Lane keeping control method, device, apparatus, medium and program product

Abstract

This invention relates to a lane-keeping control method, apparatus, device, medium, and program product. The method includes: acquiring lane line information and obstacle areas around the vehicle; determining the vehicle's trajectory based on the lane line information and a preset offset; determining a first trajectory coefficient between the vehicle's front axle center and the obstacle area based on the trajectory; and if the first trajectory coefficient is less than a preset first threshold, determining a pre-aiming point based on the trajectory and performing a lane-keeping operation. By utilizing lane lines to determine the vehicle's safe return trajectory, the difficulty of trajectory acquisition can be reduced while ensuring vehicle driving safety, simplifying the lane-keeping control process and reducing the computational resources required for lane-keeping.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, and specifically to a lane keeping control method, device, equipment, medium, and program product. Background Technology

[0002] With the development of the automotive industry, automotive intelligent technology is also constantly advancing. For situations such as lane departure while driving, lane keeping assist and other driver assistance control methods can help the vehicle return to a safe route.

[0003] Currently, most lane keeping control methods use Bézier curves to plan safe routes, which is a complex process and requires a lot of computing resources. Summary of the Invention

[0004] One of the objectives of this invention is to provide a lane keeping control method, apparatus, device, medium, and program product to solve the problem that the lane keeping control process is complex and consumes too many computing resources.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A lane keeping control method includes:

[0007] Obtain lane line information and obstacle areas around the current vehicle;

[0008] The current vehicle's trajectory is determined based on the lane line information and a preset offset, wherein the offset is determined based on the lane line width and the width of the current vehicle.

[0009] Determine a first trajectory coefficient between the front axle center of the current vehicle and the obstacle area based on the driving trajectory;

[0010] If the first trajectory coefficient is less than the first threshold, a pre-aiming point is determined based on the driving trajectory, and lane keeping operation is performed based on the driving trajectory and the pre-aiming point.

[0011] Further, determining a first trajectory coefficient between the front axle center of the current vehicle and the obstacle area based on the driving trajectory includes:

[0012] Calculate the initial trajectory coefficient between the current vehicle and the obstacle area based on the driving trajectory and the lane line information;

[0013] The initial trajectory coefficients are converted into first trajectory coefficients based on the distance between the current vehicle's center of gravity and the front axle.

[0014] Furthermore, determining the aiming point based on the driving trajectory includes:

[0015] Obtain the current speed of the vehicle;

[0016] Based on the driving speed and the lane line information, a first aiming point and a second aiming point are selected on the driving trajectory, wherein the distance between the first aiming point and the current vehicle is less than the distance between the second aiming point and the current vehicle.

[0017] Furthermore, performing lane-keeping operations based on the driving trajectory and the pre-aiming point includes:

[0018] Obtain the road curvature in the current vehicle's preset direction;

[0019] The first weight corresponding to the first aiming point and the second weight corresponding to the second aiming point are determined based on the driving speed and the road curvature.

[0020] The target angle value is determined based on the first aiming point, the second aiming point, the first weight, and the second weight. The target angle value is used to control the trajectory following of the current vehicle.

[0021] Furthermore, it also includes:

[0022] If the first trajectory coefficient is less than the first threshold, the current basic state of the vehicle is detected. The basic state includes at least one of the following: hazard light status, electronic power steering system EPS actuator error status, steering wheel speed status, and braking status.

[0023] If the basic conditions are not met, lane keeping operation will not be performed.

[0024] Furthermore, performing lane-keeping operations also includes:

[0025] If the first trajectory coefficient is less than the first threshold, detect whether the driver's hand torque on the steering wheel of the current vehicle is greater than or equal to the second threshold.

[0026] If the value is greater than or equal to the second threshold, lane keeping operation will not be performed.

[0027] Furthermore, it also includes:

[0028] Obtain the position and speed of the following vehicles of the current vehicle;

[0029] The collision time is calculated based on the position and speed of the approaching vehicle.

