, the right lane line bending angle is determined by using the right lane line bending image acquired in the first frame within the preset time interval and a plurality of consecutive frames of right lane line bending images acquired within the preset time interval except the first frame.

[0029] Further, generating the first virtual lane centerline according to the first virtual lane offset and the first estimated lane centerline includes:

[0030] Determine a first offset virtual lane centerline according to the first virtual lane offset;

[0031] The intersection of the first offset virtual lane centerline and the first lane centerline of the current vehicle is used as the starting point of the first virtual lane centerline;

[0032] Taking the first preset distance from the starting point of the center line of the first virtual lane as the first convergence starting point;

[0033] determining a first slope according to the first virtual lane offset;

[0034] Converging toward the center line of the second lane of the current vehicle at a first slope at a first convergence starting point until intersecting with the center line of the second lane of the current vehicle, and taking the intersection point as the end point of the center line of the first virtual lane;

[0035] The first virtual lane centerline is determined according to the first virtual lane centerline starting point and the first virtual lane centerline end point.

[0036] Further, generating a third virtual lane centerline according to the third virtual lane offset, the fourth estimated lane centerline and the fifth estimated lane centerline includes:

[0037] Determine the center line of the second offset virtual lane according to the third virtual lane offset;

[0038] The intersection of the second offset virtual lane centerline and the fourth estimated lane centerline is used as the starting point of the third virtual lane centerline;

[0039] The smooth driving time is determined according to the distance between the starting point of the center line of the third virtual lane and the next bend;

[0040] A second preset distance from the starting point of the center line of the third virtual lane is used as the second convergence starting point; wherein the second preset distance is less than the distance between the starting point of the center line of the third virtual lane and the next bend;

[0041] determining a second slope according to the third virtual lane offset and gentle travel time;

[0042] Converging toward the fifth estimated lane centerline at the second convergence starting point with a second slope until intersecting with the fifth estimated lane centerline, and taking the intersection point as the end point of the third virtual lane centerline;

[0043] The third virtual lane centerline is determined according to the third virtual lane centerline starting point and the third virtual lane centerline end point.

[0044] Based on the above method embodiment, the present invention provides a corresponding device embodiment;

[0045] An embodiment of the present invention provides a lane keeping control device, including: a lane data acquisition module, a bend quantity determination module and an offset adjustment and control module;

[0046] The lane data acquisition module is used to obtain the left lane line bending angle, the right lane line bending angle, the number of left lane line bending, the number of right lane line bending, the distance between adjacent bends of the left lane line and the distance between adjacent bends of the right lane line of the current vehicle driving lane;

[0047] The bending number judgment module is used to determine the number of bends that the current vehicle needs to pass within a preset time according to the left lane line bending angle, the right lane line bending angle, the number of bends of the left lane line, the number of bends of the right lane line, the distance between adjacent bends of the left lane line, and the distance between adjacent bends of the right lane line when there is a bend in the current vehicle lane;

[0048] The offset adjustment and control module is used to obtain the lane width before the current vehicle passes through the first bend and the first estimated lane center line of the current vehicle if the number of bends to be passed is 1; wherein the first estimated lane center line includes: the first lane center line representing the current vehicle before passing through the first bend and the second lane center line representing the current vehicle after passing through the bend; the starting point of the second lane center line is the end point of the center of the first lane; before the current vehicle passes through the bend, the first virtual lane offset is determined according to the lane width and the initial offset coefficient, and the first virtual lane center line is generated according to the first virtual lane offset and the first estimated lane center line; wherein the starting point of the first virtual lane center line is located at the first lane center line, and the end point of the first virtual lane center line is located at the second lane center line; the current vehicle is controlled to travel along the first virtual lane center line when reaching the starting point of the first virtual lane center line.

[0049] Another embodiment of the present invention provides a terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and when the processor executes the computer program, a lane keeping control method described in the above-mentioned embodiment of the invention is implemented.

[0050] Another embodiment of the present invention provides a storage medium, which includes a stored computer program, wherein when the computer program is running, the device where the storage medium is located is controlled to execute a lane keeping control method described in the above-mentioned embodiment of the invention.

