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

Abstract

The application provides a lane keeping assistance system activation method, an electronic device, 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 lane environment of the vehicle and the driving conditions of the vehicle in the driving process; determining the dangerous state of the vehicle by using a dangerous area division strategy according to the driving parameters; and switching the activation state of the lane keeping assistance system carried by the vehicle according to the dangerous state. In this way, in the activation condition judgment of the lane keeping assistance system, the state of the vehicle and the road environment around the vehicle in the driving process are fully considered as influencing factors of whether the vehicle deviates from the lane, the adaptability of the lane keeping assistance system activation judgment process to the road environment is enhanced, and the problem that the traditional LKAS activation mode has a single activation condition and insufficient adaptability to the road environment is improved.

Description

TECHNICAL FIELD

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

[0002] Lane Keeping Assist Systems (LKAS) as part of the safety assistance system, its main function is to actively control the steering when the vehicle deviates from the lane, and pull the vehicle back to the center of the lane. At present, the safety performance of the vehicle is the key problem of the automobile industry, therefore, the trigger method of LKA is one of the research hotspots in the field of current safety assisted driving.

[0003] At present, the existing LKAS activation method is usually to monitor the position relationship between the road and the vehicle through the vehicle-mounted camera, and to take the lateral distance from the vehicle to the road edge line and the lateral speed of the vehicle as the activation condition of the Lane Keeping Assist (LKA) function, so as to open the LKA function in time to correct the vehicle driving direction when the vehicle deviates from the center of the road to the road edge line. However, the existing LKAS activation method has the problem of single activation condition and insufficient adaptability to road environment. SUMMARY

[0004] Therefore, the purpose of the embodiments of the present application is to provide a lane keeping assist system activation method, an electronic device, a vehicle and a storage medium, which can improve the problem of single activation condition and insufficient adaptability to road environment of the traditional LKAS activation method.

[0005] To achieve the above technical purpose, the technical scheme adopted by the present application is as follows:

[0006] In a first aspect, the embodiments of the present application provide a lane keeping assist system activation method, which comprises:

[0007] obtaining driving parameters representing the lane environment of the vehicle and the driving conditions of the vehicle during driving;

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

[0009] switching the activation state of the lane keeping assist system carried by the vehicle according to the dangerous state.

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

[0011] determining a virtual boundary line from two inner sides of a lane in which the vehicle is currently driving according to the driving parameter;

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

[0013] determining a relative position between the vehicle and the dangerous area as the dangerous state according to a lateral speed of the vehicle and a lateral distance between the vehicle and the lane line in the driving parameter.

[0014] In some optional embodiments of the first aspect, the driving parameter further comprises a vehicle width, a dangerous area compensation coefficient, a lane width coefficient and a lane curvature coefficient, the dangerous area compensation coefficient representing an influence degree of the lateral speed of the vehicle in the driving process on the division of the virtual boundary line, the lane width coefficient representing an influence degree of a width of the lane on the division of the virtual boundary line, and the lane curvature coefficient representing an influence degree of a curvature of the lane on the division of the virtual boundary line.

[0015] determining a virtual boundary line from two inner sides of a lane in which the vehicle is currently driving according to the driving parameter, comprises:

[0016] calculating a distance between the virtual boundary line and the lane line 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] wherein, OffsetLine represents the distance between the virtual boundary line and the lane line, Width represents the vehicle width, LKA coef represents the dangerous area compensation coefficient, LaneWidthBp represents the lane width coefficient, and LaneCrvBp represents the lane curvature coefficient.

[0019] offsetting the lane line into the lane by OffsetLine to obtain the virtual boundary line.

[0020] In some optional embodiments of the first aspect, determining a relative position between the vehicle and the dangerous area as the dangerous state according to a lateral speed of the vehicle and a lateral distance between the vehicle and the lane line in the driving parameter, comprises:

[0021] judging whether the vehicle is approaching the dangerous area on either side of the lane according to the lateral speed.

[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 speed.