[0030] If the collision time is less than the third threshold and the lateral distance between the current vehicle and the following vehicle is less than the fourth threshold, then lane keeping operation is performed.

[0031] Furthermore, it also includes:

[0032] If a target object is present on the opposite and / or furthest side of the lane, the lane keeping operation will not be performed.

[0033] A lane keeping control device, comprising:

[0034] The acquisition module is used to acquire lane line information and obstacle areas around the current vehicle;

[0035] The trajectory determination module is used to determine the driving trajectory of the current vehicle based on the lane line information and a preset offset, wherein the offset is determined based on the lane line width and the width of the current vehicle.

[0036] A coefficient determination module is used to determine a first trajectory coefficient between the front axle center of the current vehicle and the obstacle area based on the driving trajectory.

[0037] The lane keeping module is used to determine a pre-aiming point based on the driving trajectory when the first trajectory coefficient is less than a first threshold, and to perform lane keeping operation based on the driving trajectory and the pre-aiming point.

[0038] An electronic device includes: a processor, and a memory communicatively connected to the processor;

[0039] The memory stores computer-executed instructions;

[0040] The processor executes computer execution instructions stored in the memory to implement the lane keeping control method as described in any of the above.

[0041] A computer-readable storage medium includes: computer-executable instructions stored therein, which, when executed by a processor, are used to implement the lane keeping control method as described in any of the preceding claims.

[0042] A computer program product includes a computer program that, when executed by a processor, implements the lane keeping control method as described in any of the preceding claims.

[0043] The beneficial effects of this invention are: by using lane lines to determine the driving trajectory for safe vehicle return, the difficulty of trajectory acquisition can be reduced while ensuring vehicle driving safety, simplifying the lane keeping control process and reducing the computational resources occupied by lane keeping. Attached Figure Description

[0044] Figure 1 A schematic flowchart of a lane keeping control method provided for an exemplary embodiment of the present invention;

[0045] Figure 2 A flowchart illustrating the determination of a pre-aiming point is provided as an exemplary embodiment of the present invention.

[0046] Figure 3 A schematic flowchart of a lane keeping control method provided for another exemplary embodiment of the present invention;

[0047] Figure 4 A schematic flowchart of a lane keeping control method provided for another exemplary embodiment of the present invention;

[0048] Figure 5 A schematic diagram of a process for performing lane keeping is provided for an exemplary embodiment of the present invention;

[0049] Figure 6 A schematic diagram of the structure of a lane keeping control device provided for an exemplary embodiment of the present invention;

[0050] Figure 7 This is a schematic diagram of the structure of an electronic device provided as an exemplary embodiment of the present invention.

[0051] The accompanying drawings have illustrated specific embodiments of the invention, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the invention in any way, but rather to illustrate the concept of the invention to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0052] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0053] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0054] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0055] The terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, product, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, product, or apparatus. Without further limitation, the presence of other identical or equivalent elements in the process, method, product, or apparatus that includes said elements is not excluded. For example, the use of terms such as "first," "second," etc., is to denote names and does not indicate any particular order.

[0056] Figure 1 This is a schematic flowchart of a lane keeping control method provided by an exemplary embodiment of the present invention. Figure 1 As shown, the method may include:

[0057] Step S101: Obtain lane line information and obstacle area around the current vehicle.

[0058] Specifically, current vehicles can be pre-equipped with visual sensors such as cameras or wide-angle cameras, as well as radar sensors. Cameras can identify lane lines around the vehicle, and cameras or radar can collect the positions of obstacles such as curbs or cones around the vehicle and determine obstacle areas based on these positions. For example, the outline information of obstacles can be obtained, and obstacle areas can be generated based on the obstacle outlines.

[0059] Step S102: Determine the current vehicle's trajectory based on lane line information and a preset offset.

[0060] The offset is determined based on the lane width and the current vehicle width.