[0051] The following beneficial effects are achieved by implementing the present invention:

[0052] The present invention provides a lane keeping control method, device, terminal equipment and storage medium. The method obtains the left lane line bending angle, right lane line bending angle, number of left lane line bending, number of right lane line bending, distance between adjacent left lane line bending and distance between adjacent right lane line bending of the current vehicle's lane. Then, when there is a bend in the current vehicle's lane, the number of bends that the current vehicle needs to pass within a preset time is determined based on the left lane line bending angle, right lane line bending angle, number of left lane line bending, number of right lane line bending, distance between adjacent left lane line bending and distance between adjacent right lane line bending of the current vehicle's lane. If the current vehicle needs to pass a bend within a preset time, the lane width of the current vehicle before passing the first bend and the first estimated lane centerline of the current vehicle are obtained; before the current vehicle passes the bend, the first virtual lane offset is determined according to the lane width and the initial offset coefficient, and the first virtual lane centerline is generated according to the first virtual lane offset and the first estimated lane centerline; wherein the starting point of the first virtual lane centerline is located at the first lane centerline, and the end point of the first virtual lane centerline is located at the second lane centerline; and the current vehicle is controlled to travel along the first virtual lane centerline when reaching the starting point of the first virtual lane centerline. Through the judgment of the bending communication, the offset adjustment is made based on the lane width and the estimated lane center line, and a first virtual lane center line with a starting point before the bend is generated. Then, when the vehicle reaches the starting point of the first virtual lane center line, the vehicle is controlled to travel along the first virtual lane center line, so that the vehicle can start to turn when it reaches the starting point of the first virtual lane center line, that is, compared with the existing turning when reaching the bend, the turning can be made earlier, so that the actual driving trajectory generated by the vehicle traveling along the first virtual lane center line can produce a smaller deviation than the driving trajectory generated by the vehicle traveling along the estimated lane center line, thereby improving the driver's user experience and improving the safety during driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 It is a flow chart of a lane keeping control method provided by one embodiment of the present invention.

[0054] Figure 2 It is a schematic diagram of a single curved lane provided by an embodiment of the present invention.

[0055] Figure 3 It is a schematic diagram of a short-time continuous bending provided by an embodiment of the present invention.

[0056] Figure 4 It is a structural schematic diagram of a lane keeping control device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0057] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0058] like Figure 1 As shown, a lane keeping control method provided by an embodiment of the present invention includes:

[0059] Step S1: Obtain the left lane line bending angle, the right lane line bending angle, the number of left lane line bending, the number of right lane line bending, the distance between adjacent bends of the left lane line, and the distance between adjacent bends of the right lane line of the current vehicle driving lane;

[0060] Step S2: when there is a bend in the current vehicle lane, determine the number of bends that the current vehicle needs to pass within a preset time according to the left lane line bend angle, the right lane line bend angle, the number of left lane line bends, the number of right lane line bends, the distance between adjacent bends of the left lane line, and the distance between adjacent bends of the right lane line of the current vehicle lane;

[0061] Step S3: If the number of bends to be passed is 1, obtain the lane width before the current vehicle passes the first bend and the first estimated lane centerline of the current vehicle; wherein the first estimated lane centerline includes: the first lane centerline representing the current vehicle before passing the first bend and the second lane centerline representing the current vehicle after passing the bend; the starting point of the second lane centerline is the end point of the center of the first lane;

[0062] Step S4: before the current vehicle passes through the bend, determine the first virtual lane offset according to the lane width and the initial offset coefficient, and generate the first virtual lane centerline according to the first virtual lane offset and the first estimated lane centerline; wherein the starting point of the first virtual lane centerline is located at the first lane centerline, and the end point of the first virtual lane centerline is located at the second lane centerline;

[0063] Step S5: Control the current vehicle to travel along the center line of the first virtual lane when reaching the starting point of the center line of the first virtual lane.

[0064] like Figure 2 As shown in FIG. 1 , it is a schematic diagram of a single curved lane provided by an embodiment of the present invention, wherein the middle line corresponds to the current vehicle driving lane. Figure 3 FIG. 1 is a schematic diagram of a short-time continuous bending provided by an embodiment of the present invention.

[0065] For step S1, first obtain the bending angle of the left lane line, the bending angle of the right lane line, the number of bends in the left lane line, the number of bends in the right lane line, the distance between adjacent bends in the left lane line, and the distance between adjacent bends in the right lane line. Combined with Figure 2 and Figure 3 In terms of Figure 2 In , the number of bends of the left lane and the right lane is 1, the bend angle of the left lane is a1, the bend angle of the right lane is a2, and there are no adjacent bends on the left lane and the right lane. Therefore, the distance between adjacent bends of the left lane and the distance between adjacent bends of the right lane are both 0. Figure 3 In the figure, the number of bends of the left lane and the right lane are both 2, the first bend angle of the left lane is a1, the second bend angle of the left lane is b1, the first bend angle of the right lane is a2, the second bend angle of the right lane is b2, the distance between adjacent bends of the left lane is the distance between the first and second bends of the left lane, and the distance between adjacent bends of the right lane is the distance between the first and second bends of the right lane.

