Lane keeping assistance system activation method, electronic equipment, vehicle and storage medium

Abstract

The invention provides a lane keeping assistance system activation method, electronic equipment, a vehicle and a storage medium, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring driving parameters representing the environment of a lane where a vehicle is located and the driving working condition of the vehicle in the driving process; determining a dangerous state of the vehicle through a dangerous area division strategy according to the driving parameters; and switching the activation state of the lane keeping auxiliary system carried by the vehicle according to the dangerous state. Therefore, in the process of judging the activation condition of the lane keeping auxiliary system, the state of the vehicle and the surrounding road environment of the vehicle in the driving process are fully considered as influence factors for judging whether the vehicle has lane deviation or not, so that the adaptability to the road environment in the process of judging the activation condition of the lane keeping auxiliary system is enhanced; the problems that a traditional LKAS activation mode is single in activation condition and insufficient in road environment adaptability are solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a lane keeping assist system activation method, electronic equipment, a vehicle and a storage medium. Background Art

[0002] Lane Keeping Assist Systems (LKAS) are part of the safety assistance system. Its main function is to pull the vehicle back to the center of the lane by actively controlling the steering when the vehicle deviates from the lane. Currently, vehicle safety performance is a key issue in the automotive industry. Therefore, the triggering method of LKA is one of the current research hotspots in the field of safety assisted driving.

[0003] At present, the existing LKAS activation method usually monitors the position relationship between the road and the vehicle through the on-board camera, and uses the lateral distance from the vehicle to the road sideline and the lateral speed of the vehicle as the activation conditions of the Lane Keeping Assist (LKA) function, so that when the vehicle deviates from the center of the road and deviates to the road sideline, the LKA function is activated in time to correct the vehicle's driving direction. However, the existing LKAS activation method has the problem of single activation conditions and insufficient adaptability to the road environment. Summary of the invention

[0004] In view of this, the purpose of the embodiments of the present application is to provide a lane keeping assist system activation method, electronic device, vehicle and storage medium, which can improve the problems of traditional LKAS activation methods such as single activation conditions and insufficient adaptability to road environments.

[0005] In order to achieve the above technical objectives, the technical solutions adopted in this application are as follows:

[0006] In a first aspect, an embodiment of the present application provides a method for activating a lane keeping assist system, the method comprising:

[0007] Acquiring driving parameters representing the lane environment of the vehicle and the driving condition of the vehicle during driving;

[0008] Determining the dangerous state of the vehicle through a dangerous area division strategy according to the driving parameters;

[0009] According to the dangerous state, an activation state of a lane keeping assist system mounted on the vehicle is switched.

[0010] In combination with the first aspect, in some optional implementations, determining the dangerous state of the vehicle through a dangerous area division strategy according to the driving parameters includes:

[0011] According to the driving parameters, a virtual boundary line is determined from the two inner sides of the lane in which the vehicle is located during driving;

[0012] dividing a dangerous area from the lane according to the virtual boundary line;

[0013] According to the lateral speed of the vehicle and the lateral distance between the vehicle and the lane line in the driving parameters, the relative position between the vehicle and the dangerous area is determined as the dangerous state.

[0014] In combination with the first aspect, in some optional implementations, the driving parameters further include the vehicle width, the danger zone compensation coefficient, the lane width coefficient and the lane curvature coefficient of the vehicle, the danger zone compensation coefficient represents the influence of the lateral speed of the vehicle during driving on the division of the virtual boundary line, the lane width coefficient represents the influence of the width of the lane on the division of the virtual boundary line, and the lane curvature coefficient represents the influence of the curvature of the lane on the division of the virtual boundary line;

[0015] According to the driving parameters, a virtual boundary line is determined from the two inner sides of the lane in which the vehicle is located during driving, including:

[0016] The distance from the virtual boundary line to the lane line is calculated according to the vehicle width, the dangerous area compensation coefficient, the lane width coefficient and the lane curvature coefficient:

[0017] OffsetLine=(0.5×Width+LKA coef )×LaneWidthBp×LaneCrvBp

[0018] Where OffsetLine represents the distance from the virtual boundary line to the lane line, Width represents the vehicle width, and LKA coef represents the dangerous area compensation coefficient, LaneWidthBp represents the lane width coefficient, and LaneCrvBp represents the lane curvature coefficient;

[0019] The lane line is offset into the lane by OffsetLine to obtain the virtual boundary line.

