Vehicle lateral control method and device and vehicle

Abstract

The invention provides a vehicle lateral control method and device and a vehicle. The vehicle lateral control method and device can be applied to the field of intelligent driving. The method comprises the following steps: acquiring a first guide track, wherein the first guide track is a track obtained after a lateral active safety function is pre-activated; and determining whether to activate the lateral active safety function or not according to a first collision risk when the vehicle runs along the first guide track. The method and device can be applied to an intelligent automobile or an electric automobile, the accuracy of activation of the lateral active safety function can be improved, and therefore the driving experience of a user can be improved.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving, and more specifically, to a vehicle lateral control method, device and vehicle. Background Art

[0002] When the vehicle encounters an unexpected risk, the lateral active safety feature (if equipped) intervenes when conditions are met to avoid or minimize damage. Lateral movement may be involved when the lateral active safety feature intervenes to guide the vehicle to the designated location. In some scenarios, activating the lateral active safety feature may not meet user expectations and may result in a negative driving experience. Summary of the Invention

[0003] The present application provides a vehicle lateral control method, device and vehicle, which help to improve the accuracy of activating lateral active safety functions, thereby helping to improve the user's driving experience.

[0004] In a first aspect, the present application provides a vehicle lateral control method, the method comprising: obtaining a first guide trajectory, which is a trajectory obtained after pre-activating a lateral active safety function; and determining whether to activate the lateral active safety function based on a first collision risk when the vehicle travels along the first guide trajectory.

[0005] Based on the above technical solution, by assessing the collision risk of the vehicle while traveling along the guidance trajectory, it is possible to determine whether to activate the lateral active safety function. This helps improve the accuracy of lateral active safety function activation, avoids secondary safety risks caused by activation of the lateral active safety function, and thus helps improve the user's driving experience.

[0006] In some possible implementations, determining whether to activate the lateral active safety function is based on the first collision risk when the vehicle is traveling along the first guide trajectory, including: when the first collision risk when the vehicle is traveling along the first guide trajectory is greater than the preset collision risk, determining not to activate the lateral active safety function.

[0007] In some possible implementations, the method further includes: determining the first collision risk based on a time to collision (TTC) between the vehicle and an obstacle when the vehicle travels along the first guide trajectory.

[0008] In some possible implementations, obtaining the first guidance trajectory includes: when the distance between the center line (or longitudinal axis) of the vehicle and the center line of the lane in which the vehicle is located is greater than or equal to a first preset distance, or the distance between the tires of the vehicle and the lane line is less than or equal to a second preset distance, obtaining the first guidance trajectory, the first guidance trajectory being a guidance trajectory planned after pre-activating the lane keeping assist (LKA) or emergency lane keeping assist (ELKA) function.

[0009] In some possible implementations, obtaining the first guidance trajectory includes: when the collision risk between the vehicle and the obstacle ahead is greater than or equal to a preset collision risk, obtaining the first guidance trajectory, the first guidance trajectory being a guidance trajectory planned after pre-activating the autonomous emergence steering (AES) or emergency steering assist (ESA) function.

[0010] In some possible implementations, pre-activating the lateral active safety feature can be understood as not activating the feature yet. The purpose of pre-activating the lateral active safety feature is to allow the vehicle to plan a guidance trajectory and thereby assess the safety of the guidance trajectory. The vehicle can determine whether to activate the lateral active safety feature based on the safety assessment of the guidance trajectory.

[0011] In combination with the first aspect, in certain implementations of the first aspect, determining whether to activate the lateral active safety function based on the first collision risk when the vehicle is traveling along the first guide trajectory includes: determining whether to activate the lateral active safety function based on the first collision risk and the physical comfort of the user when the vehicle is traveling along the first guide trajectory, and the user is located in the cabin of the vehicle.

[0012] In some possible implementations, the perceived comfort is determined by the distance between the vehicle and the obstacle when the collision risk between the vehicle and the obstacle is less than a preset collision risk (or, there is no collision risk between the vehicle and the obstacle), and / or the situation in which the driver steps on the brake pedal.

[0013] Based on the above technical solution, by evaluating the collision risk of the vehicle and the user's comfort experience while driving along the guided trajectory, it can determine whether to activate the lateral active safety function. This can avoid secondary safety risks caused by activating the lateral active safety function and also prevent discomfort and pressure on the user, thereby helping to improve the user's driving experience.

[0014] In some possible implementations, whether to activate the lateral active safety function is determined based on the first collision risk and the user's perceived comfort when the vehicle is traveling along the first guide trajectory, including: determining whether to activate the lateral active safety function based on a first weight, a second weight, the first collision risk, and the perceived comfort, wherein the first weight is the weight corresponding to the first collision risk, the second weight is the weight corresponding to the perceived comfort, and the first weight is greater than the second weight.

[0015] In combination with the first aspect, in certain implementations of the first aspect, the lateral active safety function is a lane keeping function, the vehicle is located in a first lane, the first lane includes a first lane line and a second lane line, and the obtaining of the first guide trajectory includes: when the distance between the vehicle and the first lane line is less than or equal to a first preset distance, obtaining the first guide trajectory; wherein, based on the first collision risk and the user's physical comfort when the vehicle is traveling along the first guide trajectory, determining whether to activate the lateral active safety function includes: when the distance between the vehicle and the obstacle is less than or equal to the preset distance when the vehicle is traveling along the first guide trajectory, determining not to activate the lane keeping function, the obstacle being a vehicle traveling on the second lane line.

[0016] Based on the above technical solution, if the vehicle determines that the distance between the vehicle and other vehicles crossing the lane line after the lane keeping function is activated is too close, the lane keeping function can be deactivated. This can avoid the discomfort and pressure caused by the activation of the lane keeping function, thereby helping to improve the user's driving experience.

[0017] In some possible implementations, the lane keeping function may include LKA or ELKA.

[0018] In some possible implementations, when the distance between the vehicle and the obstacle is less than or equal to a preset distance when the vehicle is traveling along the first guide trajectory, it is determined not to activate the lane keeping function, including: when the vehicle is traveling along the first guide trajectory, the first collision risk between the vehicle and the obstacle is a preset collision risk (or, there is no collision risk between the vehicle and the obstacle) and the distance between the vehicle and the obstacle is less than or equal to the preset distance, it is determined not to activate the lane keeping function.

[0019] In some possible implementations, the obstacle is a large vehicle, such as a truck, a trailer, etc.

[0020] In some possible implementations, when the distance between the vehicle and the obstacle is less than or equal to a preset distance when the vehicle is traveling along the first guide trajectory, it is determined not to activate the lane keeping function, including: when the distance between the vehicle and the obstacle is less than or equal to the preset distance when the duration is greater than or equal to a preset duration when the vehicle is traveling along the first guide trajectory, it is determined not to activate the lane keeping function.

[0021] In combination with the first aspect, in certain implementations of the first aspect, the lateral active safety function is a lane keeping function, the vehicle is located in the first lane, and obtaining the first guide trajectory includes: obtaining the first guide trajectory when the distance between the vehicle and the second lane is less than or equal to a first preset distance; wherein, based on the first collision risk and the user's physical comfort when the vehicle is traveling along the first guide trajectory, determining whether to activate the lateral active safety function includes: activating the lane keeping function when the collision risk between the vehicle and an obstacle in the second lane when traveling along the predicted trajectory meets a first preset condition and the situation in which the driver steps on the brake pedal when the vehicle is traveling along the first guide trajectory does not meet a second preset condition.

[0022] The above predicted trajectory can be the trajectory of the vehicle in the future when there is no driver intervention or the lateral active safety function is not involved.

[0023] Based on the above technical solution, the vehicle can activate the lane keeping function when the collision risk between the vehicle and an obstacle in an adjacent lane meets a preset condition and the driver's braking does not meet a second preset condition. This way, although the driver may apply the brakes after activating the lane keeping function (which will affect the user's physical comfort), the risk of collision between the vehicle and an obstacle in the adjacent lane caused by not activating the lane keeping function can be avoided, helping to improve user driving safety.

[0024] In some possible implementations, the first preset condition includes that the TTC between the vehicle and the obstacle when traveling along the predicted trajectory is less than or equal to a preset TTC.

[0025] In some possible implementations, the second preset condition includes that when the vehicle is traveling along the first guide trajectory, the number of times the driver steps on the brake pedal within a preset time period is greater than or equal to a preset number, and / or the duration for which the driver steps on the brake pedal within the preset time period is greater than or equal to the preset time period, and / or the rate of change of the opening of the brake pedal within the preset time period is greater than or equal to a preset rate of change.