[0066] In a preferred embodiment, obtaining the left lane line bending angle and the right lane line bending angle of the current vehicle's driving lane includes: obtaining a plurality of left lane line bending images and a plurality of right lane line bending images in real time at preset time intervals; for the plurality of left lane line bending images obtained within each preset time interval, determining the left lane line bending angle by using the left lane line bending image obtained in the first frame within the preset time interval and a plurality of consecutive frames of left lane line bending images obtained in addition to the first frame within the preset time interval; for the plurality of right lane line bending images obtained in each preset time interval, determining the right lane line bending angle by using the right lane line bending image obtained in the first frame within the preset time interval and a plurality of consecutive frames of right lane line bending images obtained in addition to the first frame within the preset time interval.

[0067] Specifically, obtaining the left lane line bending angle and the right lane line bending angle of the current vehicle's lane is mainly based on the ADAS monocular camera collecting multiple frames of lane line bending images within a set time. Among them, in order to prevent interference from misidentified information, during the left and right lane line bending image collection process, at least four frames of images are required for the left lane bending line image or the right lane line bending image. Exemplarily, for the left lane line, the ADAS monocular camera collects the left lane line bending image in real time at a frequency of multiple frames per second, for example, the left lane line bending image is collected at a frequency of 20 frames per second; select the left lane line bending image collected in the 20 frames of 1 second, except for the left lane line bending image collected in the first frame, that is, the left lane line bending image collected in the 20 frames of 1 second, and select the left lane line bending image collected in the 10th to 12th frames; after comparing the angles of the left lane line bending images collected in the selected 10th to 12th frames with the left lane line bending image collected in the first frame, the bending angle of the left lane line is obtained. The bending angle of the right lane line can be obtained in the same way, which will not be repeated here.

[0068] For step S2, in a preferred embodiment, when the bending angle of the left lane line and the bending angle of the right lane line of the current vehicle lane meet all preset angle conditions, it is determined that there is a bend in the current vehicle lane; the preset angle conditions include: the bending angle of the left lane line and the bending angle of the right lane line are in the same direction; the bending angle of the left lane line is within a preset angle range; the bending angle of the right lane line is within a preset angle range; the absolute value of the difference between the bending angle of the left lane line and the bending angle of the right lane line is not greater than a preset angle threshold.

[0069] Specifically, the judgment of whether there is a bend in the lane that the current vehicle is entering is mainly to judge whether the angle in front of the current vehicle's lane meets the expected change. In order to more accurately judge the lane bend, the judgment of the angle in front of the current vehicle's lane is converted into a judgment of the change in the angle in front of the lanes on both sides of the current vehicle's lane, that is, based on the bending angle of the left lane line and the bending angle of the right lane line. When the bending angle of the left lane line is within the preset angle range, the bending angle of the right lane line is within the preset angle range, the bending angle of the left lane line and the bending angle of the right lane line are in the same direction, and the absolute value of the difference between the bending angle of the left lane line and the bending angle of the right lane line is not greater than the preset angle threshold, that is, Figure 2As shown in "20°≤a1≤60°" & "20°≤a2≤60°" & "a1 and a2 are in the same direction" & "|a1-a2|≤20° (i.e., the above-mentioned preset angle threshold)"; wherein, the present invention can filter out scenes with too large or too small bending degrees through the restrictions of 20° and 60°, and scenes with too small bending angles can pass smoothly without too much processing; the situation where the bending angle is too large is not common on normal roads, so in this embodiment, only scenes within the preset angle range of [20°, 60°] are considered. In addition, the same direction of a1 and a2 can filter out the scene of widening lanes when the bending angles of the lane lines on both sides are in different directions. |a1-a2|≤20° can constrain the difference in the bending angles of the lane lines on both sides to avoid erroneous effects on the scene of rapidly narrowing lanes. Similarly, when the number of bends that the vehicle needs to pass is greater than 1, the above-mentioned angle judgment logic is applicable to the judgment of each bend that needs to be passed, and they will not be repeated here one by one.

[0070] When there is a bend in the current vehicle lane, the number of bends that the current vehicle needs to pass within the preset time is determined based on the left lane line bend angle, the right lane line bend angle, the number of left lane line bends, the number of right lane line bends, the distance between adjacent bends of the left lane line, and the distance between adjacent bends of the right lane line. In this embodiment, the preset time is 1s.

[0071] For step S3, if the number of bends that the current vehicle needs to pass within the preset time is 1, Figure 2 As shown, the lane width before the current vehicle passes through the first bend and the first estimated lane centerline of the current vehicle are obtained, wherein the first estimated lane centerline includes: the first lane centerline before the current vehicle passes through the first bend and the second lane centerline after the current vehicle passes through the bend; the starting point of the second lane centerline is the end point of the center of the first lane (i.e. Figure 2 estimated lane centerline in ).

