A lane keeping control method, device, terminal equipment and storage medium

Abstract

The application discloses a lane keeping control method and device, a terminal device and a storage medium. The method comprises the following steps: acquiring the left lane line bending angle, the right lane line bending angle, the left lane line bending quantity, the right lane line bending quantity, the distance between adjacent left lane line bends and the distance between adjacent right lane line bends of the current vehicle lane; when there is a bend in the current vehicle lane, determining the number of bends that the current vehicle needs to pass through within a preset time; if the number of bends that need to be passed through is 1, acquiring the lane width before the current vehicle passes through the first bend and the first estimated lane center line; before the current vehicle passes through the bend, determining the first virtual lane offset according to the lane width and the initial offset coefficient, and generating the first virtual lane center line according to the first virtual lane offset and the first estimated lane center line; controlling the current vehicle to travel along the first virtual lane center line when the current vehicle reaches the starting point of the first virtual lane center line. The driving safety can be improved by implementing the application.

Description

TECHNICAL FIELD

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

[0002] At present, the intelligent driving assistance system (ADAS, Advanced Driver Assistance Systems) is developing rapidly, and the lane keeping assistance function can control the vehicle steering system to enable the vehicle to autonomously keep driving in the middle of the lane. For the intelligent driving assistance system, when processing most common road scenes, it can normally function, but when encountering the scene of the double lane lines on the road bending to one side in the shape of a broken line, its performance is not ideal. Specifically, when the vehicle uses the existing lane keeping assistance function to attempt to drive in the middle of the lane in the face of a broken line lane, the existing method is to calculate the lane center according to the lane width of the current lane of travel by the ADAS monocular camera, estimate a lane center line, and constantly adjust the request angle of the steering wheel according to the angle of deviation of the current vehicle from the lane center line, so that the vehicle drives along the lane center line; but since the response angle curve of the steering system executor cannot completely fit the request angle curve of the ADAS, there will be a response delay and a delay in the adjustment time, and there will be an overshoot error, therefore, the existing lane keeping assistance method will cause the vehicle to deviate greatly from the lane center line when controlling the vehicle to pass through the bend due to the delay. When deviating greatly from the lane center line, it will bring poor driving experience to the user of the vehicle and reduce the safety during driving. SUMMARY

[0003] The present application provides a lane keeping control method, device, terminal device and storage medium, which can improve the user's experience and improve the safety during driving.

[0004] The present application provides a lane keeping control method, comprising:

[0005] obtaining the left lane line bending angle, the right lane line bending angle, the left lane line bending number, the right lane line bending number, the distance between adjacent left lane line bends and the distance between adjacent right lane line bends of the current lane of vehicle travel;

[0006] when there is a bend in the current lane of vehicle travel, determining the number of bends that the current vehicle needs to pass through within a preset time according to the left lane line bending angle, the right lane line bending angle, the left lane line bending number, the right lane line bending number, the distance between adjacent left lane line bends and the distance between adjacent right lane line bends of the current lane of vehicle travel;

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

[0008] Before the current vehicle passes through the bend, a first virtual lane offset is determined according to the lane width and an 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 on the first lane centerline, and the end point of the first virtual lane centerline is located on the second lane centerline;

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

[0010] Further, the method further comprises:

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

[0012] A 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, and a 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 on the second estimated lane centerline, and the end point of the second virtual lane centerline is located on the third estimated lane centerline;

[0013] Before the current vehicle passes through the bends other than the first bend, a lane width of a lane in which the current vehicle travels, a fourth estimated lane centerline of the current vehicle before passing through the bends other than the first bend and a fifth estimated lane centerline of the current vehicle after passing through the bends other than the first bend are obtained; wherein when the number of the bends to be passed through is the second bend, the third estimated lane centerline coincides with the fourth estimated lane centerline;

[0014] A third virtual lane offset is determined according to the lane width of the lane in which the current vehicle travels, the initial offset coefficient and an offset adjustment coefficient corresponding to the number of the bends that have been passed through by the current vehicle, and a 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 the bends that have been passed through by the current vehicle increases with the number of the bends that have been passed through, and the offset adjustment coefficient corresponding to the number of the bends that have been passed through by the current vehicle is not greater than an offset adjustment coefficient threshold;

[0015] control the current vehicle to travel along the second virtual lane centerline when reaching the second virtual lane centerline start point, and travel along the third virtual lane centerline when reaching each third virtual lane centerline start point.