[0026] In combination with the first aspect, in certain implementations of the first aspect, before determining whether to activate the lateral active safety function based on the first collision risk when the vehicle is traveling along the first guide trajectory, the method also includes: obtaining a first predicted trajectory, which is the predicted trajectory of the vehicle when the lateral active safety function is not activated; determining the second collision risk when the vehicle is traveling along the first predicted trajectory; wherein, determining whether to activate the lateral active safety function based on the first collision risk when the vehicle is traveling along the first guide trajectory includes: determining whether to activate the lateral active safety function based on the first collision risk and the second collision risk.

[0027] Based on the above technical solution, the vehicle can determine whether to activate the lateral active safety function based on the second collision risk when traveling along the first predicted trajectory and the first collision risk when traveling along the first guided trajectory. This comprehensive assessment of the collision risks along the predicted and guided trajectories can determine whether to activate the lateral active safety function, helping to reduce vehicle safety risks and thus improving the user's driving experience.

[0028] In combination with the first aspect, in certain implementations of the first aspect, determining whether to activate the lateral active safety function based on the first collision risk and the second collision risk includes: determining whether to activate the lateral active safety function based on the first collision risk, the second collision risk and the type of obstacle.

[0029] Based on the above technical solution, by predicting the collision risk assessment on the trajectory and the guided trajectory, as well as the type of obstacle, a comprehensive judgment is made on whether to activate the lateral active safety function, which helps to further reduce the safety risks between the vehicle and obstacles (such as vulnerable road users (VRUs)), thereby helping to improve the user's driving experience.

[0030] In combination with the first aspect, in certain implementations of the first aspect, the lateral active safety function is an emergency steering function, the vehicle is located in the first lane, and the determination of whether to activate the lateral active safety function is based on the first collision risk, the second collision risk and the type of obstacle, including: when the first collision risk of the vehicle with other vehicles in the second lane when traveling along the first guide trajectory meets the third preset condition and the second collision risk of the vehicle with the VRU in the first lane when traveling along the first predicted trajectory meets the fourth preset condition, determining to activate the emergency steering function, and the second lane is adjacent to the first lane; or, when the first collision risk of the vehicle with the VRU in the second lane when traveling along the first guide trajectory meets the third preset condition and the second collision risk of the vehicle with other vehicles in the first lane when traveling along the first predicted trajectory meets the fourth preset condition, determining not to activate the emergency steering function.

[0031] Based on the above technical solution, when the vehicle evaluates the collision risk of the guided trajectory and the predicted trajectory, it can give priority to avoiding collisions between the vehicle and the VRU, which helps to avoid safety accidents caused by the vehicle and the VRU.

[0032] In some possible implementations, the third preset condition includes that the collision time between the vehicle and the obstacle is less than or equal to a preset TTC.

[0033] In some possible implementations, the fourth preset condition includes that the collision time between the vehicle and the obstacle is less than or equal to a preset TTC.

[0034] In combination with the first aspect, in certain implementations of the first aspect, determining whether to activate the lateral active safety function is based on the first collision risk and the second collision risk, including: inputting the state of the vehicle, the state of the obstacle, the first collision risk and the second collision risk into a prediction model to obtain the evaluation result, and the evaluation result indicates whether to activate the lateral active safety function; wherein, the prediction model is trained by sample data, and the sample data includes the state of a sample vehicle, the state of a sample obstacle, the collision risk of the sample vehicle with the sample obstacle when traveling along a second guide trajectory, and the collision risk of the sample vehicle with the sample obstacle when traveling along a second predicted trajectory.

[0035] In the second aspect, the present application provides a vehicle lateral control device, which includes: an acquisition unit for acquiring a first guide trajectory, which is a trajectory obtained after pre-activating the lateral active safety function; a determination unit for determining whether to activate the lateral active safety function based on a first collision risk when the vehicle is traveling along the first guide trajectory.

[0036] In combination with the second aspect, in certain implementations of the second aspect, the determination unit is specifically used to determine whether to activate the lateral active safety function based on the first collision risk and the user's physical comfort when the vehicle is traveling along the first guide trajectory, the user is located in the cabin of the vehicle, and the physical comfort is determined by the distance between the vehicle and the obstacle, and / or the situation of the driver stepping on the brake pedal.

[0037] In combination with the second aspect, in certain implementations of the second aspect, the lateral active safety function is a lane keeping function, the vehicle is located in a first lane, the first lane includes a first lane line and a second lane line, the acquisition unit is specifically used to: when the distance between the vehicle and the first lane line is less than or equal to a first preset distance, acquire the first guide trajectory; the determination unit is specifically used to: when the distance between the vehicle and the obstacle is less than or equal to a preset distance when the vehicle is traveling along the first guide trajectory, determine that the lane keeping function is not activated, and the obstacle is a vehicle traveling on the second lane line.

[0038] In combination with the second aspect, in certain implementations of the second aspect, the lateral active safety function is a lane keeping function, the vehicle is located in the first lane, and the acquisition unit is specifically used to: acquire the first guide trajectory when the distance between the vehicle and the second lane is less than or equal to a first preset distance; the determination unit is specifically used to: activate the lane keeping function when the risk of collision between the vehicle and an obstacle in the second lane when traveling along the predicted trajectory meets a first preset condition and the situation of the driver stepping on the brake pedal when the vehicle is traveling along the first guide trajectory does not meet a second preset condition.

[0039] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is further used to: acquire a first predicted trajectory, which is the predicted trajectory of the vehicle when the lateral active safety function is not activated; the determination unit is further used to: determine the second collision risk when the vehicle travels along the first predicted trajectory; wherein the determination unit is specifically used to: determine whether to activate the lateral active safety function based on the first collision risk and the second collision risk.

[0040] In combination with the second aspect, in certain implementations of the second aspect, the determining unit is specifically configured to determine whether to activate the lateral active safety function based on the first collision risk, the second collision risk, and the type of the obstacle.

[0041] In combination with the second aspect, in certain implementations of the second aspect, the lateral active safety function is an emergency steering function, the vehicle is located in the first lane, and the determination unit is specifically used to: determine to activate the emergency steering function when the first collision risk between the vehicle and other vehicles in the second lane meets the third preset condition and the second collision risk between the vehicle and the VRU in the first lane meets the fourth preset condition, and the second lane is adjacent to the first lane; or, determine not to activate the emergency steering function when the first collision risk between the vehicle and the VRU in the second lane meets the third preset condition and the second collision risk between the vehicle and other vehicles in the first lane meets the fourth preset condition.

[0042] In combination with the second aspect, in certain implementations of the second aspect, the determination unit is specifically used to: input the state of the vehicle, the state of the obstacle, the first collision risk and the second collision risk into the prediction model to obtain the evaluation result, and the evaluation result indicates whether to activate the lateral active safety function; wherein, the prediction model is trained by sample data, and the sample data includes the state of the sample vehicle, the state of the sample obstacle, the collision risk of the sample vehicle with the sample obstacle when traveling along the second guide trajectory, and the collision risk of the sample vehicle with the sample obstacle when traveling along the second predicted trajectory.

[0043] In a third aspect, the present application provides a vehicle lateral control device, which includes a processor and a memory, wherein the memory is used to store instructions, and the processor executes the instructions stored in the memory to enable the device to perform any possible method in the first aspect.

[0044] In a fourth aspect, the present application provides a vehicle comprising any possible device in the second aspect or the third aspect.

[0045] In a fifth aspect, the present application provides a computer program product, comprising: a computer program code, which, when executed on a computer, enables the computer to execute any possible method in the first aspect.

[0046] It should be noted that the above-mentioned computer program code can be stored in whole or in part on the first storage medium, wherein the first storage medium can be packaged together with the processor or separately packaged with the processor, and the embodiments of the present application do not specifically limit this.

[0047] In a sixth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a program code. When the computer program code runs on a computer, the computer executes any possible method in the first aspect above.

[0048] In a seventh aspect, the present application provides a chip system comprising a processor for calling a computer program or computer instructions stored in a memory so that the processor executes any possible method in the above-mentioned first aspect.

[0049] In combination with the seventh aspect, in a possible implementation, the processor is coupled to the memory through an interface.

[0050] In combination with the seventh aspect, in a possible implementation, the chip system also includes a memory, in which a computer program or computer instructions are stored.

[0051] In an eighth aspect, the present application provides a chip system including a circuit for executing any possible method in the first aspect above. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 It is a functional block diagram of the vehicle provided in an embodiment of the present application.

[0053] Figure 2 It is a schematic block diagram of an advanced driver assistance system ADAS provided in an embodiment of the present application.

[0054] Figure 3This is a schematic flowchart of a method for activating the lateral active safety function provided in an embodiment of the present application.

[0055] Figure 4 It is a schematic diagram of the application scenario provided by the embodiment of the present application.