[0072] In step S4, before the current vehicle passes through the bend, the ADAS monocular camera determines the first virtual lane offset according to the lane width and the initial offset coefficient, and generates the first virtual lane centerline (i.e. Figure 2 wherein the offset direction of the first virtual lane centerline is the same as the bending direction, the starting point of the first virtual lane centerline is located at the first lane centerline, and the end point of the first virtual lane centerline is located at the second lane centerline.

[0073] In a preferred embodiment, determining the first virtual lane offset according to the lane width and the initial offset coefficient includes: taking half of the lane width as a virtual lane offset reference value; and determining the first virtual lane offset according to the initial offset coefficient and the virtual lane offset reference value.

[0074] Specifically, the initial offset coefficient in the present invention is set to 10%, that is, the calculation formula for the virtual lane offset is (lane width / 2)*10%.

[0075] In a preferred embodiment, the method of generating the first virtual lane centerline according to the first virtual lane offset and the first estimated lane centerline includes: determining the first offset virtual lane centerline according to the first virtual lane offset; taking the intersection of the first offset virtual lane centerline and the first lane centerline of the current vehicle as the starting point of the first virtual lane centerline; taking the first preset distance from the starting point of the first virtual lane centerline as the first convergence starting point; determining the first slope according to the first virtual lane offset; converging to the second lane centerline of the current vehicle at the first convergence starting point with the first slope until it intersects with the second lane centerline of the current vehicle, and taking the intersection point as the end point of the first virtual lane centerline; determining the first virtual lane centerline according to the starting point of the first virtual lane centerline and the end point of the first virtual lane centerline.

[0076] Specifically, a first offset virtual lane centerline is determined according to the first virtual lane offset and the first estimated lane centerline, and the intersection of the first offset virtual lane centerline and the first lane centerline of the first estimated lane centerline of the current vehicle is used as the starting point of the first virtual lane centerline; because the first virtual lane centerline intersects with the first lane centerline before entering the bend, therefore, in step S5, controlling the current vehicle to travel along the first virtual lane centerline when reaching the starting point of the first virtual lane centerline can enable the vehicle to turn earlier before reaching the bend, thereby reducing the offset of the actual driving trajectory of the current vehicle after entering the bend (such as Figure 2 (as shown in the optimized driving trajectory in the figure). For determining the end point of the center line of the first virtual lane, first, the first preset distance from the starting point of the center line of the first virtual lane is used as the first convergence starting point; in the present invention, the first preset distance is the driving distance generated by the current vehicle after driving 500ms from the starting point of the center line of the first virtual lane. That is, after the vehicle enters the starting point of the center line of the first virtual lane, the vehicle is allowed to drive smoothly for 500ms, and then the center line of the first offset virtual lane converges to the center line of the second lane of the first estimated lane. During convergence, the first slope is determined based on the driving time corresponding to the first virtual lane offset and the first preset distance. At the first convergence starting point, the vehicle converges to the center line of the second lane of the current vehicle with the first slope until it intersects with the center line of the second lane of the current vehicle, and the intersection is used as the end point of the center line of the first virtual lane. At this point, the center line of the first virtual lane can be determined based on the starting point of the center line of the first virtual lane and the end point of the center line of the first virtual lane.

[0077] For step S5, the current vehicle is controlled to travel along the center line of the first virtual lane when reaching the starting point of the center line of the first virtual lane.

[0078] In a preferred embodiment, it also includes: if the number of bends to be passed is greater than 1, before the current vehicle passes the first bend, the lane width before the current vehicle passes the first bend, the second estimated lane centerline before the current vehicle passes the first bend, and the third estimated lane centerline after the current vehicle passes the first bend are obtained; the second virtual lane offset is determined according to the lane width before the current vehicle passes the first bend and the initial offset coefficient, and the second virtual lane centerline is generated according to the second virtual lane offset, the second estimated lane centerline and the third estimated lane centerline; wherein the starting point of the second virtual lane centerline is located at the second estimated lane centerline, and the end point of the second virtual lane centerline is located at the third estimated lane centerline; before the current vehicle passes the remaining bends except the first bend, the lane width of the current vehicle's driving lane, the fourth estimated lane centerline before the current vehicle passes the remaining bends except the first bend are obtained. line and the fifth estimated lane center line after the current vehicle passes through the remaining bends except the first bend; wherein, when the current vehicle passes through the second bend, the third estimated lane center line coincides with the fourth estimated lane center line; the current third virtual lane offset is determined according to the lane width of the current vehicle's driving lane, the initial offset coefficient and the offset adjustment coefficient corresponding to the number of bends the current vehicle has passed, and the third virtual lane center line is generated according to the third virtual lane offset, the fourth estimated lane center line and the fifth estimated lane center line; wherein, the offset adjustment coefficient corresponding to the number of bends the current vehicle has passed increases with the number of bends the current vehicle has passed, and the offset adjustment coefficient corresponding to the number of bends the current vehicle has passed is not greater than the offset adjustment coefficient threshold; the current vehicle is controlled to travel along the second virtual lane center line when it reaches the starting point of the second virtual lane center line, and to travel along the third virtual lane center line when it reaches the starting point of each third virtual lane center line.