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

[0017] The preset angle conditions include:

[0018] The left lane line bending angle and the right lane line bending angle are in the same direction.

[0019] The left lane line bending angle is in a preset angle range.

[0020] The right lane line bending angle is in a preset angle range.

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

[0022] Further, the first virtual lane offset is determined according to the lane width and the initial offset coefficient, including:

[0023] Half of the lane width is taken as a virtual lane offset reference value.

[0024] The first virtual lane offset is determined according to the initial offset coefficient and the virtual lane offset reference value.

[0025] Further, the left lane line bending angle and the right lane line bending angle of the current vehicle travel lane are obtained, including:

[0026] A plurality of left lane line bending images and a plurality of right lane line bending images are obtained in real time at preset time intervals.

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

[0028] For each plurality of right lane line bending images obtained in each preset time interval, the right lane line bending angle is determined based on a first frame of right lane line bending image obtained in the preset time interval and a plurality of continuous frames of right lane line bending image obtained in the preset time interval except the first frame.

[0029] Further, the first virtual lane centerline is generated according to the first virtual lane offset and the first estimated lane centerline, including:

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

[0031] take the intersection of the first offset virtual lane centerline and the first lane centerline of the current vehicle as a starting point of the first virtual lane centerline;

[0032] take a first preset distance from the starting point of the first virtual lane centerline as a first convergence starting point;

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

[0034] converge to the second lane centerline of the current vehicle at the first convergence starting point with the first slope until intersection with the second lane centerline of the current vehicle, and take the intersection point as an end point of the first virtual lane centerline;

[0035] determine 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.

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

[0037] determine a second offset virtual lane centerline according to the third virtual lane offset;

[0038] take the intersection of the second offset virtual lane centerline and the fourth estimated lane centerline as a starting point of the third virtual lane centerline;

[0039] determine a gentle driving time according to the distance from the starting point of the third virtual lane centerline to the next bend;

[0040] take a second preset distance from the starting point of the third virtual lane centerline as a second convergence starting point; wherein the second preset distance is less than the distance from the starting point of the third virtual lane centerline to the next bend;

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

[0042] converge to the fifth estimated lane centerline at the second convergence starting point with the second slope until intersection with the fifth estimated lane centerline, and take the intersection point as an end point of the third virtual lane centerline;

[0043] determine 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.

[0044] On the basis of the above-mentioned method embodiment, the application correspondingly provides a device embodiment;

[0045] An embodiment of the application correspondingly provides a lane keeping control device, comprising: a lane data acquisition module, a bend number judgment module and an offset adjustment and control module.

[0046] The lane data acquisition module is configured to acquire a left lane line bending angle, a right lane line bending angle, a left lane line bending quantity, a right lane line bending quantity, a left lane line adjacent bending distance, and a right lane line adjacent bending distance of a lane in which the current vehicle travels.

[0047] The bending quantity determination module is configured to, when there is a bending in the lane in which the current vehicle travels, determine a bending quantity that the current vehicle needs to pass through within a preset time according to the left lane line bending angle, the right lane line bending angle, the left lane line bending quantity, the right lane line bending quantity, the left lane line adjacent bending distance, and the right lane line adjacent bending distance of the lane in which the current vehicle travels.

[0048] The offset adjustment and control module is configured to, when the bending quantity that needs to be passed through is 1, acquire a lane width before a first bending that the current vehicle passes through and a first estimated lane center line of the current vehicle; the first estimated lane center line includes a first lane center line that represents the current vehicle passing through the first bending and a second lane center line that represents the current vehicle passing through the bending; a starting point of the second lane center line is an ending point of the first lane center; before the current vehicle passes through the bending, a first virtual lane offset is determined according to the lane width and an initial offset coefficient, and a first virtual lane center line is generated according to the first virtual lane offset and the first estimated lane center line; a starting point of the first virtual lane center line is located on the first lane center line, and an ending point of the first virtual lane center line is located on the second lane center line; the current vehicle is controlled to travel along the first virtual lane center line when the starting point of the first virtual lane center line is reached.

[0049] Another embodiment of the present application provides a terminal device, comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor implements the lane keeping control method according to the above-mentioned embodiments of the present application when executing the computer program.

[0050] Another embodiment of the present application provides a storage medium, comprising a stored computer program, wherein the storage medium performs the lane keeping control method according to the above-mentioned embodiments of the present application when the computer program is running.