[0061] Specifically, the width and trajectory of the lane lines on both sides of the current vehicle can be determined. The width of the lane lines can be used to determine the offset. Based on the trajectory of the lane lines, the vehicle can be offset according to the offset, and the resulting trajectory is used as a safe route.

[0062] For example, the trajectory coefficients of lane lines can be predicted and calculated using a preset cubic trajectory formula, which is y = a0 + a1d + 2a2d. 2 +6a3d 3The trajectory coefficients can include a0, a1, a2, and a3. y can represent the position of a point on the trajectory, a1 can represent the lateral difference between the point on the trajectory and the pre-aiming point, a2 can represent the difference in heading angle between the point on the trajectory and the pre-aiming point, a2 can represent the curvature of the road, a3 can represent the rate of change of road curvature, and d can represent the distance between the point on the trajectory and the pre-aiming point. The pre-aiming point can be determined based on the current vehicle speed and preset distance parameters. For example, the trajectory coefficients after one second can be determined and an offset can be added to them to obtain a safe route for the vehicle.

[0063] In some possible implementations, if only one lane line can be identified on either side of the vehicle at the current moment, the trajectory coefficient of that lane line can be used based on its historical width. If lane lines on both sides of the vehicle can be identified, the driving trajectory can be obtained by combining the trajectories of the lane lines on both sides, eliminating the influence of lanes that are too wide or too narrow.

[0064] Step S103: Determine the first trajectory coefficient between the front axle center of the current vehicle and the obstacle area based on the driving trajectory.

[0065] The first trajectory coefficient can characterize the distance between the center of the vehicle's front axle and the obstacle area.

[0066] Specifically, points on the driving trajectory can be considered as the positions of the vehicle's center of mass at different times, and the trajectory coefficients of the driving trajectory can be converted into trajectory coefficients between the vehicle's front axle center and the obstacle area based on the current vehicle parameters. For example, if the obstacle area is a roadside curb, the distance between the vehicle's front axle center and the roadside curb can be calculated based on the driving trajectory.

[0067] In some possible implementations, the initial trajectory coefficient between the current vehicle and the obstacle area can be calculated based on the driving trajectory and lane line information; the initial trajectory coefficient can be converted into a first trajectory coefficient based on the distance between the current vehicle's center of gravity and the front axle.

[0068] Step S104: If the first trajectory coefficient is less than the first threshold, determine the aiming point based on the driving trajectory, and perform lane keeping operation based on the driving trajectory and the aiming point.

[0069] Specifically, the difference between the first trajectory coefficient and half the vehicle width can represent the distance between the front wheels of the current vehicle and the obstacle area. A first threshold corresponding to the current vehicle can be set based on information such as the current vehicle's width. This first threshold can be used to indicate the trigger area for the current vehicle to perform lane keeping. If the first trajectory coefficient is less than the first threshold, it is considered that there is a risk of collision between the vehicle and the obstacle area. At least two aiming points can be selected based on the driving trajectory, and lane keeping operation can be performed based on the selected aiming points. Otherwise, lane keeping operation is not performed.

[0070] In some possible implementations, the value of the first threshold can be adjusted based on the road width and road curvature to regulate the trigger area. For example, a wider road can expand the trigger area, and vice versa. A greater road curvature can shift the trigger area outwards.

[0071] In the above embodiments, by acquiring lane line information and obstacle areas around the vehicle, the vehicle's trajectory can be determined based on the lane line information and a preset offset. Then, a first trajectory coefficient between the vehicle's front axle center and the obstacle area is determined based on the trajectory. If this first trajectory coefficient is less than a preset first threshold, a pre-aiming point is determined based on the trajectory, and lane-keeping operation is performed. By utilizing lane lines to determine the vehicle's safe return trajectory, the difficulty of trajectory acquisition can be reduced while ensuring vehicle driving safety, simplifying the lane-keeping control process and reducing the computational resources required for lane-keeping.

[0072] In one embodiment, the lane keeping control method may further include: detecting the lateral deviation speed of the current vehicle, and determining whether to perform a lane keeping-related operation based on the lateral deviation speed.