[0023] With reference to the first aspect, in some optional embodiments, determining whether the vehicle approaches the dangerous area on either side of the lane according to the lateral speed includes:

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

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

[0026] With reference to the first aspect, in some optional embodiments, 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 speed.

[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 speed points to the dangerous area where the vehicle is located, it is determined that the dangerous state is a first state representing 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 speed is opposite to the dangerous area where the vehicle is located, it is determined that the dangerous state is a second state representing 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, it is determined that the dangerous state is a third state representing that the vehicle is normally driving.

[0030] With reference to the first aspect, in some optional embodiments, switching the activation state of the lane keeping assistance system carried by the vehicle according to the dangerous state includes:

[0031] When the dangerous state is the first state, the activation state is switched to a standby state representing that the lane keeping assistance system is to be activated;

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

[0033] With reference to the first aspect, in some optional embodiments, according to the dangerous state, switching the activation state of the lane keeping assistance system carried by the vehicle further includes:

[0034] When the activation state of the lane keeping assistance system is the standby state, whether there is a driver intervention factor is determined according to the turn signal of the vehicle or the input torque of the steering wheel.

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

[0036] In the second aspect, the embodiments of the present application further provide an electronic device, which includes a processor and a memory coupled with each other, and the memory stores a computer program. When the computer program is executed by the processor, the electronic device executes the method described above.

[0037] In the third aspect, the embodiments of the present application further provide a vehicle, which includes a vehicle body and the electronic device described above.

[0038] In the fourth aspect, the embodiments of the present application further provide a computer readable storage medium, which stores a computer program. When the computer program is run on a computer, the computer executes the method described above.

[0039] The application with the technical scheme has the following advantages:

[0040] In the technical scheme provided in the present application, first, driving parameters representing the lane environment and the driving conditions of the vehicle in the driving process are acquired. Then, according to the driving parameters, the dangerous state of the vehicle is determined through a dangerous region division strategy. Finally, according to the dangerous state, the activation state of the lane keeping assistance system carried by the vehicle is switched. In this way, in the activation condition judgment of the lane keeping assistance system, the state of the vehicle and the road environment around the vehicle in the driving process are fully considered as the influencing factors of whether the vehicle deviates from the lane, the adaptability of the lane keeping assistance system to the road environment in the activation judgment process is enhanced, and the problem that the traditional LKAS activation mode has a single activation condition and is not adaptable to the road environment is improved. BRIEF DESCRIPTION OF DRAWINGS

[0041] The present application can be further illustrated by the non-limiting examples shown in the accompanying drawings. It should be understood that the following drawings depict only certain embodiments of the application and are therefore not to be considered limiting of its scope, as the scope of the present application encompasses other related drawings that are not depicted.

[0042] Figure 1 The structural block diagram of the electronic device provided for the embodiments of the present application.

[0043] Figure 2 The flowchart of the lane keeping assistance system activation method provided for the embodiments of the present application.

[0044] Figure 3 The calibration relationship curve of part of the driving parameters provided for the embodiments of the present application.

[0045] Figure 4 The dangerous area division schematic diagram provided for the embodiments of the present application.

[0046] Figure 5 The judgment flowchart of the dangerous state when the vehicle deviates provided for the embodiments of the present application.

[0047] Figure 6 The LKA system activation flowchart provided for the embodiments 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 with reference to the accompanying drawings and specific embodiments. It should be noted that similar or identical parts are denoted by the same reference numerals in the drawings or description, and the implementation not shown or described in the drawings is in the form known to those skilled in the art. In the description of the present application, the terms "first", "second", etc. are only used for differentiation of description and cannot be understood as indicating or implying relative importance.

[0050] Please refer to Figure 1 The electronic device 100 provided by the embodiments of the present application can include a processor 101 and a memory 102. The memory 102 stores a computer program, which, when executed by the processor 101, enables the electronic device 100 to perform the corresponding steps in the following lane keeping assistance system activation method.