[0079] Specifically, Figure 3 As shown, if the number of bends that the current vehicle needs to pass within 1 second is greater than 1, that is, the current vehicle has multiple bends in a short period of time. Since there is not enough time to adjust to multiple bends in a short period of time, the vehicle often enters the next bend before it is completely centered. Therefore, the degree of deviation from the estimated lane centerline will increase, which will bring a more serious deviation driving experience to the driver when passing the second bend and subsequent bends, and will cause the driver to panic about the guardrail or other vehicles installed on one side of the lane, which may easily lead to driver operation and reduce driving safety. For this short-term multiple bend scenario, before the current vehicle passes the first bend, the lane width of the lane where the current vehicle is located before passing the first bend, the second estimated lane centerline before the current vehicle passes the first bend, and the third estimated lane centerline after the current vehicle passes the first bend are obtained. Among them, the second estimated lane centerline here is Figure 3The estimated lane centerline from the vehicle position to the first bend, the starting point of the third estimated lane centerline is the first bend, and the end point of the third estimated lane centerline is the next bend, that is, the second bend. Before the current vehicle passes through the first bend, the second virtual lane offset is determined according to the lane width before the current vehicle passes through the first bend and the initial offset coefficient, that is, (lane width / 2)*10%; based on the third estimated lane centerline, after translating the second virtual lane offset in the same direction as the bend direction, an offset virtual lane centerline is obtained, which is then extended to intersect with the second estimated lane centerline, and the intersection is the starting point of the second virtual lane centerline; the end point of the first virtual lane centerline is determined in the same way, the point where the vehicle is located after driving at the starting point of the second virtual lane centerline for 500ms is taken as the convergence point, and then at this convergence point, the second virtual lane offset is divided by the slope of 500ms to converge to the third estimated lane centerline, thereby generating the second virtual lane centerline.

[0080] Before the current vehicle passes through the remaining bends except the first bend, for example, before passing through the second bend, the lane width, the third estimated lane centerline and the fourth estimated lane centerline of the lane of the current vehicle are obtained; if the third bend is passed, the lane width, the fourth estimated lane centerline and the fifth estimated lane centerline of the lane of the current vehicle are obtained, and so on. The current third virtual lane offset is determined according to the lane width of the current vehicle's lane, the initial offset coefficient and the offset adjustment coefficient corresponding to the number of bends that the current vehicle has passed. Before passing through the second bend, the offset adjustment coefficient corresponding to the number of bends that the current vehicle has passed is 1*5%, that is, the third virtual lane offset is (lane width / 2)*(10%+1*5%). The offset adjustment coefficient corresponding to the number of bends that the current vehicle has passed increases proportionally with the number of bends, and increases by 5% each time, that is, when the vehicle passes through the second bend and comes before the third bend, the corresponding third virtual lane offset is (lane width / 2)*(10%+2*5%). The offset adjustment amount is increased by the offset adjustment coefficient, thereby reducing the degree of deviation of more turns. In addition, in order to prevent short-term continuous turns from causing the centerline of the third virtual lane to deviate too much and thus be over-adjusted, the offset adjustment coefficient corresponding to the number of turns the current vehicle has passed is not greater than the offset adjustment coefficient threshold, that is, the maximum offset of the third virtual lane is (lane width / 2)*(10%+2*5%).

[0081] In a preferred embodiment, the method of generating the third virtual lane centerline according to the third virtual lane offset, the fourth estimated lane centerline and the fifth estimated lane centerline includes: determining the second offset virtual lane centerline according to the third virtual lane offset; taking the intersection of the second offset virtual lane centerline and the fourth estimated lane centerline as the starting point of the third virtual lane centerline; determining the gentle travel time according to the distance between the starting point of the third virtual lane centerline and the next bend; taking the second preset distance from the starting point of the third virtual lane centerline as the second convergence starting point; wherein the second preset distance is less than the distance between the starting point of the third virtual lane centerline and the next bend; determining the second slope according to the third virtual lane offset and the gentle travel time; converging to the fifth estimated lane centerline with the second slope at the second convergence starting point until it intersects with the fifth estimated lane centerline, and taking the intersection as the end point of the third virtual lane centerline; determining the third virtual lane centerline according to the starting point of the third virtual lane centerline and the end point of the third virtual lane centerline.