[0073] Specifically, the lateral deviation speed can be collected in real time by sensors on the vehicle. When the lateral deviation speed is within a preset speed range, some or all of the operations in steps S101 to S104 can be performed. When the lateral deviation speed is not within the speed range, the relevant operations are not performed.

[0074] For example, [0.2m / s, 2m / s] can be used as a preset speed range. If the vehicle's lateral deviation speed is greater than 0.2m / s but less than 2m / s, information such as lane lines around the vehicle can be obtained to perform lane-keeping related operations.

[0075] By setting a reasonable speed range, if the lateral deviation speed is less than the lower limit of the speed range, lane keeping should not be used, thus avoiding unnecessary interference with vehicle driving. If the lateral deviation speed is greater than the upper limit of the speed range, the vehicle may be in an unstable driving state. In this case, lane keeping may exacerbate the instability or even cause the vehicle to lose balance and overturn. In this situation, not using lane keeping can improve driving safety.

[0076] In one embodiment, such as Figure 2 As shown, determining the aiming point based on the driving trajectory can include:

[0077] Step S201: Obtain the current vehicle speed.

[0078] Step S202: Select the first aiming point and the second aiming point on the driving trajectory based on the driving speed and lane line information.

[0079] The distance between the first aiming point and the current vehicle is less than the distance between the second aiming point and the current vehicle.

[0080] Specifically, the current vehicle speed can be obtained through a speed sensor, and a closer first aiming point and a farther second aiming point can be selected on the vehicle's forward trajectory. For example, an aiming time can be preset, with the position of the vehicle at its current speed on the trajectory after the aiming time as the first aiming point, and the first cornering point on the vehicle's forward trajectory as the second aiming point.

[0081] In some possible implementations, after determining the aiming point, the following lane-keeping operations can be performed based on the driving trajectory and the aiming point:

[0082] Obtain the road curvature in the current vehicle's preset direction; determine the first weight corresponding to the first aiming point and the second weight corresponding to the second aiming point based on the driving speed and road curvature; determine the target angle value based on the first aiming point, the second aiming point, the first weight, and the second weight, and the target angle value is used to control the trajectory following of the current vehicle.

[0083] Specifically, the weights of the first and second aiming points can be set based on the current vehicle speed and the curvature of the road ahead. For example, the greater the road curvature, the higher the weight of the first aiming point and the lower the weight of the second aiming point. The faster the vehicle speed, the lower the weight of the first aiming point and the higher the weight of the second aiming point. After obtaining the weights corresponding to the aiming points, the lane-keeping control can use a PID (Proportional Integral Differential) control algorithm, combined with feedforward and feedback, to output a final target angle value for trajectory following, enabling the vehicle to achieve lane keeping.

[0084] In one embodiment, such as Figure 3 As shown, after determining the first trajectory coefficients, the process also includes:

[0085] Step S301: If the first trajectory coefficient is less than the first threshold, detect the basic state of the current vehicle.

[0086] The basic states include at least one of the following: hazard lights status, electronic power steering (EPS) actuator error status, yaw rate exceeding limit status, hand torque status, steering wheel speed status, and braking status.

[0087] Step S302: If the basic conditions are not met, lane keeping operation is not performed.

[0088] Specifically, if the first trajectory coefficient is less than the first threshold, various basic signals of the current vehicle can be evaluated to determine whether the vehicle state meets the conditions for lane keeping. If not, lane keeping operation is not performed. For example, if the vehicle's hazard lights are detected to be flashing, lane keeping operation is not performed.

[0089] In one embodiment, such as Figure 4 As shown, after determining the first trajectory coefficients, the process also includes:

[0090] Step S401: If the first trajectory coefficient is less than the first threshold, detect whether the driver's hand torque on the steering wheel of the current vehicle is greater than or equal to the second threshold.

[0091] In step S402, if the value is greater than or equal to the second threshold, then lane keeping operation is not performed.