[0020] In combination with the first aspect, in some optional implementations, determining the relative position between the vehicle and the dangerous area as the dangerous state according to the lateral speed of the vehicle and the lateral distance between the vehicle and the lane line in the driving parameters includes:

[0021] determining, according to the lateral vehicle speed, whether the vehicle is approaching the dangerous area on any side of the lane;

[0022] When the vehicle approaches the dangerous area on either side of the lane, the dangerous state is determined according to the lateral distance and the direction of the lateral vehicle speed.

[0023] In combination with the first aspect, in some optional implementations, judging whether the vehicle is approaching the dangerous area on either side of the lane according to the lateral vehicle speed includes:

[0024] When the absolute value of the lateral vehicle speed is less than a preset minimum lateral vehicle speed, it is determined that the vehicle is traveling normally and is not approaching the dangerous area on either side;

[0025] When the absolute value of the lateral vehicle speed is greater than the preset minimum lateral vehicle speed, it is determined that the vehicle is approaching the dangerous area to the left or right according to the direction of the lateral vehicle speed.

[0026] In combination with the first aspect, in some optional implementations, when the vehicle approaches the dangerous area on either side of the lane, determining the dangerous state according to the lateral distance and the direction of the lateral vehicle speed includes:

[0027] When the lateral distance is less than the distance from the virtual boundary line to the lane line, and the direction of the lateral vehicle speed points to the dangerous area where the vehicle is located, determining that the dangerous state is a first state indicating that the vehicle is in the dangerous area and gradually deviates from the lane;

[0028] When the lateral distance is less than the distance from the virtual boundary line to the lane line, and the direction of the lateral vehicle speed is opposite to the dangerous area where the vehicle is located, determining that the dangerous state is a second state indicating that the vehicle is in the dangerous area and gradually moves away from the dangerous area;

[0029] When the lateral distance is greater than the distance from the virtual boundary line to the lane line, the dangerous state is determined to be a third state representing that the vehicle is in normal driving.

[0030] In combination with the first aspect, in some optional implementations, switching the activation state of the lane keeping assist system carried by the vehicle according to the dangerous state includes:

[0031] When the dangerous state is the first state, switching the activation state to a standby state indicating that the lane keeping assist system is ready to be activated;

[0032] When the dangerous state is the second state, the activation state is switched to an activated state indicating that the lane keeping assist system starts to work, until the dangerous state of the vehicle is gradually corrected from the second state to the third state under the action of the lane keeping assist system, or until the vehicle body is parallel to the lane line under the action of the lane keeping assist system.

[0033] In combination with the first aspect, in some optional implementations, switching the activation state of the lane keeping assist system carried by the vehicle according to the dangerous state further includes:

[0034] When the activation state of the lane keeping assist system is the standby state, judging whether there is a driver intervention factor according to the lane change indicator light of the vehicle or the input torque of the steering wheel;

[0035] If so, the activation state is switched to an unlocked state indicating that the lane keeping assist system is allowed to be activated but does not enter the standby state or the activated state.

[0036] In a second aspect, an embodiment of the present application further provides an electronic device, comprising a processor and a memory coupled to each other, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the electronic device executes the above method.

[0037] In a third aspect, an embodiment of the present application further provides a vehicle, comprising a vehicle body and the above-mentioned electronic device.

[0038] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium. When the computer program is executed on a computer, the computer executes the above method.

[0039] The invention adopting the above technical solution has the following advantages:

[0040] In the technical solution provided in the present application, driving parameters characterizing the lane environment and driving conditions of the vehicle during driving are first obtained. Then, based on the driving parameters, the dangerous state of the vehicle is determined through the dangerous area division strategy. Finally, according to the dangerous state, the activation state of the lane keeping assist system carried by the vehicle is switched. In this way, in the judgment of the activation conditions of the lane keeping assist system, the state of the vehicle during driving and the road environment around the vehicle are fully considered as the influencing factors of whether the vehicle has lane deviation, and the adaptability of the lane keeping assist system to the road environment during the activation judgment process is enhanced, and the problem of the traditional LKAS activation method having a single activation condition and insufficient adaptability to the road environment is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The present application may be further described by the non-limiting embodiments given in the accompanying drawings. It should be understood that the following drawings only illustrate certain embodiments of the present application and therefore should not be regarded as limiting the scope. For those of ordinary skill in the art, other relevant drawings may be obtained based on these drawings without creative effort.