[0082] Specifically, when passing through each of the remaining bends except the first bend, the second offset virtual lane centerline is determined according to the third virtual lane offset, and the intersection of the second offset virtual lane centerline and the fourth estimated lane centerline is used as the starting point of the third virtual lane centerline; after determining the starting point of the third virtual lane centerline, the distance x from the starting point to the next bend is calculated. Similarly, in order to reserve the time for the vehicle to travel smoothly on the third virtual lane centerline, when the vehicle reaches the starting point of the third virtual lane centerline, the distance x / 2 (i.e., the second preset distance) is used as the second convergence point; and the smooth travel time t=(x / 2) / v is determined. In the present invention, the vehicle travel speed v is set unchanged. The second slope k=third virtual lane offset / t is determined according to the third virtual lane offset and the smooth travel time; at the second convergence starting point, the vehicle converges to the fifth estimated lane centerline with the second slope until it intersects with the fifth estimated lane centerline, and the intersection is used as the end point of the third virtual lane centerline, and then the third virtual lane centerline is determined according to the starting point of the third virtual lane centerline and the end point of the third virtual lane centerline.

[0083] When the number of turns to be passed within the preset time is greater than 1, that is, a short-term multiple-turn scenario, the current vehicle is controlled to travel along the center line of the second virtual lane when it reaches the starting point of the center line of the second virtual lane, and to travel along the center line of the third virtual lane when it reaches the starting point of the center line of each third virtual lane.

[0084] Based on the above method embodiment, the present invention provides a corresponding device embodiment.

[0085] like Figure 4 As shown, an embodiment of the present invention provides a lane keeping control device, including: a lane data acquisition module, a bend quantity determination module and an offset adjustment and control module;

[0086] The lane data acquisition module is used to obtain the left lane line bending angle, the right lane line bending angle, the number of left lane line bending, the number of right lane line bending, the distance between adjacent bends of the left lane line and the distance between adjacent bends of the right lane line of the current vehicle driving lane;

[0087] The bending number judgment module is used to determine the number of bends that the current vehicle needs to pass within a preset time according to the left lane line bending angle, the right lane line bending angle, the number of bends of the left lane line, the number of bends of the right lane line, the distance between adjacent bends of the left lane line, and the distance between adjacent bends of the right lane line when there is a bend in the current vehicle lane;

[0088] The offset adjustment and control module is used to obtain the lane width before the current vehicle passes through the first bend and the first estimated lane center line of the current vehicle if the number of bends to be passed is 1; wherein the first estimated lane center line includes: the first lane center line representing the current vehicle before passing through the first bend and the second lane center line representing the current vehicle after passing through the bend; the starting point of the second lane center line is the end point of the center of the first lane; before the current vehicle passes through the bend, the first virtual lane offset is determined according to the lane width and the initial offset coefficient, and the first virtual lane center line is generated according to the first virtual lane offset and the first estimated lane center line; wherein the starting point of the first virtual lane center line is located at the first lane center line, and the end point of the first virtual lane center line is located at the second lane center line; the current vehicle is controlled to travel along the first virtual lane center line when reaching the starting point of the first virtual lane center line.

[0089] It should be noted that the device embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. In addition, in the accompanying drawings of the device embodiments provided by the present invention, the connection relationship between the modules indicates that there is a communication connection between them, which may be specifically implemented as one or more communication buses or signal lines. A person of ordinary skill in the art may understand and implement it without paying any creative effort.

[0090] Those skilled in the art can clearly understand that for the sake of convenience and brevity, the specific working process of the device described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0091] Based on the above method item embodiments, the present invention provides corresponding terminal device item embodiments.

[0092] An embodiment of the present invention provides a terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, a lane keeping control method described in any one of the present invention is implemented.

[0093] The terminal device may be a computing device such as a desktop computer, a notebook, a PDA, a cloud server, etc. The terminal device may include, but is not limited to, a processor and a memory.

[0094] The processor may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. The processor is the control center of the terminal device, and uses various interfaces and lines to connect various parts of the entire terminal device.

[0095] The memory can be used to store the computer program, and the processor realizes various functions of the terminal device by running or executing the computer program stored in the memory and calling the data stored in the memory. The memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, at least one application required for a function, etc.; the data storage area can store data created according to the use of the mobile phone, etc. In addition, the memory can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (Smart Med i aCard, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0096] Based on the above method item embodiments, the present invention provides a corresponding storage medium item embodiment.