[0056] Figure 5 This is another schematic diagram of an application scenario provided by an embodiment of the present application.

[0057] Figure 6 This is another schematic diagram of an application scenario provided by an embodiment of the present application.

[0058] Figure 7 This is another schematic diagram of an application scenario provided by an embodiment of the present application.

[0059] Figure 8 This is another schematic diagram of an application scenario provided by an embodiment of the present application.

[0060] Figure 9 This is another schematic diagram of an application scenario provided by an embodiment of the present application.

[0061] Figure 10 This is another schematic diagram of an application scenario provided by an embodiment of the present application.

[0062] Figure 11 This is another schematic diagram of an application scenario provided by an embodiment of the present application.

[0063] Figure 12 Schematic diagram of the prediction model provided in the embodiment of the present application.

[0064] Figure 13 It is a schematic flow chart of the vehicle lateral control method provided in an embodiment of the present application.

[0065] Figure 14 It is a schematic block diagram of a vehicle lateral control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0066] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is only a way to describe the association relationship of associated objects, indicating that there can be three kinds of relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. "At least one" means one or more. For example, "at least one of A and B" is similar to "A and / or B", describing the association relationship of associated objects, indicating that there can be three kinds of relationships, for example, at least one of A and B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0067] In the embodiments of the present application, prefixes such as "first" and "second" are used only to distinguish different description objects and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present application does not constitute a restriction on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary restriction. In addition, in the description of this embodiment, unless otherwise specified, the meaning of "plurality" is two or more.

[0068] Figure 1 It is a functional block diagram of the vehicle 100 provided in an embodiment of the present application. The vehicle 100 may include a perception system 110, a computing platform 120 and a display device 130, wherein the perception system 110 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the perception system 110 may include a positioning system, and the positioning system may be a global positioning system (GPS), or a BeiDou system or other positioning systems. For another example, the perception system 110 may include one or more of an inertial measurement unit (IMU), an acceleration sensor, a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device. Exemplarily, the acceleration sensor may include a sensor for detecting the acceleration signal of an air suspension system, or may also include a sensor for the acceleration signal of an ESC.

[0069] Some or all functions of vehicle 100 may be controlled by computing platform 120. Computing platform 120 may include one or more processors, such as processors 121 to 12n (n is a positive integer). A processor is a circuit capable of processing signals. In one implementation, the processor may be a circuit capable of reading and executing instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a type of microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement certain functions through the logical relationships of hardware circuits. The logical relationships of the hardware circuits may be fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration file to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, the processor may also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory for storing instructions, and some or all of the processors 121 to 12n may call the instructions in the memory to implement corresponding functions.

[0070] The display devices 130 in the cockpit are mainly divided into two categories: the first is the vehicle-mounted display screen; the second is a projection display screen, such as a head-up display (HUD). The vehicle-mounted display screen is a physical display screen and a key component of the in-vehicle infotainment system. The cockpit can be equipped with multiple displays, such as the digital instrument panel, the central control screen, the display in front of the front passenger (also known as the front passenger), the display in front of the left rear passenger, and the display in front of the right rear passenger. Even the vehicle windows can serve as display screens. A head-up display, also known as a head-up display system, is primarily used to display driving information such as speed and navigation on a display device in front of the driver (such as the windshield). This reduces the driver's gaze shift time, avoids pupil changes caused by the driver's gaze shift, and improves driving safety and comfort. HUDs include, for example, combiner-HUD (C-HUD), windshield-HUD (W-HUD), and augmented reality HUD (AR-HUD). It should be understood that other types of HUD systems may appear as technology evolves, and this application is not limited to this.

[0071] The above display device 130 is described by taking a vehicle-mounted display screen and a projection display screen as examples, and the embodiments of the present application are not limited thereto. For example, the display device 130 can also be a light display screen or a projection screen.

[0072] Vehicle 100 may include an advanced driving assistant system (ADAS). ADAS utilizes a variety of sensors on the vehicle (including but not limited to: lidar, millimeter-wave radar, camera, ultrasonic sensor, global positioning system, inertial measurement unit) to obtain information from the vehicle's surroundings, and analyzes and processes the obtained information to implement functions such as obstacle perception, target recognition, vehicle positioning, path planning, driver monitoring / reminders, etc., thereby improving the safety, automation and comfort of vehicle driving.

[0073] For example, Figure 2A schematic block diagram of an ADAS provided by an embodiment of the present application is shown. The ADAS may include three functional modules: a perception module 210, a regulation and control module 220, and a drive-by-wire module 230. The perception module 210 uses sensors to perceive the vehicle's surroundings and inputs corresponding real-time data to the regulation and control module 220. Based on the information acquired by the perception module 210, the regulation and control module 220 pre-activates the lateral active safety function and plans a guidance trajectory for the vehicle 100. The regulation and control module 220 may assess the safety of the guidance trajectory. If the safety assessment of the guidance trajectory passes, the regulation and control module 220 may activate the lateral active safety function and send the guidance trajectory to the drive-by-wire module 230. After receiving the guidance trajectory information from the regulation and control module 220, the drive-by-wire module 230 may take appropriate actions, such as lane keeping, emergency steering, lane departure warning, etc. Alternatively, if the safety assessment of the guidance trajectory fails, the regulation and control module 220 may determine not to activate the lateral active safety function and thus not send the guidance trajectory information to the drive-by-wire module 230.

[0074] The above perception module 210 may be the above perception system 110 , and the regulation and control module 220 may be located in the above computing platform 120 .

[0075] At different levels of autonomous driving (L0-L5), ADAS can achieve different levels of autonomous driving assistance based on artificial intelligence algorithms and information obtained from multiple sensors. The above autonomous driving levels (L0-L5) are based on the classification standards of the Society of Automotive Engineers (SAE). Among them, L0 is no automation; L1 is driving assistance; L2 is partial automation; L3 is conditional automation; L4 is high automation; and L5 is full automation. At levels L1 to L3, the tasks of monitoring road conditions and responding are completed jointly by the driver and the system, and the driver must take over dynamic driving tasks. Levels L4 and L5 allow the driver to completely transform into a passenger.

[0076] As previously mentioned, when a vehicle encounters an unexpected risk, the lateral active safety feature (if equipped) intervenes when conditions are met to avoid or minimize injury. Lateral displacement may be involved when the lateral active safety feature intervenes to guide the vehicle to the designated location. In some scenarios, activating the lateral active safety feature may not meet user expectations and may result in a negative driving experience.

[0077] For example, if there is a stationary vehicle in front of the vehicle and the vehicle is deviating to an adjacent lane, activating the lane keeping function of the vehicle may cause a secondary safety risk between the vehicle and the stationary vehicle.

[0078] For example, when a large vehicle invades the lane where the vehicle is located, the vehicle deviates to the lane line (or curb) on the side away from the large vehicle. If the vehicle activates the lane keeping function at this time, it may cause discomfort and pressure to the driver.

[0079] After research by the technical personnel of this application, it was found that the existing technology lacks a safety assessment process for the guidance trajectory after the lateral active safety function is activated, which may lead to the following problems:

[0080] (1) The vehicle may collide with other traffic participants when traveling on the guided trajectory;

[0081] (2) The guidance trajectory may go against the driver's intention, causing discomfort and pressure to the driver.

[0082] Based on the above research, the present invention provides a lateral control method that determines whether to activate the lateral active safety function by performing a safety assessment on the guidance trajectory after the lateral active safety function is pre-activated. This method, based on the safety assessment of the guidance trajectory, helps avoid secondary safety risks between the vehicle and obstacles, improves user comfort, and ultimately enhances the user's driving experience.

[0083] For example, the safety assessment of the guided trajectory includes but is not limited to the following two aspects:

[0084] (1) Whether there is a risk of collision with other traffic participants when the vehicle is traveling on the guidance trajectory;

[0085] (2) Whether the driver feels obvious discomfort and pressure when the vehicle is driving on the guided trajectory.

[0086] Figure 3 A schematic flow chart of a method 300 for activating the lateral active safety function provided in an embodiment of the present application is shown. The method 300 can be executed by the vehicle 100 or by the control module 220. The method 300 is described below using the vehicle 100 as an example. The method 300 includes:

[0087] S301 : Determine whether to pre-activate a lateral active safety function based on at least one of a state of an obstacle, a state of the vehicle 100 , and road structure information.

[0088] Illustratively, the state of the obstacle includes one or more of the position, velocity, acceleration, and heading angle of the obstacle.

[0089] For example, obstacles may include other vehicles and VRUs, such as pedestrians, cyclists, or users of electric bicycles.

[0090] Exemplarily, the state of the vehicle 100 includes one or more of the position, speed, acceleration, and heading angle of the vehicle 100 .