[0051] In the embodiment, the processor 101 can be an integrated circuit chip with signal processing capability. The processor 101 can be a general processor. For example, the processor 101 can 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 device, a discrete gate or transistor logic device, a discrete hardware component, and can implement or execute the disclosed methods, steps and logic block diagrams in the embodiments of the present application.

[0052] The memory 102 can 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 the embodiment, the memory 102 can be used to store driving parameters, a dangerous area division strategy, a dangerous state, an activation state, a virtual boundary line, a dangerous area, etc. Of course, the memory 102 can also be used to store a program, and the processor 101 executes the program after receiving an execution instruction.

[0053] In the embodiment, the electronic device 100 can be a vehicle controller, a vehicle-mounted central controller or a cloud server network-connected with the vehicle-mounted central controller, etc., used to obtain driving parameters representing a lane environment where a vehicle is located and a driving condition of the vehicle in a driving process, then determine a dangerous state of the vehicle according to the driving parameters through a dangerous area division strategy, and then switch an activation state of a lane keeping assistance system carried by the vehicle according to the dangerous state.

[0054] Please refer to Figure 2 The present application also provides a lane keeping assistance system activation method, which can be applied to the electronic device 100 and used to execute or implement each step in the method by the electronic device 100. The lane keeping assistance system activation method can include the following steps.

[0055] Step 210: obtaining driving parameters representing a lane environment where a vehicle is located and a driving condition of the vehicle in a driving process;

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

[0057] Step 230: switching an activation state of a lane keeping assistance system carried by the vehicle according to the dangerous state.

[0058] In the above embodiment, first, driving parameters representing the lane environment and the driving condition of the vehicle during driving are acquired, then the dangerous state of the vehicle is determined according to the driving parameters through a dangerous region division strategy, and finally the activation state of the lane keeping assistance system carried by the vehicle is switched according to the dangerous state. In this way, in the activation condition judgment of the lane keeping assistance system, the state of the vehicle and the road environment around the vehicle during driving are fully considered as influencing factors of whether the vehicle has lane deviation, the adaptability of the lane keeping assistance system activation judgment process to the road environment is enhanced, and the problem of single activation condition and insufficient adaptability to the road environment in the traditional LKAS activation mode is improved.

[0059] The steps of the lane keeping assistance system activation method will be described in detail as follows:

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

[0061] The driving parameters can be the working condition and road condition data of the vehicle during driving collected by the front-end acquisition device (such as a camera, a laser radar, etc.) carried by the vehicle. The lateral speed of the vehicle can be calculated according to the angle between the vehicle and the lane line by establishing a coordinate system with the center of the front axle of the vehicle as the origin. The lateral distance between the vehicle and the lane line can be the length of the line segment obtained by making a horizontal line from the center of the vehicle to the lane line and intersecting the lane line. The vehicle width can be a parameter calibrated when the vehicle is manufactured, or can be data collected and recognized by the above-mentioned front-end acquisition device. Referring to Figure 3 The dangerous region compensation coefficient, the lane width coefficient, and the lane curvature coefficient can be pre-calibrated parameters for representing the influence of the lateral speed of the vehicle, the width of the lane, and the curvature of the lane / road on the division of the virtual boundary line (in fact, also directly affecting the division of the dangerous region). Figure 3 As can be seen, 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, i.e., the dangerous region, to the vehicle.

[0062] In the embodiment, the acquisition of the driving parameter can be real-time collection of data in an actual driving application scenario, and real-time uploading to the electronic identification processor 101 for subsequent processing; or the acquisition of the driving parameter can be uploading of pre-collected data to the memory 102 in the electronic device 100 for storage, and calling based on a user instruction in a subsequent simulation test process. The acquisition mode of the driving parameter is not limited here.

[0063] In step 220, the dangerous state of the vehicle is determined according to the driving parameter and a dangerous area division strategy, which can include:

[0064] According to the driving parameter, a virtual boundary line is determined on both inner sides of the lane in which the vehicle is driving;

[0065] According to the virtual boundary line, a dangerous area is divided from the lane;

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

[0067] In the embodiment, according to the driving parameter, a virtual boundary line is determined on both inner sides of the lane in which the vehicle is driving, which can include:

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

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

[0070] In the formula, OffsetLine represents the distance from the virtual boundary line to the lane line, Width represents the vehicle width, LKA 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 to the inside of the lane by OffsetLine to obtain the virtual boundary line.