[0092] The value of the second threshold can range from 1.5N to 2N.

[0093] Specifically, when there are obstacles such as curbs in front of the vehicle, if the first trajectory coefficient is less than the first threshold, the driver's hand torque on the steering wheel can be obtained, and it can be determined whether the hand torque is greater than or equal to the second threshold. If the hand torque is greater than or equal to the second threshold, it can be regarded as the driver actively deviating from the vehicle by controlling the steering wheel based on actual judgment. In this case, lane keeping operation can be omitted to avoid interfering with the driver's operation. If the hand torque is less than the second threshold, it is regarded as the driver unintentionally causing the vehicle to deviate. In this case, lane keeping operation can be performed.

[0094] In one embodiment, such as Figure 5 As shown, performing lane-keeping operations also includes:

[0095] Step S501: Obtain the position and speed of the following vehicle of the current vehicle.

[0096] Specifically, the radar installed on the current vehicle can identify information about vehicles traveling behind the current vehicle in the same direction. The identified information can include the speed of the vehicles approaching from behind and their relative positions to the current vehicle.

[0097] Step S502: Calculate the collision time based on the position and speed of the following vehicle.

[0098] Specifically, it can be determined whether the speed of the vehicle approaching from behind is greater than the speed of the current vehicle. If it is greater, the collision time between the current vehicle and the vehicle approaching from behind can be calculated by dividing the distance between the current vehicle and the vehicle approaching from behind by the speed difference between the current vehicle and the vehicle approaching from behind.

[0099] Step S503: If the collision time is less than the third threshold and the lateral distance between the current vehicle and the following vehicle is less than the fourth threshold, then lane keeping operation is performed.

[0100] The third threshold can be set between 2 and 3 seconds. The fourth threshold can be set between 4 and 5 meters.

[0101] After calculating the collision time, it can be determined whether to perform lane keeping operation based on two dimensions: collision time and lateral distance. If both the collision time and lateral distance are less than the preset safety threshold, lane keeping operation is performed according to the driving trajectory and the target point.

[0102] In one embodiment, after determining the first trajectory coefficients, the method further includes:

[0103] If a target object is present on the opposite and / or furthest side of the lane, the lane keeping operation will not be performed.

[0104] The target objects can include pedestrians, vehicles, and other objects that affect driving safety.

[0105] If the first trajectory coefficient is less than the first threshold, the camera can identify pedestrians and vehicles around the vehicle. If there are pedestrians or vehicles on the opposite side of the lane keeping operation, the lane keeping function should be suppressed and the lane keeping operation should not be performed to avoid causing panic to the driver.

[0106] Figure 6 This is a schematic diagram of a lane keeping control device provided as an exemplary embodiment of the present invention. (See diagram below.) Figure 6 As shown, the lane keeping control device 600 may include:

[0107] The acquisition module 601 is used to acquire lane line information and obstacle areas around the current vehicle.

[0108] The trajectory determination module 602 is used to determine the driving trajectory of the current vehicle based on the lane line information and a preset offset, wherein the offset is determined based on the lane line width and the width of the current vehicle.

[0109] The coefficient determination module 603 is used to determine the first trajectory coefficient between the front axle center of the current vehicle and the obstacle area based on the driving trajectory.

[0110] The lane keeping module 604 is used to determine a pre-aiming point based on the driving trajectory when the first trajectory coefficient is less than a first threshold, and to perform lane keeping operation based on the driving trajectory and the pre-aiming point.

[0111] In one embodiment, the coefficient determination module 603 may include:

[0112] The initial trajectory determination unit can be used to calculate the initial trajectory coefficient between the current vehicle and the obstacle area based on the driving trajectory and the lane line information.

[0113] The coefficient conversion unit can be used to convert the initial trajectory coefficients into first trajectory coefficients based on the distance between the current vehicle's center of gravity and the front axle.

[0114] In one embodiment, the holding module 604 may include:

[0115] The speed acquisition unit can be used to acquire the current driving speed of the vehicle.