[0091] For example, the road structure information may include lane line information, such as the relative position relationship between the vehicle 100 and the lane line, and the type of the lane line (e.g., solid line or dashed line, etc.).

[0092] If it is determined based on at least one of the state of the obstacle, the state of the vehicle 100 and the road structure information that the lateral active safety function is to be pre-activated, S302 may be executed; otherwise, the process returns to S301 .

[0093] The above triggering conditions for pre-activating the lateral active safety function are merely illustrative and are not specifically limited in this application.

[0094] The above pre-activation of the lateral active safety function can be understood as not actually activating the lateral active safety function. The purpose of pre-activating the lateral active safety function is to allow the aforementioned control module 220 to plan a guidance trajectory. Vehicle 100 can determine whether to activate the lateral active safety function based on the safety assessment results of the guidance trajectory.

[0095] The above activation of the lateral active safety function can be understood as the vehicle 100 controlling the vehicle driving based on the guidance trajectory.

[0096] S302 : When determining to pre-activate the lateral active safety function, planning a guidance trajectory.

[0097] For example, Figure 4 A schematic diagram of an application scenario provided by an embodiment of the present application is shown. When the distance between the left tire of vehicle 100 and lane line 1 is less than or equal to a preset distance, vehicle 100 can pre-activate the LKA function or the ELKA function. At this time, vehicle 100 can plan a guidance trajectory 1.

[0098] For example, Figure 5 A schematic diagram illustrating another application scenario provided by an embodiment of the present application is shown. When a high-speed vehicle 100 determines that there is a risk of collision with a stationary vehicle 200 in the same lane (e.g., lane 1), the vehicle 100 can pre-activate the ESA function. At this point, the vehicle 100 can plan a guidance trajectory 2.

[0099] Pre-activating the lateral active safety function (e.g., ELKA or ESA) and planning a guided trajectory does not necessarily mean that the vehicle 100 will immediately follow the planned guided trajectory. The vehicle 100 may first assess the safety of the guided trajectory. If the assessment meets the requirements, the vehicle 100 will activate the lateral active safety function and then follow the guided trajectory.

[0100] S303 : The vehicle 100 determines whether to activate the lateral active safety function based on the safety evaluation result of the guidance trajectory.

[0101] If the vehicle 100 determines to activate the lateral active safety function, S304 is executed; otherwise, S305 is executed.

[0102] Optionally, the vehicle 100 performs a safety assessment on the guide trajectory, including: the vehicle 100 assesses the collision risk when the vehicle 100 travels along the guide trajectory, and / or assesses the user's experience comfort when traveling along the guide trajectory (or assesses whether it violates the driver's intention).

[0103] For example, Figure 6 A schematic diagram illustrates another application scenario provided by an embodiment of the present application. When the distance between high-speed vehicle 100 and lane line 1 is less than or equal to a preset distance, vehicle 100 pre-activates the LKA function and plans guidance trajectory 3. During the safety assessment of guidance trajectory 3, if vehicle 100 determines that there is a risk of collision with low-speed vehicle 200 in lane 1 while following guidance trajectory 3, the vehicle may determine that the safety assessment of guidance trajectory 3 has failed, or that guidance trajectory 3 is risky. In this case, vehicle 100 may deactivate the LKA function.

[0104] For example, Figure 7 A schematic diagram of another application scenario provided by an embodiment of the present application is shown. When the distance between vehicle 100 and lane line 1 is less than or equal to a preset distance, vehicle 100 pre-activates the LKA function and plans guidance trajectory 4. During the safety assessment of guidance trajectory 4, vehicle 100 determines that when driving along guidance trajectory 4, the distance to the truck driving on lane line 2 is too close, which may cause pressure and discomfort to the user in the cabin. In this way, vehicle 100 may determine that the safety assessment of guidance trajectory 4 has failed, or that guidance trajectory 4 violates the driver's intention (or will cause discomfort and pressure to the user). At this time, vehicle 100 may decide not to activate the LKA function.

[0105] For example, Figure 8A schematic diagram of another application scenario provided by an embodiment of the present application is shown. The vehicle 100 in a low-speed state will deviate to lane 2 according to the predicted trajectory 1 according to the current vehicle speed and heading angle, when there is no intervention from the driver and the lateral active safety function. When the vehicle 100 determines that there is a risk of collision with a fast-oncoming vehicle from the left rear (vehicle 300), the vehicle 100 can pre-activate the ELKA function and plan a guide trajectory 5. When the vehicle 100 determines in the process of safety assessment of the guide trajectory 5 that there is no risk of collision with the vehicle 400 in a high-speed state in lane 1 when traveling along the guide trajectory 5, it can be determined that the safety assessment of the guide trajectory 5 has passed, or that there is a risk of collision when the vehicle 100 deviates to lane 2. At this time, the vehicle 100 can activate the ELKA function.

[0106] The above passed Figures 6 to 8 This article introduces the application scenarios of whether to activate the lane keeping function. Figure 9 and Figure 10 This section describes the application scenarios for activating the emergency steering function.

[0107] For example, Figure 5 As shown, the vehicle 100 determines during the safety assessment of the guidance trajectory 2 that there is no collision risk when traveling along the guidance trajectory 2, and can determine that the safety assessment of the guidance trajectory 2 has passed, or that there is no collision risk when the vehicle 100 deviates into the lane 2. At this time, the vehicle 100 can activate the ESA function.

[0108] For example, Figure 9 A schematic diagram illustrates another application scenario provided by an embodiment of the present application. When a high-speed vehicle 100 determines there is a risk of collision with a pedestrian ahead, the vehicle 100 can pre-activate the ESA function. At this point, the vehicle 100 can plan a guidance trajectory 6. If, during a safety assessment of guidance trajectory 6, the vehicle 100 determines there is no risk of collision with a low-speed vehicle 500 in lane 2 while following the guidance trajectory 6, the ESA function can be activated.

[0109] For example, Figure 10A schematic diagram of another application scenario provided by an embodiment of the present application is shown. When the vehicle 100 in a high-speed state determines that there is a risk of collision with the stationary vehicle 600 in front, the vehicle 100 can pre-activate the ESA function. At this time, the vehicle 100 can plan a guide trajectory 7. When the vehicle 100 determines during the safety assessment of the guide trajectory 7 that there is a risk of collision with pedestrians in lane 2 when traveling along the guide trajectory 7, the ESA function can be deactivated. In this way, when the ESA function is not activated, the driver in the vehicle 100 can avoid a collision with the vehicle 600 by stepping on the brake pedal (or, the vehicle 100 can avoid a collision with the vehicle 600 by triggering the longitudinal active safety function). Although this may affect the user experience comfort in the cockpit, it can avoid safety accidents between the vehicle 100 and pedestrians after the ESA function is activated.

[0110] S304 , the vehicle 100 activates the lateral active safety function and controls the vehicle 100 according to the guidance trajectory.

[0111] S305 : The vehicle 100 does not activate the lateral active safety function.

[0112] In this embodiment, the safety assessment of the guidance trajectory is incorporated into the process of determining whether the lateral active safety function is activated, continuously evaluating the safety of the guidance trajectory. If the guidance trajectory presents a safety risk, the activation of the lateral active safety function can be suppressed, helping to avoid secondary safety risks caused by the activation of the lateral active safety function and improving the user's driving experience.

[0113] Compared to traditional lateral active safety features, safety-assessment-based lateral active safety features not only consider the risk to the vehicle without intervention, but also assess the risk associated with intervention. Recognizing driver intent, accurately predicting the vehicle's trajectory, and identifying key risk targets along the guided trajectory are particularly important.

[0114] For example, the security assessment target attribute cost Cost can be shown as formula (1):

[0115] Cost=w1*cost1+w2*cost2+w3*cost3+w4*cost4 (1)

[0116] Among them, cost1 is the cost of driving intention, cost2 is the cost of collision risk, cost3 is the cost of physical comfort index, cost4 is the cost of different risk scenarios, and w1, w2, w3w4 are the corresponding weights.

[0117] The higher the above safety assessment target attribute cost Cost is, the lower the probability that the vehicle 100 activates the lateral active safety function is; the lower the safety assessment target attribute cost Cost is, the higher the probability that the vehicle 100 activates the lateral active safety function is.

[0118] Optionally, if the safety assessment target attribute cost is greater than a preset threshold, the lateral active safety function may be deactivated; if the safety assessment target attribute cost is less than or equal to the preset threshold, the lateral active safety function may be activated. In practice, the preset threshold may be determined based on data regression.

[0119] For example, if the guidance trajectory planned when the lateral active safety function is pre-activated is inconsistent with the driver's intention, the driver's intention cost is higher; otherwise, the driver's intention cost is lower.