[0072] In the embodiment, as known from the above steps, the virtual boundary line is obtained by offsetting the lane line inward, and the area surrounded by the virtual boundary line and the lane line offset out of the virtual boundary line is the dangerous area. For example, referring to Figure 4 , the virtual boundary line on the left side of the lane (i.e.Figure 4 For example, the part surrounded by the dashed line and the left lane line (i.e., the part of the dashed line in bold in the figure) represents the dangerous area, and the distance between the dashed line and the left lane line, i.e., the width of the dangerous area, is determined. The relative position of the vehicle and the dangerous area is determined by comparing the lateral distance between the vehicle and the lane line and the width of the dangerous area, and the dangerous state of the vehicle is determined.

[0073] Specifically, in the embodiment, the relative position of the vehicle and the dangerous area is determined according to the lateral speed of the vehicle and the lateral distance between the vehicle and the lane line in the driving parameter, and the dangerous state can include:

[0074] It is determined whether the vehicle approaches the dangerous area on either side of the lane according to the lateral speed.

[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 speed.

[0076] In the embodiment, it is determined whether the vehicle approaches the dangerous area on either side of the lane according to the lateral speed.

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

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

[0079] In the embodiment, the lateral speed of the vehicle represents the degree of deviation of the vehicle from the center of the lane during driving. The greater the lateral speed, the greater the magnitude of deviation of the vehicle from the sides of the lane and the faster the speed of deviation, and the more dangerous the driving of the vehicle. Therefore, the preset minimum lateral speed (which can be understood as a threshold value for determining whether the vehicle deviates during driving, which can be flexibly set according to actual conditions, such as different vehicles and different lane widths, and different values can be set) can be calibrated through a large number of preliminary experiments. Specifically, when the above lateral speed is less than the preset minimum lateral speed, it indicates that the vehicle is driving smoothly, and when the above lateral speed is greater than the preset minimum lateral speed, it indicates that the vehicle deviates during driving, and the direction of deviation of the vehicle is determined according to the direction of the lane line pointed to by the lateral speed. For example, when the lateral speed of the vehicle points to the left lane line, it indicates that the vehicle deviates to the left, and when the lateral speed of the vehicle points to the right lane line, it indicates that the vehicle deviates to the right.

[0080] It can be understood that in actual application, the vehicle may have a small lateral speed but still slowly deviates from the lane line during driving. Therefore, a preset distance can be set, which represents the lateral distance between the front axle center of the vehicle and the lane line, and the lateral distance is greater than the width of the above-mentioned dangerous area. Thus, when the lateral distance between the front axle center of the vehicle and the lane line is less than the preset distance and greater than the width of the above-mentioned dangerous area, the warning information indicating that the vehicle deviates from the lane center during driving is sent, and it is determined that the vehicle deviates from the lane line in the direction in which the vehicle points.

[0081] In the embodiment, 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 speed.

[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 speed points to the dangerous area in which the vehicle is located, the dangerous state is determined as a first state representing 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 speed is opposite to the dangerous area in which the vehicle is located, the dangerous state is determined as a second state representing that the vehicle is in the dangerous area and gradually deviates 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 as a third state representing that the vehicle is in normal driving.

[0085] It can be understood that referring to Figure 5 Taking the case that the vehicle deviates from the left lane line during driving as an example, there are generally the following processes: first, the driving state D0 that the vehicle normally drives in the lane center, the driving state D1 that the vehicle gradually deviates from the lane and gradually enters the left dangerous area during driving, the driving state D2 (i.e., the first state mentioned above) that the vehicle enters the left dangerous area during driving is determined by the lateral distance of the vehicle (i.e., the lateral position in the figure), the driving state D3 (i.e., the second state mentioned above) that the vehicle gradually deviates from the left dangerous area and returns to the lane center during driving is determined by the lateral speed of the vehicle and the lane line, the driving state D4 (i.e., the third state mentioned above, which can also be understood as the driving state D0 mentioned above) that the vehicle deviates from the dangerous area and returns to the lane center during driving is determined by the lateral distance of the vehicle and the lane line, and so on.