[0116] The aiming selection unit can be used to select a first aiming point and a second aiming point on the driving trajectory based on the driving speed and the lane line information, wherein the distance between the first aiming point and the current vehicle is less than the distance between the second aiming point and the current vehicle.

[0117] In one embodiment, the holding module 604 is further configured to: acquire the road curvature in the current vehicle's preset direction; determine a first weight corresponding to the first aiming point and a second weight corresponding to the second aiming point based on the driving speed and the road curvature; and determine a target angle value based on the first aiming point, the second aiming point, the first weight, and the second weight, wherein the target angle value is used to control the trajectory following of the current vehicle.

[0118] In one embodiment, the lane keeping control device 600 may further include:

[0119] The first detection module can be used to detect the basic state of the current vehicle when the first trajectory coefficient is less than the first threshold. The basic state includes at least one of the following: hazard light status, electronic power steering (EPS) actuator error status, steering wheel speed status, and braking status.

[0120] The first processing module can be used to prevent lane keeping operations from being performed when the basic state does not meet the preset conditions.

[0121] In one embodiment, the lane keeping control device 600 may further include:

[0122] The second detection module can be used to detect whether the driver's hand torque on the steering wheel of the current vehicle is greater than or equal to the second threshold when the first trajectory coefficient is less than the first threshold.

[0123] The second processing module can be used to prevent lane keeping operations from being performed if the value is greater than or equal to a second threshold.

[0124] In one embodiment, the lane keeping control device 600 may further include:

[0125] The backward acquisition module can be used to acquire the position and speed of vehicles approaching from behind the current vehicle.

[0126] The collision calculation module can be used to calculate the collision time based on the position and speed of the approaching vehicle.

[0127] The third processing module can be used to perform lane keeping operation when the collision time is less than a third threshold and the lateral distance between the current vehicle and the following vehicle is less than a fourth threshold.

[0128] In one embodiment, the lane keeping control device 600 may further include:

[0129] The fourth processing module can be used to prevent lane keeping operations from being performed when a target object is present on the opposite and / or distant side of the lane keeping operation.

[0130] The lane keeping control device provided in this embodiment is used to execute the technical solution in any of the aforementioned method embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0131] It should be understood that the above-described device embodiments are merely illustrative, and the device of the present invention can also be implemented in other ways. For example, the division of units / modules in the above embodiments is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple units, modules, or components may be combined, or integrated into another system, or some features may be ignored or not executed.

[0132] Furthermore, unless otherwise specified, the functional units / modules in the various embodiments of the present invention can be integrated into one unit / module, or each unit / module can exist physically separately, or two or more units / modules can be integrated together. The integrated units / modules described above can be implemented in hardware or as software program modules.

[0133] Figure 7 This is a schematic diagram of the structure of an electronic device provided as an exemplary embodiment of the present invention. For example... Figure 7 As shown, the electronic device 70 includes:

[0134] Processor 71, memory 72, and communication interface 73;

[0135] The memory 72 is used to store the executable instructions of the processor 71; the executable instructions may be computer-executable instructions.

[0136] The processor 71 is configured to execute the technical solutions in any of the foregoing method embodiments by executing the executable instructions.

[0137] Optionally, the memory 72 can be either standalone or integrated with the processor 71.

[0138] Optionally, when the memory 72 is a device independent of the processor 71, the electronic device 70 may further include:

[0139] Bus 74, memory 72 and communication interface 73 are connected to processor 71 through bus 74 and complete communication with each other. Communication interface 73 is used to communicate with other devices.

[0140] Optionally, the communication interface 73 can be implemented using a transceiver. The communication interface is used to enable communication between the database access device and other devices (e.g., clients, read-write databases, and read-only databases). The memory may include random access memory (RAM) and may also include non-volatile memory, such as at least one disk drive.

[0141] Bus 74 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, only one line is used in the diagram, but this does not imply that there is only one bus or one type of bus.