[0042] Figure 1 A structural block diagram of an electronic device provided in an embodiment of the present application.

[0043] Figure 2 A flowchart of a method for activating a lane keeping assist system provided in an embodiment of the present application.

[0044] Figure 3 A schematic diagram of the calibration relationship curve of some driving parameters provided in the embodiment of the present application.

[0045] Figure 4 A schematic diagram of the division of dangerous areas provided in an embodiment of the present application.

[0046] Figure 5 A schematic diagram of a flow chart of a dangerous state determination process when a vehicle is offset according to an embodiment of the present application.

[0047] Figure 6 A schematic diagram of the LKA system activation process provided in an embodiment of the present application.

[0048] Icon: 100 - electronic device; 101 - processor; 102 - memory. DETAILED DESCRIPTION

[0049] The present application will be described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that in the drawings or descriptions, similar or identical parts use the same figure numbers, and the implementation methods not shown or described in the drawings are forms known to ordinary technicians in the relevant technical field. In the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0050] Please refer to Figure 1 , an embodiment of the present application provides an electronic device 100 that may include a processor 101 and a memory 102. The memory 102 stores a computer program, and when the computer program is executed by the processor 101, the electronic device 100 can perform the corresponding steps in the following lane keeping assist system activation method.

[0051] In this embodiment, the processor 101 may be an integrated circuit chip having signal processing capabilities. The processor 101 may be a general-purpose processor. For example, the processor 101 may be a central processing unit (CPU), a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, and may implement or execute the methods, steps and logic block diagrams disclosed in the embodiments of the present application.

[0052] The memory 102 may be, but is not limited to, a random access memory, a read-only memory, a programmable read-only memory, an erasable programmable read-only memory, an electrically erasable programmable read-only memory, etc. In this embodiment, the memory 102 may be used to store driving parameters, dangerous area division strategies, dangerous states, activation states, virtual boundary lines, dangerous areas, etc. Of course, the memory 102 may also be used to store programs, and the processor 101 executes the program after receiving the execution instruction.

[0053] In this embodiment, the electronic device 100 can be a vehicle controller, a vehicle-mounted central controller, or a cloud server connected to the vehicle-mounted central controller network, etc., which is used to obtain driving parameters that characterize the lane environment and driving conditions of the vehicle during driving, and then determine the dangerous state of the vehicle based on the driving parameters through a dangerous area division strategy, and then switch the activation state of the lane keeping assist system carried by the vehicle based on the dangerous state.

[0054] Please refer to Figure 2 The present application also provides a method for activating a lane keeping assist system, which can be applied to the above electronic device 100, and each step in the method is executed or implemented by the electronic device 100. The method for activating a lane keeping assist system may include the following steps:

[0055] Step 210, obtaining driving parameters representing the lane environment of the vehicle and the driving condition of the vehicle during driving;

[0056] Step 220, determining the dangerous state of the vehicle through a dangerous area division strategy according to the driving parameters;

[0057] Step 230: switching the activation state of the lane keeping assist system installed in the vehicle according to the dangerous state.

[0058] In the above implementation, the driving parameters characterizing the lane environment and driving conditions of the vehicle during driving are first obtained, and then the dangerous state of the vehicle is determined through the dangerous area division strategy according to the driving parameters, and finally the activation state of the lane keeping assist system carried by the vehicle is switched according to the dangerous state. In this way, in the judgment of the activation conditions of the lane keeping assist system, the state of the vehicle during driving and the road environment around the vehicle are fully considered as the influencing factors of whether the vehicle has lane deviation, and the adaptability of the lane keeping assist system to the road environment during the judgment of activation is enhanced, and the problem of the traditional LKAS activation method having a single activation condition and insufficient adaptability to the road environment is improved.