[0051] The present application has the following beneficial effects:

[0052] The application provides a lane keeping control method, device, terminal equipment and storage medium, which acquires the left lane line bending angle, right lane line bending angle, left lane line bending quantity, right lane line bending quantity, left lane line adjacent bending distance and right lane line adjacent bending distance of a current vehicle lane. When there is a bending in the current vehicle lane, the number of bendings that the current vehicle needs to pass through within a preset time is determined according to the left lane line bending angle, right lane line bending angle, left lane line bending quantity, right lane line bending quantity, left lane line adjacent bending distance and right lane line adjacent bending distance of the current vehicle lane. If the current vehicle needs to pass through one bending within the preset time, the lane width before the current vehicle passes through the first bending and the first estimated lane center line of the current vehicle are acquired, the first virtual lane offset is determined according to the lane width and the initial offset coefficient before the current vehicle passes through the bending, 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 on the first lane center line, and the ending point of the first virtual lane center line is located on 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. The bending communication is judged, the offset adjustment is made based on the lane width and the estimated lane center line, the first virtual lane center line with the starting point before the bending is generated, and then the vehicle is controlled to travel along the first virtual lane center line when reaching the starting point of the first virtual lane center line, so that the vehicle can start to turn when reaching the starting point of the first virtual lane center line, that is, the turning is performed earlier than the existing turning at the bending, the actual travel trajectory generated when the vehicle travels along the first virtual lane center line can deviate from the travel trajectory generated when the vehicle travels along the estimated lane center line by a smaller amplitude, and the use experience of the driver is improved, and the safety in the driving process is improved. BRIEF DESCRIPTION OF DRAWINGS

[0053] Figure 1 FIG. 1 is a flow diagram of a lane keeping control method provided by an embodiment of the application.

[0054] Figure 2 FIG. 2 is a schematic diagram of a single-bending lane provided by an embodiment of the application.

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

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

[0057] With reference to the accompanying drawings, the technical solutions in the embodiments of the present application will be clearly and completely described below, obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application.

[0058] As shown in Figure 1 , it is a lane keeping control method provided by an embodiment of the present application, comprising:

[0059] Step S1: acquiring the left lane line bending angle, the right lane line bending angle, the left lane line bending quantity, the right lane line bending quantity, the left lane line adjacent bending distance and the right lane line adjacent bending distance of the current vehicle traveling lane;

[0060] Step S2: when there is a bending in the current vehicle traveling lane, determining the number of bendings that the current vehicle needs to pass through within a preset time according to the left lane line bending angle, the right lane line bending angle, the left lane line bending quantity, the right lane line bending quantity, the left lane line adjacent bending distance and the right lane line adjacent bending distance of the current vehicle traveling lane;

[0061] Step S3: if the number of bendings that needs to be passed through is 1, acquiring the lane width before the current vehicle passes through the first bending and the first estimated lane center line of the current vehicle; wherein the first estimated lane center line comprises a first lane center line representing the current vehicle passing through the first bending and a second lane center line representing the current vehicle passing through the bending; the starting point of the second lane center line is the end point of the first lane center;

[0062] Step S4: before the current vehicle passes through the bending, determining the first virtual lane offset according to the lane width and the initial offset coefficient, and generating the first virtual lane center line 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 on the first lane center line, and the end point of the first virtual lane center line is located on the second lane center line;

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

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

[0065] For step S1, first, the left lane line bending angle, the right lane line bending angle, 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 of the current vehicle travel lane are acquired. In combination with Figure 2 and Figure 3 In the case of Figure 2 , the number of bends in the left lane line and the number of bends in the right lane line are both 1, the left lane line bending angle is a1, the right lane line bending angle is a2, and there are no adjacent bends in the left lane line and the right lane line. Therefore, the distance between adjacent bends in the left lane line and the distance between adjacent bends in the right lane line are both 0. In the case of Figure 3 , the number of bends in the left lane line and the number of bends in the right lane line are both 2, the first left lane line bending angle is a1, the second left lane line bending angle is b1, the first right lane line bending angle is a2, and the second right lane line bending angle is b2. The distance between adjacent bends in the left lane line is the distance between the first and second bends in the left lane line, and the distance between adjacent bends in the right lane line is the distance between the first and second bends in the right lane line.