[0142] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0143] The electronic device is used to execute the technical solutions in any of the foregoing method embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0144] This invention also provides a readable storage medium, which can be a computer-readable storage medium storing a computer program thereon. When the computer program is executed by a processor, it implements the technical solution provided in any of the foregoing method embodiments.

[0145] This invention also provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the technical solutions provided in any of the foregoing method embodiments.

[0146] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0147] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0148] Other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of the invention are indicated by the following claims.

[0149] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A lane keeping control method, characterized in that, include: Obtain lane line information and obstacle areas around the current vehicle; The current vehicle's trajectory is determined based on the lane line information and a preset offset, wherein the offset is determined based on the lane line width and the width of the current vehicle. Calculate the initial trajectory coefficient between the current vehicle and the obstacle area based on the driving trajectory and the lane line information; The initial trajectory coefficients are converted into first trajectory coefficients based on the distance between the current vehicle's center of gravity and the front axle. If the first trajectory coefficient is less than the first threshold, the current vehicle's driving speed is obtained; based on the driving speed and the lane line information, a first aiming point and a second aiming point are selected on the driving trajectory, the distance between the first aiming point and the current vehicle is less than the distance between the second aiming point and the current vehicle, and lane keeping operation is performed based on the driving trajectory and the aiming point.

2. The lane keeping control method according to claim 1, characterized in that, The lane-keeping operation based on the driving trajectory and the pre-aiming point includes: Obtain the road curvature in the current vehicle's preset direction; The first weight corresponding to the first aiming point and the second weight corresponding to the second aiming point are determined based on the driving speed and the road curvature. The target angle value is determined based on the first aiming point, the second aiming point, the first weight, and the second weight. The target angle value is used to control the trajectory following of the current vehicle.

3. The lane keeping control method according to claim 1, characterized in that, Also includes: If the first trajectory coefficient is less than the first threshold, the current basic state of the vehicle is detected. The basic state includes at least one of the following: hazard light status, electronic power steering system EPS actuator error status, yaw rate exceeding limit status, steering wheel speed status, and braking status. If the basic conditions are not met, lane keeping operation will not be performed.

4. The lane keeping control method according to claim 1, characterized in that, The lane-keeping operation also includes: If the first trajectory coefficient is less than the first threshold, detect whether the driver's hand torque on the steering wheel of the current vehicle is greater than or equal to the second threshold. If the value is greater than or equal to the second threshold, lane keeping operation will not be performed.

5. The lane keeping control method according to claim 1, characterized in that, Also includes: Obtain the position and speed of the following vehicles of the current vehicle; The collision time is calculated based on the position and speed of the approaching vehicle. If the collision time is less than the third threshold and the lateral distance between the current vehicle and the following vehicle is less than the fourth threshold, then lane keeping operation is performed.

6. The lane keeping control method according to claim 1, characterized in that, Also includes: If a target object is present on the opposite and / or furthest side of the lane, the lane keeping operation will not be performed.

7. A lane keeping control device, characterized in that, include: The acquisition module is used to acquire lane line information and obstacle areas around the current vehicle; The trajectory determination module is used to determine the driving trajectory of the current vehicle based on the lane line information and a preset offset, wherein the offset is determined based on the lane line width and the width of the current vehicle. The coefficient determination module is used to calculate the initial trajectory coefficient between the current vehicle and the obstacle area based on the driving trajectory and the lane line information; and to convert the initial trajectory coefficient into a first trajectory coefficient based on the distance between the center of gravity and the front axle of the current vehicle. The lane-keeping module is used to obtain the current vehicle's speed when the first trajectory coefficient is less than a first threshold; select a first aiming point and a second aiming point on the driving trajectory according to the driving speed and the lane line information, wherein the distance between the first aiming point and the current vehicle is less than the distance between the second aiming point and the current vehicle; and perform lane-keeping operation according to the driving trajectory and the aiming points.

8. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method of any one of claims 1 to 6.

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