[0059] The following is a detailed description of the steps for activating the lane keeping assist system:

[0060] In step 210, the driving parameters may include the lateral speed of the vehicle, the lateral distance between the vehicle and the lane line, the vehicle width, the danger zone compensation coefficient, the lane width coefficient and the lane curvature coefficient. The danger zone compensation coefficient represents the influence of the lateral speed of the vehicle during driving on the virtual boundary line division, the lane width coefficient represents the influence of the lane width on the virtual boundary line division, and the lane curvature coefficient represents the influence of the lane curvature on the virtual boundary line division.

[0061] Among them, the driving parameters can be the working condition and road condition data of the vehicle during driving collected by the front-end acquisition equipment on the vehicle (such as cameras, lidar, etc.). The lateral speed of the vehicle can be calculated by establishing a coordinate system with the center of the front axle of the vehicle as the origin, and then calculating the angle between the vehicle and the lane line. The lateral distance between the vehicle and the lane line can be the length of the line segment obtained by drawing a horizontal line through the center of the vehicle's axis to the lane line and the intersection of the horizontal line and the lane line. The width of the vehicle can be a parameter calibrated when the vehicle leaves the factory, or it can be data collected and identified by the above-mentioned front-end acquisition equipment. Refer to Figure 3 , the danger zone compensation coefficient, lane width coefficient and lane curvature coefficient can be pre-calibrated parameters, which are used to characterize the influence of the lateral speed of the vehicle, the lane width and the lane / road curvature on the virtual boundary line division (in fact, it also directly affects the danger zone division), and is given by Figure 3 It can be seen that the greater the lateral speed of the vehicle, the width of the lane, and the curvature of the lane / road, the closer the virtual boundary line, that is, the danger zone, is to the vehicle.

[0062] In this embodiment, the acquisition of driving parameters can be in the actual driving application scenario, real-time data is collected, and the data is uploaded to the electronic identification processor 101 in real time for subsequent processing; or, the acquisition of driving parameters can be in the vehicle simulation test scenario, the pre-collected data is uploaded to the memory 102 in the electronic device 100 for storage, and called based on user instructions in the subsequent simulation test process. The method of acquiring driving parameters is not specifically limited here.

[0063] In step 220, determining the dangerous state of the vehicle according to the driving parameters through a dangerous area division strategy may include:

[0064] According to the driving parameters, a virtual boundary line is determined from the two inner sides of the lane in which the vehicle is located during driving;

[0065] dividing a dangerous area from the lane according to the virtual boundary line;

[0066] According to the lateral speed of the vehicle and the lateral distance between the vehicle and the lane line in the driving parameters, the relative position between the vehicle and the dangerous area is determined as the dangerous state.

[0067] In this embodiment, according to the driving parameters, determining a virtual boundary line from both inner sides of the lane in which the vehicle is located during driving may include:

[0068] The distance from the virtual boundary line to the lane line is calculated according to the vehicle width, the dangerous area compensation coefficient, the lane width coefficient and the lane curvature coefficient:

[0069] OffsetLine=(0.5×Width+LKA coef )×LaneWidthBp×LaneCrvBp

[0070] Where OffsetLine represents the distance from the virtual boundary line to the lane line, Width represents the vehicle width, and KLA coef represents the dangerous area compensation coefficient, LaneWidthBp represents the lane width coefficient, and LaneCrvBp represents the lane curvature coefficient;

[0071] The lane line is offset into the lane by OffsetLine to obtain the virtual boundary line.

[0072] In this embodiment, it can be seen from the above steps that the virtual boundary line is obtained after the lane line is offset inward, and the area enclosed by the virtual boundary line and the lane line offset from the virtual boundary line is the dangerous area. Figure 4 , with the virtual boundary line on the left side of the lane (i.e. Figure 4 Taking the dangerous area edge line in the figure as an example, the part enclosed by the dotted line and the left lane line (i.e. the bold black line part in the figure) represents the above-mentioned dangerous area, and the distance between the dotted line and the left lane line is the width of the dangerous area. The present application determines the relative position of the vehicle and the dangerous area by comparing the lateral distance between the vehicle and the lane line and the width of the dangerous area, thereby determining the dangerous state of the vehicle.