[0120] For example, if the collision risk between the planned guidance trajectory and the safety assessment target (or obstacle) when the lateral active safety function is pre-activated is greater, the collision risk cost is greater; conversely, the collision risk cost is lower.

[0121] For example, if the guidance trajectory planned when the lateral active safety function is pre-activated causes poor physical comfort for the user in the cabin, the physical comfort index cost is higher; otherwise, the physical comfort index cost is lower.

[0122] For example, different risk scenarios may correspond to different risk scenario costs.

[0123] For example, Figure 11 The following is a schematic diagram showing three application scenarios provided by the embodiment of the present application. These three application scenarios are Figure 11 The large vehicle crushing scene shown in (a) Figure 11 The parking intrusion scenario shown in (b) and Figure 11 The VRU scenario shown in (c) of Figure 1. The cost of the VRU scenario is greater than the cost of the large vehicle squeeze scenario, and the cost of the large vehicle squeeze scenario is greater than the cost of the parking intrusion scenario.

[0124] For example, there may be different costs for the same risk scenario.

[0125] For example, for Figure 11 As shown in (a) and Figure 7 The large vehicle crushing scene shown is due to Figure 11 In the scenario shown in (a) of FIG, the vehicle 100 and the truck are traveling opposite each other, and Figure 7 In the scenario shown, the vehicle 100 and the truck are traveling towards each other. Considering the relative speed at the time of collision, Figure 11 The cost of the large vehicle invasion scenario shown in (a) is greater than Figure 6The cost of the cart invasion scenario shown.

[0126] For example, Figure 11 As shown in (a) in the figure, the vehicle 100 can determine the predicted trajectory of the vehicle 100 in the future when there is no intervention of the lateral active safety function based on the current driving parameters (such as position, speed, acceleration and heading angle). At this time, since the distance between the vehicle 100 and the curb is less than or equal to the preset distance, the vehicle 100 can pre-activate LKA and plan a guidance trajectory (not shown in the figure). Since the heading angle indicated by the guidance trajectory deviates greatly from the heading angle indicated by the predicted trajectory, it can be determined that the guidance trajectory is inconsistent with the driver's intention. In this case, the driver's intention is to drive the vehicle close to the curb (or avoid the truck), but the guidance trajectory indicates that the vehicle is centered in lane 1 (or does not avoid the truck). When the vehicle 100 is driving along the guidance trajectory, the distance between it and the truck is too close, which may result in a collision risk and poor user experience comfort. In this case, the collision risk cost and the somatic comfort cost are high. The large truck intrusion scenario in which the vehicle 100 is located is the scenario with the highest cost among all the scenarios.

[0127] Therefore, the safety assessment target attribute calculated by formula (1) is relatively costly, and the vehicle 100 may not activate the lateral active safety function (eg, ELKA or LKA).

[0128] For the condition where there is a vehicle on the non-departure side of ELKA, the predicted trajectory and deviation condition of the ego vehicle can be modified in combination with the driver's intention to avoid activating the lane keeping function when the driver intentionally deviates. If the lane keeping function is still activated, the weights corresponding to the various costs in formula (1) can be dynamically adjusted in the subsequent safety assessment process. For example, for Figure 11 In the large vehicle intrusion scenario shown in (a), if the vehicle 100 activates ELKA, then in the subsequent safety assessment process, the weights corresponding to the collision risk cost and the somatosensory comfort index cost of the non-deviating side target in the safety assessment can be increased, making it easier for the target to be assessed as risky, so that the ELKA function can be deactivated.

[0129] For example, Figure 11 As shown in (a) of the figure, if a truck intrudes into the lane occupied by vehicle 100 and vehicle 100 deviates toward the solid line or curb on the other side, vehicle 100 may tend to determine that the driver is actively steering to avoid the truck and that vehicle 100 will actively return to the center position after completing the avoidance. Therefore, it is predicted that the vehicle's trajectory will not intersect the curb, etc., and there is no risk of deviating from the lane. In this case, vehicle 100 may decide not to activate the lane keeping function.

[0130] The above deviation conditions include but are not limited to the distance between the side of the vehicle 100 close to the lane line and the lane line, and the time required for the front edge of the vehicle to cross the lane line.

[0131] The above describes the process of whether to activate the lateral active safety function in conjunction with the safety assessment target attribute Cost, but the embodiments of the present application are not limited thereto. For example, a prediction model can also be used to predict whether to activate the lateral active safety function.

[0132] Figure 12 A schematic diagram of the prediction model provided in an embodiment of the present application is shown.

[0133] Exemplarily, the prediction model may be a residual neural network (ResNet), a recurrent neural network (RNN), or a multilayer perceptron (MLP).

[0134] Exemplarily, the prediction model may also be a machine learning model, such as a support vector machine (SVM).

[0135] Taking a lightweight perceptron network model as an example, the lightweight perceptron network model can be used to perform human-like modeling on the safety assessment module (the module that performs safety assessment on the guidance trajectory), and the entire safety assessment module can be established as a simple neural network classification problem.

[0136] During the model training phase, the model can be trained using a database. Different guidance trajectory decelerations are calibrated for different target attributes (or obstacle attributes), risk scenarios, guidance scenarios, and vehicle states, and the resulting human-like driving safety assessment is fitted. For example, the safety assessment results may include activating or deactivating the lateral active safety function.

[0137] Exemplarily, the target attributes include the type of obstacles, such as the types of obstacles in the lane where the vehicle 100 is located and the lanes adjacent to the lane, including large vehicles, stationary vehicles, VRUs, and general obstacles.

[0138] Illustratively, the risk scenarios include different risks when no intervention is performed on the vehicle 100. For example, different scenarios such as solid lines, curbs, vehicle-to-vehicle collisions, and vehicle-to-vehicle danger zones can be distinguished, and different collision deceleration thresholds can be calibrated.

[0139] The above vehicle-to-vehicle collision can be understood as the collision risk between a vehicle and other vehicles determined by an algorithm.

[0140] The aforementioned vehicle-to-vehicle danger zone can be understood as a situation where the algorithm determines that the vehicle is not at risk of collision but may be too close to an obstacle. Even when the vehicle and obstacle are too close, there may still be danger, so the vehicle-to-vehicle danger zone serves as a backup for vehicle-to-vehicle collisions.

[0141] Illustratively, the guidance scenario includes different risks faced by the guidance trajectory planned after intervention on the vehicle 100. For example, vehicle-to-VRU, vehicle-to-vehicle collision, close following, and large vehicle oppression can be distinguished to assess the risk after guidance.

[0142] Illustratively, the vehicle state includes the position, velocity, acceleration, and heading angle of the vehicle 100 and obstacles, which are used to assess the risk posed by the guiding action.

[0143] During the prediction phase, data collected by vehicle 100's sensors can be used to determine the obstacle's driving parameters (e.g., one or more of position, speed, acceleration, and heading angle), the safety risk when no intervention is performed on vehicle 100, and the safety risk when intervention is performed on vehicle 100. Vehicle 100 can input these driving parameters, obstacle driving parameters, safety risk when no intervention is performed on vehicle 100, and safety risk when intervention is performed on vehicle 100 into a lightweight perceptron network model to predict the safety assessment results.

[0144] The input of the above prediction model is only illustrative and is not limited to this embodiment of the present application. For example, the prediction model can also perform end-to-end prediction. For example, the vehicle 100 can input the raw data collected by the sensor (for example, at least one of a camera, a lidar, and a millimeter-wave radar) into the prediction model, thereby obtaining an evaluation result. The prediction model can be trained by sample data, which includes the raw data collected by the sensor of the sample vehicle.

[0145] Figure 13 A schematic flow chart of a vehicle lateral control method 1300 provided in an embodiment of the present application is shown. The method 1300 can be executed by the vehicle 100, or the computing platform 120, or the system consisting of the computing platform 120 and the perception system 110, or the system-on-a-chip (SoC) in the computing platform 120, or the processor, chip or circuit in the computing platform 120, or the regulation and control module 220. The method 1300 includes:

[0146] S1310: Acquire a first guidance trajectory, where the first guidance trajectory is a trajectory obtained after pre-activating the lateral active safety function.

[0147] Optionally, obtaining the first guidance trajectory includes: when the distance between the center line of the vehicle and the center line of the lane line is greater than or equal to a preset distance, obtaining the first guidance trajectory, the first guidance trajectory being a guidance trajectory planned after pre-activating the LKA or ELKA function.

[0148] Optionally, obtaining the first guidance trajectory includes: when the collision risk between the vehicle and the front obstacle is greater than or equal to a preset collision risk, obtaining the first guidance trajectory, the first guidance trajectory being a guidance trajectory planned after pre-activating the AES or ESA function.