[0066] In a preferred embodiment, acquiring the left lane line bending angle and the right lane line bending angle of the current vehicle travel lane includes: acquiring 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 each of the plurality of left lane line bending images acquired within each preset time interval, determining the left lane line bending angle based on a first left lane line bending image acquired within the preset time interval and a plurality of continuous left lane line bending images acquired within the preset time interval except for the first left lane line bending image; and for each of the plurality of right lane line bending images acquired within each preset time interval, determining the right lane line bending angle based on a first right lane line bending image acquired within the preset time interval and a plurality of continuous right lane line bending images acquired within the preset time interval except for the first right lane line bending image.

[0067] Specifically, the left lane line bending angle and the right lane line bending angle of the current vehicle lane are mainly obtained based on the ADAS monocular camera collecting multiple frames of lane line bending images within a set time. In order to prevent interference from misidentified information, at least four images are collected during the left and right lane line bending image collection process. For example, for the left lane line, the ADAS monocular camera collects left lane line bending images at a frequency of more than 1 second per frame, for example, at a frequency of 20 frames per second. Among the 20 frames collected in 1 second, the left lane line bending images collected in the first 20 frames are selected, that is, the left lane line bending images collected in the second 20 frames are selected, and the left lane line bending images collected in the first 20 frames are selected. For example, the left lane line bending images collected in the 10th-12th frames are selected. After angle comparison between the selected left lane line bending images collected in the 10th-12th frames and the left lane line bending image collected in the first frame, the left lane line bending angle is obtained. Similarly, the right lane line bending angle can be obtained, which will not be described here.

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

[0069] Specifically, the judgment of whether there is a bend in the current vehicle lane is mainly the judgment of whether the angle in front of the current vehicle lane meets the expected change. To more accurately judge the lane bend, the judgment of the angle in front of the current vehicle lane is converted into the judgment of the change of the angle in front of the lane on both sides of the current vehicle lane, that is, based on the left lane line bending angle and the right lane line bending angle. When the left lane line bending angle is within a preset angle range, the right lane line bending angle is within a preset angle range, the left lane line bending angle and the right lane line bending angle are in the same direction, and the absolute value of the difference between the left lane line bending angle and the right lane line bending angle is not greater than a preset angle threshold, that is, when the left lane line bending angle and the right lane line bending angle meet the preset angle conditions, it is determined that there is a bend in the current vehicle lane. 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 application can filter out the scenes with too large or too small bending degree through the limitation of 20° and 60°, and the scenes with too small bending angle can also pass smoothly without too much processing; the case of too large bending angle is not common on normal roads, so in this embodiment, only the scenes within the preset angle range of [20°, 60°] are considered. In addition, a1 and a2 being in the same direction can filter out the case of a wide lane when the bending angle directions of the two lane lines are different. |a1-a2|≤20° can constrain the difference between the bending angles of the two lane lines, avoiding the misapplication to the rapidly narrowed lane scene. Similarly, when the number of bends to be passed by the vehicle is greater than 1, the judgment of each bend to be passed is subject to the above-mentioned angle judgment logic, which is not described here.

[0070] When there is a bend in the current vehicle travel lane, the number of bends to be passed by the current vehicle within a preset time is determined according to the left lane line bending angle, the right lane line bending angle, the left lane line bending number, the right lane line bending number, 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 to be passed by the current vehicle within the preset time is 1, as shown in Figure 2 , the lane width before the first bend passed by the current vehicle and the first estimated lane center line of the current vehicle are obtained, wherein the first estimated lane center line includes: a first lane center line representing the first bend passed by the current vehicle and a second lane center line representing the bend passed by the current vehicle; the starting point of the second lane center line is the end point of the first lane center (i.e. the estimated lane center line in Figure 2 ).

[0072] For step S4, before the current vehicle passes 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 center line (i.e. the virtual lane center line in Figure 2 ) according to the first virtual lane offset and the first estimated lane center line; wherein the offset direction of the first virtual lane center line is the same as the bending direction, the starting point of the first virtual lane center line is located on the first lane center line, and the end point of the first virtual lane center line is located on the second lane center line.

[0073] In a preferred embodiment, the first virtual lane offset is determined according to the lane width and the initial offset coefficient, which includes: taking one half of the lane width as the virtual lane offset reference value; 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 takes a value of 10% in the present application, i.e. the calculation formula of the virtual lane offset is (lane width / 2)*10%.