[0073] Specifically, in this embodiment, according to the lateral speed of the vehicle and the lateral distance between the vehicle and the lane line in the driving parameters, determining the relative position between the vehicle and the dangerous area as the dangerous state may include:

[0074] determining, according to the lateral vehicle speed, whether the vehicle is approaching the dangerous area on any side of the lane;

[0075] When the vehicle approaches the dangerous area on either side of the lane, the dangerous state is determined according to the lateral distance and the direction of the lateral vehicle speed.

[0076] In this embodiment, judging whether the vehicle is approaching the dangerous area on either side of the lane according to the lateral vehicle speed may include:

[0077] When the absolute value of the lateral vehicle speed is less than a preset minimum lateral vehicle speed, it is determined that the vehicle is traveling normally and is not approaching the dangerous area on either side;

[0078] When the absolute value of the lateral vehicle speed is greater than the preset minimum lateral vehicle speed, it is determined that the vehicle is approaching the dangerous area to the left or right according to the direction of the lateral vehicle speed.

[0079] In this embodiment, the lateral speed of the vehicle represents the degree to which the vehicle deviates from the center of the lane to the left or right during driving. The greater the lateral speed, the greater the amplitude of the vehicle's deviation to both sides of the lane and the faster the speed of the deviation, and the more dangerous the vehicle's driving is. Therefore, a preset minimum lateral speed can be calibrated through a large number of preliminary experiments (which can be understood as a critical value, according to which it is judged whether the vehicle has deviated during driving, and can be flexibly set according to actual conditions, for example, different vehicles and different lane widths can be set with different values). Specifically, when the above-mentioned lateral speed is less than the preset minimum lateral speed, it indicates that the vehicle is driving smoothly, and when the above-mentioned lateral speed is greater than the preset minimum lateral speed, it indicates that the vehicle has deviated during driving, and the direction of the vehicle's deviation is determined according to the lane line to which the direction of the lateral speed points. For example, when the lateral speed of the vehicle points to the left lane line, it indicates that the vehicle is deviating to the left, and when the lateral speed of the vehicle points to the right lane line, it indicates that the vehicle is deviating to the right.

[0080] It is understandable that in actual applications, the vehicle may have a low lateral speed but still slowly deviate from the lane line during driving. Therefore, a preset distance can be set, which represents the lateral distance between the center of the front axle of the vehicle and the lane line, and the lateral distance is greater than the width of the above-mentioned danger zone. In this way, when the lateral distance between the center of the front axle of the vehicle and the lane line is less than the preset distance and greater than the width of the above-mentioned danger zone, a warning message indicating that the vehicle is deviating from the center of the lane is issued, and at the same time, the vehicle is determined to deviate from the lane line pointed to by the lateral speed direction of the vehicle.

[0081] In this embodiment, when the vehicle approaches the dangerous area on either side of the lane, determining the dangerous state according to the lateral distance and the direction of the lateral vehicle speed may include:

[0082] When the lateral distance is less than the distance from the virtual boundary line to the lane line, and the direction of the lateral vehicle speed points to the dangerous area where the vehicle is located, determining that the dangerous state is a first state indicating that the vehicle is in the dangerous area and gradually deviates from the lane;

[0083] When the lateral distance is less than the distance from the virtual boundary line to the lane line, and the direction of the lateral vehicle speed is opposite to the dangerous area where the vehicle is located, determining that the dangerous state is a second state indicating that the vehicle is in the dangerous area and gradually moves away from the dangerous area;

[0084] When the lateral distance is greater than the distance from the virtual boundary line to the lane line, the dangerous state is determined to be a third state representing that the vehicle is in normal driving.

[0085] Understandable, refer to Figure 5 Taking the case where the vehicle deviates to the left lane line as an example, the following process is usually as follows: first, the vehicle is in a driving state D0 in which the vehicle is driving normally in the center of the lane; the vehicle gradually deviates from the lane and gradually enters the left dangerous area during driving; the vehicle enters the left dangerous area according to the lateral distance of the vehicle (i.e., the lateral position in the figure) The driving state D2 (i.e., the above-mentioned first state) is judged; the vehicle gradually moves away from the left dangerous area and returns to the center of the lane during driving according to the lateral speed of the vehicle and the lane line D3 (i.e., the above-mentioned second state); the vehicle leaves the dangerous area and returns to the center of the lane during driving according to the lateral distance of the vehicle and the lane line D4 (i.e., the above-mentioned third state, which can also be understood as the aforementioned driving state D0), and so on.