[0149] The above pre-activation of the lateral active safety feature can be understood as not yet activating the feature. The purpose of pre-activating the lateral active safety feature is to plan a guidance trajectory for the vehicle and assess the safety of that trajectory. The vehicle can then determine whether to activate the lateral active safety feature based on the safety assessment of the guidance trajectory.

[0150] S1320: Determine whether to activate the lateral active safety function based on a first collision risk when the vehicle travels along the first guide trajectory.

[0151] Optionally, whether to activate the lateral active safety function is determined based on the first collision risk when the vehicle is traveling along the first guide trajectory, including: when the first collision risk when the vehicle is traveling along the first guide trajectory is greater than the preset collision risk, determining not to activate the lateral active safety function; or when the first collision risk when the vehicle is traveling along the first guide trajectory is less than or equal to the preset collision risk, determining not to activate the lateral active safety function.

[0152] Optionally, the method 1300 further includes: determining the first collision risk based on a TTC between the vehicle and the obstacle when the vehicle travels along the first guide trajectory.

[0153] For example, Figure 6 As shown, when vehicle 100 determines during the safety assessment of guidance trajectory 1 that the TTC between it and vehicle 200, which is also traveling at a low speed in lane 1, is less than or equal to the preset TTC when traveling along guidance trajectory 3, it can be determined that the safety assessment of guidance trajectory 3 has failed, or that guidance trajectory 3 is risky. In this case, vehicle 100 may not activate the ELKA function.

[0154] Optionally, the determining whether to activate the lateral active safety function based on the first collision risk when the vehicle is traveling along the first guide trajectory includes: determining whether to activate the lateral active safety function based on the first collision risk and the physical comfort of the user when the vehicle is traveling along the first guide trajectory, and the user is located in the cabin of the vehicle.

[0155] For example, the perceived comfort may be determined by the distance between the vehicle and an obstacle, and / or the situation in which the driver steps on the brake pedal.

[0156] Optionally, determining whether to activate the lateral active safety function is based on the first collision risk and the user's physical comfort when the vehicle is traveling along the first guide trajectory, including: determining whether to activate the lateral active safety function is based on a first weight, a second weight, the first collision risk and the user's physical comfort when the vehicle is traveling along the first guide trajectory, wherein the first weight is the weight corresponding to the first collision risk, the second weight is the weight corresponding to the physical comfort, and the first weight is greater than the second weight.

[0157] For example, the security assessment target attribute cost Cost can be shown as formula (2):

[0158] Cost=w2*cost2+w3*cost3 (2)

[0159] Among them, cost2 is the collision risk cost, cost3 is the somatosensory comfort index cost, and w2 and w3 are the corresponding weights.

[0160] Illustratively, w2 is greater than w3.

[0161] Optionally, the lateral active safety function is a lane keeping function, the vehicle is located in a first lane, the first lane includes a first lane line and a second lane line, and the obtaining of the first guide trajectory includes: when the distance between the vehicle and the first lane line is less than or equal to a first preset distance, obtaining the first guide trajectory; wherein, based on the first collision risk and the user's physical comfort when the vehicle is traveling along the first guide trajectory, determining whether to activate the lateral active safety function includes: when the distance between the vehicle and the obstacle is less than or equal to a preset distance when the vehicle is traveling along the first guide trajectory, determining not to activate the lane keeping function, the obstacle being a vehicle traveling against the second lane line.

[0162] Exemplarily, the lane keeping function may include LKA or ELKA.

[0163] Optionally, when the distance between the vehicle and the obstacle is less than or equal to a preset distance when the vehicle is traveling along the first guide trajectory, it is determined not to activate the lane keeping function, including: when the vehicle is traveling along the first guide trajectory, the first collision risk between the vehicle and the obstacle is less than a preset collision risk (or, there is no collision risk between the vehicle and the obstacle) and the distance between the vehicle and the obstacle is less than or equal to a preset distance, it is determined not to activate the lane keeping function.

[0164] For example, Figure 7 As shown, during the safety assessment of guidance trajectory 4, vehicle 100 determines that if the TTC between vehicle 100 and the truck is greater than the preset TTC and the distance between vehicle 100 and the truck is less than or equal to the preset distance, while there may be no collision risk, it may cause a sense of oppression and discomfort to the occupant of the vehicle cabin. Vehicle 100 may determine that the safety assessment of guidance trajectory 4 has failed. In this case, vehicle 100 may decide not to activate the ELKA function.

[0165] Optionally, when the distance between the vehicle and the obstacle is less than or equal to a preset distance when the vehicle is traveling along the first guide trajectory, it is determined not to activate the lane keeping function, including: when the distance between the vehicle and the obstacle is less than or equal to the preset distance when the vehicle is traveling along the first guide trajectory, it is determined not to activate the lane keeping function.

[0166] Optionally, the lateral active safety function is a lane keeping function, the vehicle is located in the first lane, and the obtaining of the first guide trajectory includes: obtaining the first guide trajectory when the distance between the vehicle and the second lane is less than or equal to a first preset distance; wherein, determining whether to activate the lateral active safety function based on the first collision risk and the user's physical comfort when the vehicle is traveling along the first guide trajectory includes: activating the lane keeping function when the collision risk between the vehicle and an obstacle in the second lane when traveling along the predicted trajectory meets a first preset condition and the situation in which the driver steps on the brake pedal when the vehicle is traveling along the first guide trajectory does not meet a second preset condition.

[0167] The above predicted trajectory may be the predicted trajectory of the vehicle within a certain period of time in the future when the lateral active safety function is engaged.

[0168] For example, Figure 8As shown, vehicle 100 can be at high speed, vehicle 300 can be at high speed, and vehicle 400 can be at low speed. During the safety assessment of guidance trajectory 5, if vehicle 100 determines that the TTC between itself and vehicle 300 in lane 2 is less than or equal to the preset TTC when traveling along predicted trajectory 1, and that the driver is required to apply the brake pedal to avoid a collision risk with vehicle 400 when traveling along guided trajectory 1, the ELKA function can be activated. This way, while the driver is required to apply the brake pedal to avoid a collision with vehicle 400 when traveling along guided trajectory 5, which may cause discomfort to the occupant, it can prevent a collision between vehicle 100 and vehicle 300 when traveling along predicted trajectory 1, helping to prevent safety accidents involving vehicle 100.

[0169] Optionally, before determining whether to activate the lateral active safety function based on the first collision risk when the vehicle is traveling along the first guide trajectory, the method also includes: obtaining a first predicted trajectory, which is the predicted trajectory of the vehicle when the lateral active safety function is not activated; determining a second collision risk when the vehicle is traveling along the first predicted trajectory; wherein, determining whether to activate the lateral active safety function based on the first collision risk when the vehicle is traveling along the first guide trajectory includes: determining whether to activate the lateral active safety function based on the first collision risk and the second collision risk.

[0170] For example, Figure 11 As shown in (a) to (c) in FIG, the vehicle 100 may comprehensively consider whether to activate the lateral active safety function based on the collision risk when the vehicle 100 is traveling along the predicted trajectory and the collision risk when traveling along the guided estimate.

[0171] Optionally, determining whether to activate the lateral active safety function according to the first collision risk and the second collision risk includes: determining whether to activate the lateral active safety function according to the first collision risk, the second collision risk and the type of obstacle.

[0172] For example, Figure 10 As shown, taking the lateral active safety function ESA as an example, the vehicle 100 can comprehensively consider the type of obstacles in lane 2 when driving according to the guided trajectory 7 and the type of obstacles in lane 1 when driving according to the predicted trajectory to determine whether to activate ESA.

[0173] Optionally, the lateral active safety function is an emergency steering function, and the vehicle is located in the first lane. The determination of whether to activate the lateral active safety function is based on the first collision risk, the second collision risk and the type of obstacle, including: when the first collision risk between the vehicle and other vehicles in the second lane meets a third preset condition and the second collision risk between the vehicle and a vulnerable traffic participant VRU in the first lane meets a fourth preset condition, determining to activate the emergency steering function, and the second lane is adjacent to the first lane; or, when the first collision risk between the vehicle and the VRU in the second lane meets the third preset condition and the second collision risk between the vehicle and other vehicles in the first lane meets the fourth preset condition, determining not to activate the emergency steering function.

[0174] The third preset condition and the fourth preset condition may be that the TTC between the vehicle and the obstacle is less than or equal to a preset TTC.

[0175] Alternatively, the third preset condition and the fourth preset condition may be different for different types of obstacles.

[0176] For example, if the obstacle is a VRU (eg, a pedestrian), the preset condition may be that the TTC between the vehicle and the VRU is less than or equal to a first preset TTC.

[0177] For another example, if the obstacle is another vehicle, the preset condition may be that the TTC between the vehicle and the other vehicle is less than or equal to a second preset TTC, and the first preset TTC is greater than the second preset TTC.