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

[0076] Specifically, a first offset virtual lane center line is determined according to the first virtual lane offset and the first estimated lane center line, and the intersection of the first offset virtual lane center line and the first lane center line of the first estimated lane center line is taken as the starting point of the first virtual lane center line. Since the first virtual lane center line intersects with the first lane center line before entering the bend, controlling the current vehicle to travel along the first virtual lane center line when reaching the starting point of the first virtual lane center line in step S5 can make the vehicle turn earlier before reaching the bend, thereby reducing the offset of the actual travel trajectory of the current vehicle after entering the bend (as shown in the optimized rear travel trajectory). Figure 2 For the determination of the end point of the first virtual lane center line, first, the first preset distance from the starting point of the first virtual lane center line is taken as the first convergence starting point. In the present application, the first preset distance is the travel distance generated after the current vehicle travels for 500 ms from the starting point of the first virtual lane center line. That is, after the vehicle enters the starting point of the first virtual lane center line, the vehicle is given a gentle travel for 500 ms, and then the first offset virtual lane center line is converged to the second lane center line of the first estimated lane center line. When converging, the first slope is determined according to the first virtual lane offset and the travel time corresponding to the first preset distance. At the first convergence starting point, the first offset virtual lane center line is converged to the second lane center line of the current vehicle with the first slope until the intersection with the second lane center line of the current vehicle, and the intersection point is taken as the end point of the first virtual lane center line. Thus, the first virtual lane center line can be determined according to the starting point of the first virtual lane center line and the end point of the first virtual lane center line.

[0077] For step S5, 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.

[0078] In a preferred embodiment, the method further includes: if the number of bends is greater than 1, before the current vehicle passes through the first bend, obtaining the lane width before the current vehicle passes through the first bend, the second estimated lane centerline before the current vehicle passes through the first bend, and the third estimated lane centerline after the current vehicle passes through the first bend; determining a second virtual lane offset based on the lane width before the current vehicle passes through the first bend and the initial offset coefficient, and generating a second virtual lane centerline based on 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 ending point of the second virtual lane centerline is located at the third estimated lane centerline; before the current vehicle passes through any bend other than the first bend, obtaining the lane width of the current vehicle's travel lane, the fourth estimated lane centerline before the current vehicle passes through any bend other than the first bend, and the third estimated lane centerline after the current vehicle passes through any bend other than the first bend. The system determines the third virtual lane centerline based on the lane width, initial offset coefficient, and offset adjustment coefficient corresponding to the number of turns the vehicle has passed. The third virtual lane centerline is then generated based on the third virtual lane offset, the fourth estimated lane centerline, and the fifth estimated lane centerline. The offset adjustment coefficient corresponding to the number of turns the vehicle has passed increases with the number of turns passed, and the offset adjustment coefficient corresponding to the number of turns passed is not greater than the offset adjustment coefficient threshold. The system controls the vehicle to travel along the second virtual lane centerline when it reaches the starting point of the second virtual lane centerline, and to travel along the third virtual lane centerline when it reaches the starting point of each third virtual lane centerline.

[0079] Specifically, such as Figure 3 As shown, if the current vehicle needs to pass through more than one bend within 1 second, it is considered a short-term multi-bend scenario. Because there is insufficient adjustment time in short-term multi-bend scenarios, the vehicle often enters the next bend before it is fully centered, thus exacerbating the deviation from the estimated lane centerline. This results in a more severe drift sensation for the driver during the second and subsequent bends, creating a sense of panic about hitting the lane barrier or other vehicles, potentially leading to driver error and reduced driving safety. To address this short-term multi-bend scenario, before the vehicle passes the first bend, the following parameters are obtained: the lane width before the first bend, the second estimated lane centerline before the first bend, and the third estimated lane centerline after the first bend. Here, the second estimated lane centerline is... Figure 3The third estimated lane centerline is obtained by the first bend, and the end point of the third estimated lane centerline is the next bend, i.e., the second bend. Before the current vehicle passes the first bend, 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, i.e., (lane width / 2)*10%; based on the third estimated lane centerline, the second virtual lane offset is translated in the same direction as the bend direction to obtain an offset virtual lane centerline, and the offset virtual lane centerline is extended to intersect with the second estimated lane centerline, and the intersection point is the starting point of the second virtual lane centerline; the same as the determination of the end point of the first virtual lane centerline, the point where the vehicle is located after driving for 500 ms at the starting point of the second virtual lane centerline is the convergence point, and then the second virtual lane centerline converges to the third estimated lane centerline at the convergence point with a slope of the second virtual lane offset divided by 500 ms, and the second virtual lane centerline is generated.