[0086] Specifically, when the vehicle enters the driving state D1 with a tendency to deviate from the center of the lane from the normal driving state D0, the dangerous state of the vehicle during driving can be judged by the lateral distance of the vehicle and the direction of the lateral speed during driving. When the lateral distance is less than the distance from the virtual boundary line to the lane line, that is, the vehicle is in the dangerous area, and the lateral speed of the vehicle points to the dangerous area where the vehicle is located, it is determined that the vehicle is in the first dangerous state; when the lateral distance is less than the distance from the virtual boundary line to the lane line, that is, the vehicle is in the dangerous area, and the lateral speed of the vehicle points to the dangerous area where the vehicle is located, it is determined that the vehicle is in the second dangerous state; when the lateral distance is greater than the distance from the virtual boundary line to the lane line, that is, the vehicle leaves the dangerous area and returns to the lane for normal driving, it is determined that the vehicle is in the third dangerous state.

[0087] In step 230, switching the activation state of the lane keeping assist system carried by the vehicle according to the dangerous state may include:

[0088] When the dangerous state is the first state, switching the activation state to a standby state indicating that the lane keeping assist system is ready to be activated;

[0089] When the dangerous state is the second state, the activation state is switched to an activated state indicating that the lane keeping assist system starts to work, until the dangerous state of the vehicle is gradually corrected from the second state to the third state under the action of the lane keeping assist system, or until the vehicle body is parallel to the lane line under the action of the lane keeping assist system.

[0090] Understandable, refer to Figure 6, the LKA system usually has the following processes from vehicle startup to activation to vehicle return to the center position: state L0 indicating that LKAS initialization is complete (in this state, LKAS collects the vehicle's driving condition data and lane environment data during driving), state L1 indicating that the LKA function is allowed to be activated (i.e. the unlocked state described below, in which it is first determined whether the LKA function has the function activation conditions, i.e. when the LKA switch is in the on state and no higher priority auxiliary driving function is in the activated state, it enters state L1, and higher priority auxiliary driving functions such as AEB (Automatic Emergency Braking), ABS (Anti-lock Braking System), TCS (Traction Control System) System, traction control system), etc.), state L2 in which the LKA system can intervene when the vehicle meets preset driving conditions (the user can flexibly set the judgment conditions, for example, the longitudinal vehicle speed is higher than 60km / h, and after exceeding 60km / h, the vehicle speed is always not less than 55km / h, and the vehicle speed is not higher than 150km / h) during driving; state L3 in which the vehicle is judged to enter a dangerous area during driving (that is, the above-mentioned standby state); state L4 in which the LKA is activated to perform correction / return control on the vehicle after the lateral speed of the vehicle meets preset activation conditions (flexibly set by the user, for example, the vehicle is in a dangerous area).

[0091] Among them, the initialization of LKAS, function priority elimination, and the judgment of the speed range of the LKA function (i.e., state L0 to state L2) are the regular startup process of the vehicle-mounted LKAS function, which will not be repeated here. When the vehicle gradually enters the dangerous area, that is, the dangerous state of the vehicle is the above-mentioned first state, the activation state of the LKA function is switched to the standby state; when the vehicle meets the above-mentioned preset activation conditions, that is, the dangerous state of the vehicle is the above-mentioned second state, the activation state of the LKA function is switched to the activated state; finally, in the activated state of the LKA function, the vehicle is gradually corrected from the dangerous area to the center of the lane.

[0092] In this embodiment, switching the activation state of the lane keeping assist system carried by the vehicle according to the dangerous state may also include:

[0093] When the activation state of the lane keeping assist system is the standby state, judging whether there is a driver intervention factor according to the lane change indicator light of the vehicle or the input torque of the steering wheel;

[0094] If so, the activation state is switched to an unlocked state indicating that the lane keeping assist system is allowed to be activated but does not enter the standby state or the activated state.