[0097] An embodiment of the present invention provides a storage medium, wherein the storage medium includes a stored computer program, wherein when the computer program is running, the device where the storage medium is located is controlled to execute a lane keeping control method described in any one of the present inventions.

[0098] The storage medium is a computer-readable storage medium, and the computer program is stored in the computer-readable storage medium. When the computer program is executed by the processor, the steps of each of the above-mentioned method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium.

[0099] The above is a preferred embodiment of the present invention. It should be pointed out that a person skilled in the art can make several improvements and modifications without departing from the principle of the present invention. These improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A lane keeping control method, characterized in that: include: Get the left lane line bending angle, right lane line bending angle, left lane line bending number, right lane line bending number, distance between adjacent bends of the left lane line, and distance between adjacent bends of the right lane line of the current vehicle's driving lane; When there is a bend in the current vehicle lane, determine the number of bends that the current vehicle needs to pass within a preset time based on the left lane line bend angle, the right lane line bend angle, the number of left lane line bends, the number of right lane line bends, the distance between adjacent bends of the left lane line, and the distance between adjacent bends of the right lane line of the current vehicle lane; If the number of bends to be passed is 1, the lane width before the current vehicle passes the first bend and the first estimated lane centerline of the current vehicle are obtained; wherein the first estimated lane centerline includes: the first lane centerline before the current vehicle passes the first bend and the second lane centerline after the current vehicle passes the bend; the starting point of the second lane centerline is the end point of the center of the first lane; Before the current vehicle passes through the bend, a first virtual lane offset is determined according to the lane width and the initial offset coefficient, and a first virtual lane centerline is generated according to the first virtual lane offset and the first estimated lane centerline; wherein the starting point of the first virtual lane centerline is located at the first lane centerline, and the end point of the first virtual lane centerline is located at the second lane centerline; The current vehicle is controlled to travel along the center line of the first virtual lane when reaching the starting point of the center line of the first virtual lane.

2. A lane keeping control method as claimed in claim 1, characterized in that: Also includes: If the number of bends to be passed is greater than 1, before the current vehicle passes the first bend, obtain the lane width before the current vehicle passes the first bend, the second estimated lane centerline before the current vehicle passes the first bend, and the third estimated lane centerline after the current vehicle passes the first bend; Determine the second virtual lane offset according to the lane width and the initial offset coefficient before the current vehicle passes through the first bend, and generate the second virtual lane centerline according to the second virtual lane offset, the second estimated lane centerline and the third estimated lane centerline; wherein the starting point of the second virtual lane centerline is located at the second estimated lane centerline, and the end point of the second virtual lane centerline is located at the third estimated lane centerline; Before the current vehicle passes through the remaining bends except the first bend, the lane width of the lane in which the current vehicle is traveling, the fourth estimated lane centerline before the current vehicle passes through the remaining bends except the first bend, and the fifth estimated lane centerline after the current vehicle passes through the remaining bends except the first bend are obtained; wherein, when the bend passed by the current vehicle is the second bend, the third estimated lane centerline coincides with the fourth estimated lane centerline; The current third virtual lane offset is determined according to the lane width of the current vehicle driving lane, the initial offset coefficient and the offset adjustment coefficient corresponding to the number of bends that the current vehicle has passed, and the third virtual lane centerline is generated according to the third virtual lane offset, the fourth estimated lane centerline and the fifth estimated lane centerline; wherein the offset adjustment coefficient corresponding to the number of bends that the current vehicle has passed increases with the number of bends that the current vehicle has passed, and the offset adjustment coefficient corresponding to the number of bends that the current vehicle has passed is not greater than the offset adjustment coefficient threshold; The current vehicle is controlled to travel along the center line of the second virtual lane when reaching the starting point of the center line of the second virtual lane, and to travel along the center line of the third virtual lane when reaching the starting point of the center line of each third virtual lane.

3. A lane keeping control method as claimed in claim 1, characterized in that: When the left lane line bending angle and the right lane line bending angle of the current vehicle driving lane meet all preset angle conditions, it is determined that there is a bend in the current vehicle driving lane; The preset angle condition includes: The bending angle of the left lane line is in the same direction as the bending angle of the right lane line; The bending angle of the left lane line is within the preset angle range; The bending angle of the right lane line is within the preset angle range; The absolute value of the difference between the bending angle of the left lane line and the bending angle of the right lane line is not greater than the preset angle threshold.