[0080] Before the current vehicle passes the remaining bends except the first bend, for example, before passing the second bend, the lane width of the lane where the current vehicle travels, the third estimated lane centerline and the fourth estimated lane centerline are obtained; if the third bend is passed, the lane width of the lane where the current vehicle travels, the fourth estimated lane centerline and the fifth estimated lane centerline are obtained, and so on. The third virtual lane offset is determined according to the lane width of the lane where the current vehicle travels, the initial offset coefficient and the offset adjustment coefficient corresponding to the number of bends that have been passed by the current vehicle. Before passing the second bend, the offset adjustment coefficient corresponding to the number of bends that have been passed by the current vehicle is 1*5%, i.e., the third virtual lane offset is (lane width / 2)*(10%+1*5%). The offset adjustment coefficient corresponding to the number of bends that have been passed by the current vehicle is increased by 5% proportionally each time, i.e., when the vehicle passes the second bend to the third bend, the corresponding third virtual lane offset is (lane width / 2)*(10%+2*5%). The offset adjustment coefficient is increased to increase the offset adjustment amount, thereby reducing the offset degree of more bends. In addition, in order to prevent the third virtual lane centerline from being offset too much due to short-time continuous bends, the offset adjustment coefficient corresponding to the number of bends that have been passed by the current vehicle is not greater than the offset adjustment coefficient threshold, i.e., the maximum third virtual lane offset is (lane width / 2)*(10%+2*5%).

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

[0082] Specifically, for each bend except the first bend, a second offset virtual lane center line is determined according to the third virtual lane offset, and the intersection of the second offset virtual lane center line and the fourth estimated lane center line is taken as the starting point of the third virtual lane center line. After the starting point of the third virtual lane center line is determined, the distance x from the starting point to the next bend is calculated. Similarly, in order to reserve the time for the vehicle to gently drive on the third virtual lane center line, when the vehicle reaches the starting point of the third virtual lane center line, the point at a distance of x / 2 (i.e. the second preset distance) is taken as the second convergence point, and the gentle driving time t is determined as (x / 2) / v. In the present application, the vehicle driving speed v is constant. A second slope k is determined according to the third virtual lane offset and the gentle driving time, i.e. k = third virtual lane offset / t. The fifth estimated lane center line is converged at the second convergence starting point with the second slope until intersection, and the intersection point is taken as the end point of the third virtual lane center line. Then, the third virtual lane center line is determined according to the starting point of the third virtual lane center line and the end point of the third virtual lane center line.

[0083] When the number of bends to be passed within a preset time is greater than 1, i.e. in a short-time multi-bend scenario, the vehicle is controlled to drive along the second virtual lane center line when reaching the starting point of the second virtual lane center line, and to drive along the third virtual lane center line when reaching the starting point of each third virtual lane center line.

[0084] On the basis of the above-mentioned method embodiment, the present application provides a device embodiment.

[0085] As shown in Figure 4 An embodiment of the present application provides a lane keeping control device, which comprises a lane data acquisition module, a bend number judgment module and an offset adjustment and control module.

[0086] The lane data acquisition module is configured to acquire a left lane line bending angle, a right lane line bending angle, a left lane line bending quantity, a right lane line bending quantity, a left lane line adjacent bending distance, and a right lane line adjacent bending distance of a lane in which the current vehicle travels.

[0087] The bending quantity determination module is configured to, when there is a bending in the lane in which the current vehicle travels, determine a bending quantity that the current vehicle needs to pass through within a preset time according to the left lane line bending angle, the right lane line bending angle, the left lane line bending quantity, the right lane line bending quantity, the left lane line adjacent bending distance, and the right lane line adjacent bending distance of the lane in which the current vehicle travels.

[0088] The offset adjustment and control module is configured to, when the bending quantity that needs to be passed through is 1, acquire a lane width before the current vehicle passes through a first bending and a first estimated lane center line of the current vehicle; the first estimated lane center line includes a first lane center line before the current vehicle passes through the first bending and a second lane center line after the current vehicle passes through the bending; a starting point of the second lane center line is an ending point of the first lane center; before the current vehicle passes through the bending, a first virtual lane offset is determined according to the lane width and an initial offset coefficient, and a first virtual lane center line is generated according to the first virtual lane offset and the first estimated lane center line; a starting point of the first virtual lane center line is located on the first lane center line, and an ending point of the first virtual lane center line is located on the second lane center line; the current vehicle is controlled to travel along the first virtual lane center line when the starting point of the first virtual lane center line is reached.