[0178] For example, Figure 9 As shown, vehicle 100 is at high speed, and vehicle 500 is at high speed. When the TTC between vehicle 100 and vehicle 500 is less than or equal to a preset TTC while traveling along guidance trajectory 6, and when the TTC between vehicle 100 and a pedestrian is less than or equal to a preset TTC while traveling along a predicted trajectory (not shown), the emergency steering function can be activated. This can avoid accidents between the vehicle and the pedestrian in lane 1.

[0179] For example, Figure 10 As shown, vehicle 100 is at high speed, and vehicle 600 is stationary. If the TTC between vehicle 100 and a pedestrian in lane 2 while traveling along guidance trajectory 7 is less than or equal to a preset TTC, and the TTC between vehicle 100 and vehicle 600 while traveling along a predicted trajectory (not shown), the emergency steering function may be deactivated. This can prevent accidents between the vehicle and the pedestrian in lane 2.

[0180] Optionally, the determining whether to activate the lateral active safety function based on the first collision risk and the second collision risk includes: inputting the state of the vehicle, the state of the obstacle, the first collision risk and the second collision risk into a prediction model to obtain the evaluation result, and the evaluation result indicates whether to activate the lateral active safety function; wherein the prediction model is trained by sample data, and the sample data includes the state of a sample vehicle, the state of a sample obstacle, the collision risk of the sample vehicle with the sample obstacle when traveling along a second guide trajectory, and the collision risk of the sample vehicle with the sample obstacle when traveling along a second predicted trajectory.

[0181] Figure 14 FIG. 1 shows a schematic block diagram of a vehicle lateral control device 1400 provided in an embodiment of the present application. Figure 14 As shown, the device 1400 includes: an acquisition unit 1410, used to obtain a first guidance trajectory, which is a trajectory obtained after the lateral active safety function is pre-activated; a determination unit 1420, used to determine whether to activate the lateral active safety function based on the first collision risk when the vehicle travels along the first guidance trajectory.

[0182] Optionally, the determination unit 1420 is specifically used to determine whether to activate the lateral active safety function based on the first collision risk and the user's physical comfort when the vehicle is traveling along the first guide trajectory, the user is located in the cabin of the vehicle, and the physical comfort is determined by the distance between the vehicle and the obstacle, and / or the situation of the driver stepping on the brake pedal.

[0183] Optionally, the lateral active safety function is a lane keeping function, the vehicle is located in a first lane, the first lane includes a first lane line and a second lane line, the acquisition unit 1410 is specifically used to: when the distance between the vehicle and the first lane line is less than or equal to a first preset distance, acquire the first guide trajectory; the determination unit 1420 is specifically used to: when the distance between the vehicle and the obstacle is less than or equal to a preset distance when the vehicle is traveling along the first guide trajectory, determine not to activate the lane keeping function, and the obstacle is a vehicle traveling on the second lane line.

[0184] Optionally, the lateral active safety function is a lane keeping function, and the vehicle is located in the first lane. The acquisition unit 1410 is specifically used to: acquire the first guide trajectory when the distance between the vehicle and the second lane is less than or equal to a first preset distance; the determination unit 1420 is specifically used to: activate the lane keeping function when the risk of collision between the vehicle and an obstacle in the second lane when traveling along the predicted trajectory meets a first preset condition and the situation in which the driver steps on the brake pedal when the vehicle travels along the first guide trajectory does not meet a second preset condition.

[0185] Optionally, the acquisition unit 1410 is further used to: acquire a first predicted trajectory, which is the predicted trajectory of the vehicle when the lateral active safety function is not activated; the determination unit 1420 is further used to: determine a second collision risk when the vehicle travels along the first predicted trajectory; wherein, the determination unit 1420 is specifically used to: determine whether to activate the lateral active safety function based on the first collision risk and the second collision risk.

[0186] Optionally, the determining unit 1420 is specifically configured to determine whether to activate the lateral active safety function according to the first collision risk, the second collision risk, and the type of the obstacle.

[0187] Optionally, the lateral active safety function is an emergency steering function, the vehicle is located in the first lane, and the determination unit 1420 is specifically used to: determine to activate the emergency steering function when the first collision risk between the vehicle and other vehicles in the second lane meets a third preset condition and the second collision risk between the vehicle and the VRU in the first lane meets a fourth preset condition, and the second lane is adjacent to the first lane; or, determine not to activate the emergency steering function when the first collision risk between the vehicle and the VRU in the second lane meets the third preset condition and the second collision risk between the vehicle and other vehicles in the first lane meets the fourth preset condition.

[0188] Optionally, the determination unit 1420 is specifically used to: input the state of the vehicle, the state of the obstacle, the first collision risk and the second collision risk into the prediction model to obtain the evaluation result, and the evaluation result indicates whether to activate the lateral active safety function; wherein, the prediction model is trained by sample data, and the sample data includes the state of the sample vehicle, the state of the sample obstacle, the collision risk of the sample vehicle with the sample obstacle when traveling along the second guide trajectory, and the collision risk of the sample vehicle with the sample obstacle when traveling along the second predicted trajectory.

[0189] For example, the acquisition unit 1410 may be Figure 1 The computing platform or the processing circuit, processor or controller in the computing platform. Taking the acquisition unit 1410 as the processor 121 in the computing platform as an example, the processor 121 can obtain the guidance trajectory planned by the vehicle when the lateral active safety function is pre-activated.

[0190] For another example, the determining unit 1420 may be Figure 1 The computing platform or processing circuit, processor, or controller in the computing platform. For example, if the determination unit 1420 is the processor 122 in the computing platform, the processor 122 may perform a safety assessment on the guidance trajectory obtained by the processor 121 and determine whether to activate the lateral active safety function based on the result of the safety assessment.

[0191] The functions implemented by the acquisition unit 1410 and the functions implemented by the determination unit 1420 may be implemented by different processors, or may be implemented by the same processor, which is not limited in this embodiment of the present application.

[0192] It should be understood that the division of the various units in the above device is merely a division of logical functions. In actual implementation, they may be fully or partially integrated into a single physical entity, or they may be physically separated. Furthermore, the units in the device may be implemented in the form of a processor calling software; for example, the device includes a processor connected to a memory storing instructions, and the processor calls the instructions stored in the memory to implement any of the above methods or the functions of the various units in the device, where the processor is, for example, a general-purpose processor such as a CPU or a microprocessor, and the memory is a memory within the device or a memory external to the device. Alternatively, the units in the device may be implemented in the form of hardware circuits, and the functions of some or all of the units may be implemented through the design of the hardware circuits. The hardware circuits may be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units may be implemented through the design of the logical relationships between the components within the circuits. In another implementation, the hardware circuit may be implemented using a PLD, such as an FPGA, which may include a large number of logic gate circuits, and the connections between the logic gate circuits may be configured using a configuration file to implement the functions of some or all of the above units. All units of the above apparatus may be implemented entirely in the form of software called by a processor, or entirely in the form of hardware circuits, or partially in the form of software called by a processor and the rest in the form of hardware circuits.

[0193] In an embodiment of the present application, a processor is a circuit with the ability to process signals. In one implementation, the processor may be a circuit with the ability to read and execute instructions, such as a CPU, a microprocessor, a GPU, or a DSP. In another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the configuration of the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, DPU, etc.

[0194] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0195] In addition, the various units in the above apparatus may be fully or partially integrated together, or may be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the apparatus. The at least one processor may be of different types, for example, including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0196] An embodiment of the present application also provides a device, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit so that the device executes the method or steps performed by the above embodiment.

[0197] Alternatively, if the device is located in a vehicle, the processing unit may be Figure 1 Processors 121-12n are shown.

[0198] An embodiment of the present application also provides a vehicle lateral control system, which may include a computing platform and a perception system, and the computing platform may include the above-mentioned vehicle lateral control device 1400.

[0199] An embodiment of the present application also provides a vehicle, which may include the above-mentioned vehicle lateral control device 1400 or vehicle lateral control system.

[0200] An embodiment of the present application further provides a computer program product, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle lateral control method in the above embodiment.

[0201] An embodiment of the present application further provides a computer-readable medium storing a program code. When the computer program code is run on a computer, the computer executes the vehicle lateral control method in the above embodiment.

[0202] An embodiment of the present application further provides a chip, which includes a circuit for executing the vehicle lateral control method in the above embodiment.

[0203] During implementation, each step of the above method can be completed by an integrated logic circuit of the hardware in the processor or by instructions in the form of software. The method disclosed in conjunction with the embodiments of the present application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The software module can be located in a storage medium mature in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or a power-on erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.