4. A lane keeping control method as claimed in claim 1, characterized in that: The determining of the first virtual lane offset according to the lane width and the initial offset coefficient includes: Take half of the lane width as the virtual lane offset reference value; A first virtual lane offset is determined according to an initial offset coefficient and a virtual lane offset reference value.

5. The lane keeping control method according to claim 1, characterized in that: Get the left lane line bending angle and the right lane line bending angle of the current vehicle's driving lane, including: Acquire a plurality of left lane line bending images and a plurality of right lane line bending images in real time at a preset time interval; For a plurality of left lane line bending images acquired within each preset time interval, a left lane line bending angle is determined based on the left lane line bending image acquired in the first frame within the preset time interval and a plurality of consecutive frames of left lane line bending images acquired within the preset time interval except the first frame; For a plurality of right lane line bending images acquired within each preset time interval, the right lane line bending angle is determined by using the right lane line bending image acquired in the first frame within the preset time interval and a plurality of consecutive frames of right lane line bending images acquired within the preset time interval except the first frame.

6. A lane keeping control method as claimed in claim 1, characterized in that: The step of generating the first virtual lane centerline according to the first virtual lane offset and the first estimated lane centerline includes: Determine a first offset virtual lane centerline according to the first virtual lane offset; The intersection of the first offset virtual lane centerline and the first lane centerline of the current vehicle is used as the starting point of the first virtual lane centerline; Taking the first preset distance from the starting point of the center line of the first virtual lane as the first convergence starting point; determining a first slope according to the first virtual lane offset; Converging toward the center line of the second lane of the current vehicle at a first slope at a first convergence starting point until intersecting with the center line of the second lane of the current vehicle, and taking the intersection point as the end point of the center line of the first virtual lane; The first virtual lane centerline is determined according to the first virtual lane centerline starting point and the first virtual lane centerline end point.

7. A lane keeping control method as claimed in claim 2, characterized in that: The generating of the third virtual lane centerline according to the third virtual lane offset, the fourth estimated lane centerline and the fifth estimated lane centerline comprises: Determine the center line of the second offset virtual lane according to the third virtual lane offset; The intersection of the second offset virtual lane centerline and the fourth estimated lane centerline is used as the starting point of the third virtual lane centerline; The smooth driving time is determined according to the distance between the starting point of the center line of the third virtual lane and the next bend; A second preset distance from the starting point of the center line of the third virtual lane is used as the second convergence starting point; wherein the second preset distance is less than the distance between the starting point of the center line of the third virtual lane and the next bend; determining a second slope according to the third virtual lane offset and gentle travel time; Converging toward the fifth estimated lane centerline at the second convergence starting point with a second slope until intersecting with the fifth estimated lane centerline, and taking the intersection point as the end point of the third virtual lane centerline; The third virtual lane centerline is determined according to the third virtual lane centerline starting point and the third virtual lane centerline end point.

8. A lane keeping control device, characterized in that: include: Lane data acquisition module, bend quantity determination module and offset adjustment and control module; The lane data acquisition module is used to obtain the left lane line bending angle, the right lane line bending angle, the number of left lane line bending, the number of right lane line bending, the distance between adjacent bends of the left lane line and the distance between adjacent bends of the right lane line of the current vehicle driving lane; The bending number judgment module is used to determine the number of bends that the current vehicle needs to pass within a preset time according to the left lane line bending angle, the right lane line bending angle, the number of bends of the left lane line, the number of bends of the right lane line, the distance between adjacent bends of the left lane line, and the distance between adjacent bends of the right lane line when there is a bend in the current vehicle lane; The offset adjustment and control module is used to obtain the lane width before the current vehicle passes through the first bend and the first estimated lane center line of the current vehicle if the number of bends to be passed is 1; wherein the first estimated lane center line includes: the first lane center line representing the current vehicle before passing through the first bend and the second lane center line representing the current vehicle after passing through the bend; the starting point of the second lane center line is the end point of the center of the first lane; before the current vehicle passes through the bend, the first virtual lane offset is determined according to the lane width and the initial offset coefficient, and the first virtual lane center line is generated according to the first virtual lane offset and the first estimated lane center line; wherein the starting point of the first virtual lane center line is located at the first lane center line, and the end point of the first virtual lane center line is located at the second lane center line; the current vehicle is controlled to travel along the first virtual lane center line when reaching the starting point of the first virtual lane center line.

9. A terminal device, characterized in that: The method comprises a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, a lane keeping control method as claimed in any one of claims 1 to 7 is implemented.

10. A storage medium, characterized in that: The storage medium includes a stored computer program, wherein when the computer program is running, the device where the storage medium is located is controlled to execute a lane keeping control method as described in any one of claims 1 to 7.

Images