[0089] It should be noted that the apparatus embodiments described above are only schematic, wherein the units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, that is, they may be located in one place or distributed on a plurality of network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the embodiment. In addition, the connection between the modules in the apparatus embodiment provided by the application indicates that there is a communication connection between them, which can be realized as one or more communication buses or signal lines. Those skilled in the art can understand and implement it without creative labor.

[0090] Those skilled in the art can clearly understand that, in order to facilitate and be brief, the specific working process of the apparatus described above can refer to the corresponding process in the foregoing method embodiments, which will not be described here.

[0091] On the basis of the foregoing method embodiments, the application further provides terminal device embodiments.

[0092] An embodiment of the present application provides a terminal device, comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and the processor implements a lane keeping control method according to any one of the embodiments of the present application when executing the computer program.

[0093] The terminal device can be a desktop computer, a notebook computer, a palm computer, a cloud server, and the like. The terminal device can include, but is not limited to, a processor and a memory.

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

[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 data stored in the memory. The memory can mainly include a program storage area and a data storage area. The program storage area can store an operating system, at least one application required by a function, and the like; and the data storage area can store data created according to use of the terminal device, and the like. In addition, the memory can include a high-speed random access memory, and can also include a nonvolatile memory, for example, a hard disk, a memory, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, at least one disk storage device, a flash memory device, or other volatile solid-state memory devices.

[0096] On the basis of the above-mentioned method embodiment, the present application correspondingly provides a storage medium embodiment.

[0097] An embodiment of the present application provides a storage medium, the storage medium comprising a stored computer program, wherein the computer program, when executed, controls a device in which the storage medium is located to perform a lane keeping control method according to any one of the embodiments of the present application.

[0098] The storage medium is a computer readable storage medium, and the computer program is stored in the computer readable storage medium. The computer program, when executed by a processor, can implement the steps of each method embodiment. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or some intermediate forms. The computer readable medium can include any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium.

[0099] The above describes the preferred embodiments of the present application. It should be noted that, for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements are also considered to be within the scope of protection of the present application.

Claims

1. A lane keeping control method, characterized in that, include: Obtain the bending angle of the left lane, the bending angle of the right lane, the number of bends in the left lane, the number of bends in the right lane, the distance between adjacent bends in the left lane, and the distance between adjacent bends in the right lane for the current vehicle's travel lane; When there are bends in the current vehicle's travel lane, the number of bends that the current vehicle needs to pass through within a preset time is determined based on the bend angle of the left lane line, the bend 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. If the number of bends is 1, obtain the lane width before the current vehicle passes through the first bend and the first estimated lane centerline of the current vehicle; wherein, the first estimated lane centerline includes: a first lane centerline representing the current vehicle before passing through the first bend and a second lane centerline representing the current vehicle after passing through the bend; the starting point of the second lane centerline is the ending point of the center of the first lane; Before the current vehicle passes through the bend, a first virtual lane offset is determined based on the lane width and the initial offset coefficient, and a first virtual lane centerline is generated based on 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 ending point of the first virtual lane centerline is located at the second lane centerline; Control the current vehicle to travel along the center line of the first virtual lane when it reaches the starting point of the center line of the first virtual lane.

2. The lane keeping control method as described in claim 1, characterized in that, Also includes: If the number of bends is greater than 1, before the current vehicle passes through the first bend, obtain the lane width before the current vehicle passes through the first bend, the second estimated lane centerline before the current vehicle passes through the first bend, and the third estimated lane centerline after the current vehicle passes through the first bend. The second virtual lane offset is determined based on the lane width and initial offset coefficient of the current vehicle before the first bend, and the second virtual lane centerline is generated based on 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 ending point of the second virtual lane centerline is located at the third estimated lane centerline; Before the current vehicle passes through any bend other than the first bend, obtain the lane width of the current vehicle's lane, the fourth estimated lane centerline before the current vehicle passes through any bend other than the first bend, and the fifth estimated lane centerline after the current vehicle passes through any bend other than the first bend; wherein, when the current vehicle passes through the second bend, the third estimated lane centerline coincides with the fourth estimated lane centerline. The current virtual lane offset is determined based on the lane width of the current vehicle's current lane, the initial offset coefficient, and the offset adjustment coefficient corresponding to the number of bends the current vehicle has passed. The third virtual lane centerline is then generated based on the third virtual lane offset, the fourth estimated lane centerline, and the fifth estimated lane centerline. The offset adjustment coefficient corresponding to the number of bends the current vehicle has passed increases with the number of bends 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. Control the current vehicle 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 each third virtual lane.