[0086] Specifically, when the vehicle enters the driving state D1 with the trend of offsetting the lane center from the normal driving state D0, the dangerous state of the vehicle during driving can be determined by the lateral distance and the direction of the lateral speed of the vehicle during driving. When the lateral distance is less than the distance from the virtual boundary line to the lane line, i.e., 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, i.e., the vehicle is in the dangerous area, and the lateral speed of the vehicle is not directed 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, i.e., the vehicle leaves the dangerous area and returns to the normal driving state of the lane, it is determined that the vehicle is in the third dangerous state.

[0087] In step 230, according to the dangerous state, the activation state of the lane keeping assistance system carried by the vehicle is switched, which can include:

[0088] When the dangerous state is the first state, the activation state is switched to a standby state representing that the lane keeping assistance system is to be activated.

[0089] When the dangerous state is the second state, the activation state is switched to an activated state representing that the lane keeping assistance 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 assistance system, or until the vehicle body is parallel to the lane line under the action of the lane keeping assistance system.

[0090] It can be understood that, with reference to Figure 6The LKA system typically operates as follows from vehicle startup to activation and vehicle return to center: State L0 represents the completion of LKA initialization (in this state, LKA has collected driving condition data and lane environment data during the driving process); State L1 represents the unlocked state (in this state, it first determines whether the LKA function meets the activation conditions; that is, when the LKA switch is on and no higher-priority driver assistance function is active, it enters state L1; higher-priority driver assistance functions include AEB (Automatic Emergency Braking), ABS (Anti-lock Braking System), and TCS (Traction Control System). The system (such as the traction control system) represents the state L2 when the LKA system can intervene when the vehicle meets preset driving conditions (user-configurable judgment conditions, such as longitudinal speed above 60km / h, and the vehicle speed is never less than 55km / h after exceeding 60km / h, and the vehicle speed is never higher than 150km / h). The LKA state L3 (i.e., the above standby state) indicates that the vehicle has entered a dangerous area during driving. The LKA state L4 (i.e., the above activated state) indicates that the vehicle's lateral speed meets preset activation conditions (user-configurable, such as the vehicle being in a dangerous area) and then the LKA is activated to perform correction / return control on the vehicle.

[0091] The initialization of LKAS, the elimination of functional priorities, and the determination of the effective speed range of LKA function (i.e., from state L0 to state L2) are the standard startup procedures for the onboard LKAS function, and will not be elaborated here. When the vehicle gradually enters the danger zone, that is, when the vehicle's danger state is the first state mentioned above, the activation state of LKA function is switched to standby state; when the vehicle meets the preset activation conditions, that is, when the vehicle's danger state is the second state mentioned above, the activation state of LKA function is switched to activated state; finally, with LKA function activated, the vehicle is gradually corrected from the danger zone to the center of the lane.

[0092] In this embodiment, switching the activation state of the lane keeping assist system equipped in the vehicle according to the dangerous state may further include:

[0093] When the lane keeping assist system is in the standby state, it determines whether there is driver intervention based on the vehicle's lane change indicator light or the input torque of the steering wheel.

[0094] If present, the activation state is switched to an unlocked state, which indicates that the lane keeping assist system is allowed to be activated but has not entered the standby state or the activated state.