[0095] It is understandable that due to the driver's need to change lanes during driving, the activation of the LKA function of the vehicle during driving needs to exclude the human intervention of the driver to avoid the driver being forced to return to the center by the LKA system during the lane change process, causing a safety accident. Specifically, when the activation state of the vehicle is the above-mentioned state L2 and state L3, it can be judged whether there is a driver intervention factor according to the vehicle's lane change indicator or the input torque of the steering wheel, and the activation state of the lane keeping assist system carried by the vehicle is switched accordingly. Among them, when the input torque is greater than and always not less than the preset torque (a pre-calibrated value that can be flexibly set by the user), it is determined that the deviation of the vehicle from the center of the lane during driving is due to the driver's hand torque input, that is, the driver actively changes lanes, and there is no safety risk; or, when the vehicle deviates from the center of the lane during driving, the turn signal in the deviation direction is lit by the driver, indicating that the deviation of the vehicle is the driver's subjective manipulation of the vehicle to change lanes, and there is no safety risk; the activation state of the vehicle jumps back to L1 from L2 or L3.

[0096] Understandably, Figure 1 The structure of the electronic device 100 shown in FIG. 1 is only a schematic diagram of a structure. The electronic device 100 may also include Figure 1 More components are shown. Figure 1 Each component shown in the figure can be implemented by hardware, software or a combination thereof.

[0097] It should be noted that those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the electronic device 100 described above can refer to the corresponding process of each step in the aforementioned method, and will not be elaborated herein.

[0098] An embodiment of the present application also provides a vehicle, which includes a vehicle body and the above-mentioned electronic device.

[0099] The embodiment of the present application further provides a computer-readable storage medium. The computer-readable storage medium stores a computer program, and when the computer program is executed on a computer, the computer executes the lane keeping assist system activation method as described in the above embodiment.

[0100] Through the description of the above implementation methods, technical personnel in this field can clearly understand that the present application can be implemented by hardware, and can also be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.), including a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each implementation scenario of the present application.

[0101] In summary, the embodiments of the present application provide a method for activating a lane keeping assist system, an electronic device, a vehicle, and a storage medium. In the present technical solution, firstly, driving parameters characterizing the lane environment of the vehicle and the driving conditions of the vehicle during driving are obtained, and then the dangerous state of the vehicle is determined according to the driving parameters through a dangerous area division strategy, and finally, according to the dangerous state, the activation state of the lane keeping assist system carried by the vehicle is switched. In this way, in judging the activation conditions of the lane keeping assist system, the state of the vehicle during driving and the road environment around the vehicle are fully considered as the influencing factors of whether the vehicle has lane deviation, so as to enhance the adaptability of the lane keeping assist system to the road environment during the activation judgment process, and improve the problem that the traditional LKAS activation method has a single activation condition and insufficient adaptability to the road environment.

[0102] In the embodiments provided in the present application, it should be understood that the disclosed system and method can also be implemented in other ways. The system and method embodiments described above are merely schematic, for example, the flow charts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the systems, methods and computer program products according to the multiple embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a part of a module, a program segment or a code, and a part of the module, program segment or code includes one or more executable instructions for implementing the specified logical function. It should also be noted that each box in the block diagram and / or the flow chart, and the combination of the boxes in the block diagram and / or the flow chart can be implemented by a dedicated hardware-based system that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions. In addition, each functional module in each embodiment of the present application can be integrated together to form an independent part, or each module can exist separately, or two or more modules can be integrated to form an independent part.

[0103] The above description is only an embodiment of the present application and is not intended to limit the protection scope of the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method for activating a lane keeping assist system, characterized in that: The method comprises: Acquiring driving parameters representing the lane environment of the vehicle and the driving condition of the vehicle during driving; Determining the dangerous state of the vehicle through a dangerous area division strategy according to the driving parameters; According to the dangerous state, an activation state of a lane keeping assist system mounted on the vehicle is switched.

2. The method according to claim 1, characterized in that: Determining the dangerous state of the vehicle through a dangerous area division strategy according to the driving parameters includes: According to the driving parameters, a virtual boundary line is determined from the two inner sides of the lane in which the vehicle is located during driving; dividing a dangerous area from the lane according to the virtual boundary line; According to the lateral speed of the vehicle and the lateral distance between the vehicle and the lane line in the driving parameters, the relative position between the vehicle and the dangerous area is determined as the dangerous state.