[0204] It should be understood that in the embodiment of the present application, the memory may include a read-only memory and a random access memory, and provide instructions and data to the processor.

[0205] It should also be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0206] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0207] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0208] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0209] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0210] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0211] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0212] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be covered and fall within the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle lateral control method, characterized in that: include: Acquiring a first guidance trajectory, where the first guidance trajectory is a trajectory obtained after pre-activating the lateral active safety function; Whether to activate the lateral active safety function is determined according to a first collision risk when the vehicle travels along the first guide trajectory.

2. The method according to claim 1, characterized in that The determining whether to activate the lateral active safety function according to the first collision risk when the vehicle travels along the first guide trajectory includes: Whether to activate the lateral active safety function is determined based on the first collision risk and the user's perceived comfort when the vehicle is traveling along the first guide trajectory, the user being located in the cabin of the vehicle, the perceived comfort being determined by the distance between the vehicle and an obstacle, and / or the situation in which the driver steps on the brake pedal.

3. The method according to claim 1 or 2, characterized in that The lateral active safety function is a lane keeping function, the vehicle is located in a first lane, the first lane includes a first lane line and a second lane line, and obtaining a first guidance trajectory includes: When the distance between the vehicle and the first lane line is less than or equal to a first preset distance, acquiring the first guidance trajectory; The determining whether to activate the lateral active safety function based on the first collision risk and the user's perceived comfort when the vehicle travels along the first guide trajectory includes: When the distance between the vehicle and the obstacle is less than or equal to a preset distance when the vehicle is traveling along the first guide trajectory, it is determined that the lane keeping function is not activated, and the obstacle is a vehicle traveling along the second lane line.

4. The method according to claim 1 or 2, characterized in that The lateral active safety function is a lane keeping function, the vehicle is located in a first lane, and obtaining a first guidance trajectory includes: When the distance between the vehicle and the second lane is less than or equal to a first preset distance, acquiring the first guidance trajectory; The determining whether to activate the lateral active safety function based on the first collision risk and the user's perceived comfort when the vehicle travels along the first guide trajectory includes: The lane keeping function is activated when a collision risk between the vehicle and an obstacle in the second lane when the vehicle is traveling along the predicted trajectory meets a first preset condition and a situation in which the driver steps on the brake pedal when the vehicle is traveling along the first guide trajectory does not meet a second preset condition.

5. The method according to claim 1 or 2, characterized in that Before determining whether to activate the lateral active safety function based on the first collision risk when the vehicle travels along the first guide trajectory, the method further includes: Obtaining a first predicted trajectory, where the first predicted trajectory is a predicted trajectory of the vehicle when the lateral active safety function is not activated; determining a second collision risk when the vehicle travels along the first predicted trajectory; The determining whether to activate the lateral active safety function according to the first collision risk when the vehicle travels along the first guide trajectory includes: Whether to activate the lateral active safety function is determined according to the first collision risk and the second collision risk.

6. The method according to claim 5, characterized in that The determining whether to activate the lateral active safety function according to the first collision risk and the second collision risk includes: Whether to activate the lateral active safety function is determined according to the first collision risk, the second collision risk, and the type of the obstacle.

7. The method according to claim 6, characterized in that The lateral active safety function is an emergency steering function, the vehicle is located in a first lane, and determining whether to activate the lateral active safety function based on the first collision risk, the second collision risk, and the type of obstacle includes: When a first collision risk between the vehicle and another vehicle in the second lane satisfies a third preset condition and a second collision risk between the vehicle and a vulnerable traffic participant (VRU) in the first lane satisfies a fourth preset condition, determining to activate the emergency steering function, and the second lane is adjacent to the first lane; or When the first collision risk between the vehicle and the VRU in the second lane satisfies the third preset condition and the second collision risk between the vehicle and other vehicles in the first lane satisfies the fourth preset condition, it is determined not to activate the emergency steering function.

8. The method according to claim 6 or 7, characterized in that The determining whether to activate the lateral active safety function according to the first collision risk and the second collision risk includes: inputting the vehicle state, the obstacle state, the first collision risk, and the second collision risk into a prediction model to obtain the evaluation result, wherein the evaluation result indicates whether to activate the lateral active safety function; The prediction model is trained by sample data, and the sample data includes the state of a sample vehicle, the state of a sample obstacle, the collision risk of the sample vehicle with the sample obstacle when traveling along the second guide trajectory, and the collision risk of the sample vehicle with the sample obstacle when traveling along the second predicted trajectory.

9. A vehicle lateral control device, characterized in that: include: an acquiring unit, configured to acquire a first guidance trajectory, where the first guidance trajectory is a trajectory obtained after pre-activation of the lateral active safety function; A determination unit is configured to determine whether to activate the lateral active safety function according to a first collision risk when the vehicle travels along the first guide trajectory.

10. The device according to claim 9, characterized in that The determining unit is specifically configured to: Whether to activate the lateral active safety function is determined based on the first collision risk and the user's perceived comfort when the vehicle is traveling along the first guide trajectory, the user being located in the cabin of the vehicle, the perceived comfort being determined by the distance between the vehicle and an obstacle, and / or the situation in which the driver steps on the brake pedal.

11. The device according to claim 9 or 10, characterized in that The lateral active safety function is a lane keeping function, the vehicle is located in a first lane, and the first lane includes a first lane line and a second lane line, The acquiring unit is specifically configured to: acquire the first guide trajectory when the distance between the vehicle and the first lane line is less than or equal to a first preset distance; The determination unit is specifically used to: when the distance between the vehicle and the obstacle is less than or equal to a preset distance when the vehicle is traveling along the first guide trajectory, determine not to activate the lane keeping function, and the obstacle is a vehicle traveling along the second lane line.

12. The device according to claim 9 or 10, characterized in that The lateral active safety function is a lane keeping function, and the vehicle is located in the first lane. The acquiring unit is specifically configured to: acquire the first guide trajectory when the distance between the vehicle and the second lane is less than or equal to a first preset distance; The determination unit is specifically used to activate the lane keeping function when the risk of collision between the vehicle and an obstacle in the second lane when the vehicle is traveling along the predicted trajectory meets a first preset condition and the situation in which the driver steps on the brake pedal when the vehicle is traveling along the first guide trajectory does not meet a second preset condition.

13. The device according to claim 9 or 10, characterized in that The acquisition unit is further configured to: acquire a first predicted trajectory, where the first predicted trajectory is a predicted trajectory of the vehicle when the lateral active safety function is not activated; The determining unit is further configured to: determine a second collision risk when the vehicle travels along the first predicted trajectory; The determining unit is specifically configured to: Whether to activate the lateral active safety function is determined according to the first collision risk and the second collision risk.

14. The device according to claim 13, characterized in that The determining unit is specifically configured to: Whether to activate the lateral active safety function is determined according to the first collision risk, the second collision risk, and the type of the obstacle.

15. The device according to claim 14, characterized in that The lateral active safety function is an emergency steering function, and the vehicle is located in the first lane. The determining unit is specifically configured to: determining to activate the emergency steering function when a first collision risk between the vehicle and another vehicle in the second lane satisfies a third preset condition and a second collision risk between the vehicle and a vulnerable road user (VRU) in the first lane satisfies a fourth preset condition, and the second lane is adjacent to the first lane; or, When the first collision risk between the vehicle and the VRU in the second lane satisfies the third preset condition and the second collision risk between the vehicle and other vehicles in the first lane satisfies the fourth preset condition, it is determined not to activate the emergency steering function.

16. The device according to claim 14 or 15, characterized in that The determining unit is specifically configured to: inputting the vehicle state, the obstacle state, the first collision risk, and the second collision risk into a prediction model to obtain the evaluation result, wherein the evaluation result indicates whether to activate the lateral active safety function; The prediction model is trained by sample data, and the sample data includes the state of a sample vehicle, the state of a sample obstacle, the collision risk of the sample vehicle with the sample obstacle when traveling along the second guide trajectory, and the collision risk of the sample vehicle with the sample obstacle when traveling along the second predicted trajectory.

17. A vehicle lateral control device, characterized in that: include: memory for storing computer programs; A processor, configured to execute the computer program stored in the memory, so that the apparatus performs the method according to any one of claims 1 to 8.

18. A vehicle, characterized in that: Comprising the apparatus of any one of claims 9 to 17.

19. A computer-readable storage medium, characterized in that Instructions are stored thereon, and when the instructions are executed by a processor, the processor is caused to implement the method according to any one of claims 1 to 8.

20. A computer program product, characterized in that The computer program product comprises a computer program code, which, when run on a computer, causes the computer to implement the method according to any one of claims 1 to 8.

21. A chip, characterized in that: The chip comprises a circuit for executing the method according to any one of claims 1 to 8.

Images