[0095] It can be understood that, due to the lane changing demand of the driver during the driving of the vehicle, the LKA function of the vehicle during driving needs to exclude the human intervention factor of the driver, so as to avoid the driver being forced to return to the center by the LKA system during the lane changing of the vehicle, and cause a safety accident. Specifically, when the activation state of the vehicle is the above-mentioned state L2 and state L3, whether there is a driver intervention factor can be determined according to the input torque of the lane changing indicator light or the steering wheel of the vehicle, and the activation state of the lane keeping assistance system carried by the vehicle is switched accordingly. When the input torque is greater than and always not less than the preset torque (a value pre-marked, which can be flexibly set by the user), it is determined that the vehicle deviates from the center of the lane during driving due to the hand torque input of the driver, that is, the driver actively changes lanes, which has no safety risk. When the vehicle deviates from the center of the lane during driving, the turn signal of the deviation direction is turned on by the driver, which indicates that the deviation of the vehicle is the subjective steering of the driver, which has no safety risk. The activation state of the vehicle jumps back to L1 from L2 or L3.

[0096] It can be understood that, Figure 1 The electronic device 100 structure shown in the above embodiment is only a structure schematic diagram, and the electronic device 100 can further include more components than those shown in the above embodiment. Figure 1 The components shown in the above embodiment can be realized by hardware, software or a combination thereof. Figure 1 The components shown in the above embodiment can be realized by hardware, software or a combination thereof.

[0097] It should be noted 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 foregoing method, and will not be described in detail here.

[0098] The embodiment of the present application also provides a vehicle, which comprises a vehicle body and the electronic device described above.

[0099] The embodiment of the present application also provides a computer readable storage medium. The computer readable storage medium stores a computer program, and when the computer program runs on a computer, the computer program makes the computer execute the lane keeping assistance system activation method described in the above embodiment.

[0100] Through the description of the above embodiments, those skilled in the art can clearly understand that the present application can be realized by hardware, or by means of software and necessary general hardware platform. Based on this 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 U disk, a mobile hard disk, etc.), and includes a plurality of instructions for making a computer device (which can be a personal computer, a server, or a network device, etc.) execute the method described in each embodiment of the present application.

[0101] To sum up, the embodiment of the present application provides a lane keeping assistance system activation method, an electronic device, a vehicle and a storage medium. In the technical solution, first, driving parameters representing the lane environment and the driving conditions of the vehicle in the driving process are obtained, then the dangerous state of the vehicle is determined through a dangerous area division strategy according to the driving parameters, and finally the activation state of the lane keeping assistance system carried by the vehicle is switched according to the dangerous state. In this way, in the activation condition judgment of the lane keeping assistance system, the state of the vehicle and the road environment around the vehicle in the driving process are fully considered as the influencing factors of whether the vehicle deviates from the lane, the adaptability of the road environment in the activation judgment process of the lane keeping assistance system is enhanced, and the problem that the traditional LKAS activation mode has a single activation condition and insufficient adaptability to the road environment is improved.

[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 manners. The above described system and method embodiments are only illustrative, for example, the flowcharts and block diagrams in the drawings show the possible implementation architectures, functions and operations of the system, method and computer program product according to the embodiments of the present application. In this regard, each block in the flowcharts or block diagrams can represent a module, a program segment or a part of code, which contains one or more executable instructions for implementing the specified logical function. It should also be noted that each block in the block diagrams and / or flowcharts, and the combination of blocks in the block diagrams and / or flowcharts, can be implemented by a special-purpose hardware-based system, or can be implemented by a combination of special-purpose hardware and computer instructions. In addition, the functional modules in the various embodiments of the present application can be integrated together to form a separate part, or can exist independently, or two or more modules can be integrated to form a separate part.