3. The lane keeping control method as described in claim 1, characterized in that, When the bending angles of the left lane and the right lane in the current vehicle's travel lane meet all preset angle conditions, it is determined that there is a bend in the current vehicle's travel lane. The preset angle conditions include: The bending angles of the left lane line and the right lane line are in the same direction; The left lane line's bending angle is within the preset angle range; The right lane line's bending angle 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. The lane keeping control method as described in claim 1, characterized in that, The step of determining the first virtual lane offset based on the lane width and the initial offset coefficient includes: Half the lane width is used as the virtual lane offset reference value; The first virtual lane offset is determined based on the initial offset coefficient and the virtual lane offset reference value.

5. The lane keeping control method as described in claim 1, characterized in that, Obtain the bending angles of the left and right lane lines of the current vehicle's travel lane, including: Acquire several left lane line bending images and several right lane line bending images in real time at preset time intervals; For a number of left lane line bending images acquired within each preset time interval, the left lane line bending angle is determined by the left lane line bending image acquired in the first frame within the preset time interval and the left lane line bending images acquired in several consecutive frames other than the first frame within the preset time interval. For a number of right lane line bending images acquired within each preset time interval, the right lane line bending angle is determined by the right lane line bending image acquired in the first frame within the preset time interval and the consecutive right lane line bending images acquired in the preset time interval excluding the first frame.

6. The lane keeping control method as described in claim 1, characterized in that, The step of generating the first virtual lane centerline based on the first virtual lane offset and the first estimated lane centerline includes: The centerline of the first offset virtual lane is determined based on the first virtual lane offset. The starting point of the first virtual lane centerline is the intersection of the centerline of the first offset virtual lane and the centerline of the current vehicle's first lane. The first convergence starting point is set at a first preset distance from the centerline of the first virtual lane. The first slope is determined based on the first virtual lane offset; At the first convergence starting point, converge towards the center line of the second lane of the current vehicle with a first slope until it intersects with the center line of the second lane of the current vehicle. The intersection point is taken as the end point of the first virtual lane center line. The center line of the first virtual lane is determined based on the starting point and the ending point of the center line of the first virtual lane.

7. The lane keeping control method as described in claim 2, characterized in that, The process of generating the third virtual lane centerline based on the third virtual lane offset, the fourth estimated lane centerline, and the fifth estimated lane centerline includes: The centerline of the second offset virtual lane is determined based on the third virtual lane offset. The intersection of the second offset virtual lane centerline and the fourth estimated lane centerline is taken as the starting point of the third virtual lane centerline; The smooth driving time is determined based on the distance between the starting point of the center line of the third virtual lane and the next bend; The second convergence starting point is located at a second preset distance from the center line of the third virtual lane; wherein, the second preset distance is less than the distance between the center line of the third virtual lane and the next bend. The second slope is determined based on the third virtual lane offset and the smooth driving time. At the second convergence starting point, converge towards the fifth predicted lane centerline with the second slope until it intersects with the fifth predicted lane centerline. The intersection point is taken as the end point of the third virtual lane centerline. The center line of the third virtual lane is determined based on the starting point and the ending point of the center line of the third virtual lane.

8. A lane keeping control device, characterized in that, include: Lane data acquisition module, bend count determination module, and offset adjustment and control module; The lane data acquisition module is used to acquire 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 of the current vehicle's travel lane. The bend count determination module is used to determine the number of bends that the current vehicle needs to pass through within a preset time when there are bends in the current vehicle's travel lane, based on the bend angle of the left lane line, the bend 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. 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 centerline of the current vehicle if the number of bends is 1. The first estimated lane centerline includes a first lane centerline representing the current vehicle before passing through the first bend and a second lane centerline representing the current vehicle after passing through the bend. The starting point of the second lane centerline is the ending point of the first lane centerline. Before the current vehicle passes through the bend, a first virtual lane offset is determined based on the lane width and an initial offset coefficient, and a first virtual lane centerline is generated based on the first virtual lane offset and the first estimated lane centerline. The starting point of the first virtual lane centerline is located at the first lane centerline, and the ending point of the first virtual lane centerline is located at the second lane centerline. The module controls the current vehicle to travel along the first virtual lane centerline when it reaches the starting point of the first virtual lane centerline.

9. A terminal device, characterized in that, The system includes a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor, when executing the computer program, implements a lane keeping control method as described in any one of claims 1 to 7.

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

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