3. The method according to claim 2, characterized in that The driving parameters also include the vehicle width, the danger zone compensation coefficient, the lane width coefficient and the lane curvature coefficient of the vehicle, wherein the danger zone compensation coefficient represents the influence of the lateral speed of the vehicle during driving on the division of the virtual boundary line, the lane width coefficient represents the influence of the width of the lane on the division of the virtual boundary line, and the lane curvature coefficient represents the influence of the curvature of the lane on the division of the virtual boundary line; According to the driving parameters, a virtual boundary line is determined from the two inner sides of the lane in which the vehicle is located during driving, including: The distance from the virtual boundary line to the lane line is calculated according to the vehicle width, the dangerous area compensation coefficient, the lane width coefficient and the lane curvature coefficient: OffsetLine=(0.5×Width+LKA coef )×LaneWidthBp×LaneCrvBp Where OffsetLine represents the distance from the virtual boundary line to the lane line, Width represents the vehicle width, and LKA coef represents the dangerous area compensation coefficient, LaneWidthBp represents the lane width coefficient, and LaneCrvBp represents the lane curvature coefficient; The lane line is offset into the lane by OffsetLine to obtain the virtual boundary line.

4. The method according to claim 2, characterized in that: Determining the relative position between the vehicle and the dangerous area according to the lateral speed of the vehicle and the lateral distance between the vehicle and the lane line in the driving parameters as the dangerous state includes: determining, according to the lateral vehicle speed, whether the vehicle is approaching the dangerous area on any side of the lane; When the vehicle approaches the dangerous area on either side of the lane, the dangerous state is determined according to the lateral distance and the direction of the lateral vehicle speed.

5. The method according to claim 4, characterized in that Judging, according to the lateral vehicle speed, whether the vehicle is approaching the dangerous area on any side of the lane includes: When the absolute value of the lateral vehicle speed is less than a preset minimum lateral vehicle speed, it is determined that the vehicle is traveling normally and is not approaching the dangerous area on either side; When the absolute value of the lateral vehicle speed is greater than the preset minimum lateral vehicle speed, it is determined that the vehicle is approaching the dangerous area to the left or right according to the direction of the lateral vehicle speed.

6. The method according to claim 4, characterized in that When the vehicle approaches the dangerous area on either side of the lane, determining the dangerous state according to the lateral distance and the direction of the lateral vehicle speed includes: When the lateral distance is less than the distance from the virtual boundary line to the lane line, and the direction of the lateral vehicle speed points to the dangerous area where the vehicle is located, determining that the dangerous state is a first state indicating that the vehicle is in the dangerous area and gradually deviates from the lane; When the lateral distance is less than the distance from the virtual boundary line to the lane line, and the direction of the lateral vehicle speed is opposite to the dangerous area where the vehicle is located, determining that the dangerous state is a second state indicating that the vehicle is in the dangerous area and gradually moves away from the dangerous area; When the lateral distance is greater than the distance from the virtual boundary line to the lane line, the dangerous state is determined to be a third state representing that the vehicle is in normal driving.

7. The method according to claim 6, characterized in that According to the dangerous state, switching the activation state of the lane keeping assist system carried by the vehicle includes: When the dangerous state is the first state, switching the activation state to a standby state indicating that the lane keeping assist system is ready to be activated; When the dangerous state is the second state, the activation state is switched to an activated state indicating that the lane keeping assist system starts to work, until the dangerous state of the vehicle is gradually corrected from the second state to the third state under the action of the lane keeping assist system, or until the vehicle body is parallel to the lane line under the action of the lane keeping assist system.

8. The method according to claim 7, characterized in that According to the dangerous state, switching the activation state of the lane keeping assist system carried by the vehicle further includes: When the activation state of the lane keeping assist system is the standby state, judging whether there is a driver intervention factor according to the lane change indicator light of the vehicle or the input torque of the steering wheel; If so, the activation state is switched to an unlocked state indicating that the lane keeping assist system is allowed to be activated but does not enter the standby state or the activated state.

9. An electronic device, characterized in that: The electronic device comprises a processor and a memory coupled to each other, wherein the memory stores a computer program. When the computer program is executed by the processor, the electronic device executes the method according to any one of claims 1 to 8.

10. A vehicle, characterized in that: The vehicle comprises a vehicle body and the electronic device as claimed in claim 9.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed on a computer, the computer is enabled to execute the method according to any one of claims 1 to 8.

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