[0103] The above only describes the embodiments of the present application and does not limit the protection scope of the present application. For those skilled in the art, the present application can have various modifications and changes. 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 includes: Acquire driving parameters that characterize the lane environment where the vehicle is located and the vehicle's driving conditions during the driving process; Based on the driving parameters, the dangerous status of the vehicle is determined through a dangerous area delineation strategy; Based on the dangerous situation, switch the activation status of the lane keeping assist system equipped in the vehicle; Based on the driving parameters, the dangerous status of the vehicle is determined through a danger zone delineation strategy, including: Based on the driving parameters, a virtual boundary line is determined from the two inner sides of the lane where the vehicle is located during driving. Based on the virtual boundary lines, danger zones are delineated from the lanes; Based on the driving parameters, including the vehicle's lateral speed and the lateral distance between the vehicle and the lane line, the relative position of the vehicle and the danger zone is determined as the danger state. The driving parameters also include the vehicle width, the danger zone compensation coefficient, the lane width coefficient, and the lane curvature coefficient. The danger zone compensation coefficient represents the degree of influence of the lateral speed of the vehicle during driving on the division of the virtual boundary line. The lane width coefficient represents the degree of influence of the width of the lane on the division of the virtual boundary line. The lane curvature coefficient represents the degree of influence of the curvature of the lane on the division of the virtual boundary line. Based on the driving parameters, a virtual boundary line is determined from the inner sides of the lane where the vehicle is located during driving, including: Based on the vehicle width, hazardous area compensation coefficient, lane width coefficient, and lane curvature coefficient, the distance from the virtual boundary line to the lane line is calculated as follows: ; In the formula, Indicates the distance from the virtual boundary line to the lane line. Indicates vehicle width. This represents the compensation coefficient for the hazardous area. Indicates the lane width coefficient. Indicates the lane curvature coefficient; Shift the lane line into the lane The virtual boundary line is obtained.

2. The method according to claim 1, characterized in that, Based on the driving parameters, including the vehicle's lateral speed and the lateral distance between the vehicle and the lane lines, the relative position of the vehicle and the danger zone is determined as the danger state, including: Based on the lateral speed, determine whether the vehicle is approaching the danger zone on either side of the lane; When the vehicle approaches the danger zone on either side of the lane, the danger state is determined based on the lateral distance and the direction of the lateral speed.

3. The method according to claim 2, characterized in that, Determining whether the vehicle is approaching the danger zone on either side of the lane based on the lateral speed includes: When the absolute value of the lateral speed is less than the preset minimum lateral speed, it is determined that the vehicle is driving normally and has not approached the danger zone on either side. When the absolute value of the lateral speed is greater than the preset minimum lateral speed, the vehicle is determined to move towards the danger zone to the left or right based on the direction of the lateral speed.

4. The method according to claim 2, characterized in that, When the vehicle approaches the danger zone on either side of the lane, the dangerous situation is determined based on the lateral distance and the direction of the lateral speed, including: When the lateral distance is less than the distance from the virtual boundary line to the lane line, and the direction of the lateral speed is pointing towards the danger zone where the vehicle is located, the danger state is determined to be a first state that indicates that the vehicle is in the danger zone and is gradually deviating 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 speed is opposite to the danger zone where the vehicle is located, the danger state is determined to be a second state that represents the vehicle being in the danger zone and gradually moving away from the danger zone. 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 the third state, which indicates that the vehicle is in normal driving condition.

5. The method according to claim 4, characterized in that, Based on the dangerous situation, switching the activation status of the lane keeping assist system equipped in the vehicle includes: When the dangerous state is the first state, the activation state is switched to a standby state that indicates the lane keeping assist system is to be activated; When the dangerous state is the second state, the activation state is switched to the activated state indicating that the lane keeping assist system has started 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.

6. The method according to claim 5, characterized in that, Based on the dangerous situation, switching the activation state of the lane keeping assist system equipped in the vehicle further includes: When the lane keeping assist system is in the standby state, it determines whether there is driver intervention based on the vehicle's lane change indicator light or the input torque of the steering wheel. If present, the activation state is switched to an unlocked state, which indicates that the lane keeping assist system is allowed to be activated but has not entered the standby state or the activated state.

7. An electronic device, characterized in that, The electronic device includes a processor and a memory coupled together, the memory storing a computer program that, when executed by the processor, causes the electronic device to perform the method as described in any one of claims 1-6.

8. A vehicle, characterized in that, The vehicle includes a vehicle body and the electronic equipment as described in claim 7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when run on a computer, causes the computer to perform the method as described in any one of claims 1-6.

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