Vehicle and automatic lane keeping system and automatic lane keeping method thereof

Abstract

The invention provides a vehicle and an automatic lane keeping system and an automatic lane keeping method thereof. The system comprises a sensor unit which comprises a first environment sensor used for sensing the environment on one side of a vehicle body and outputting first sensor data; the second environment sensor is used for sensing the environment on the other side of the vehicle body and outputting second sensor data; the third environment sensor is used for sensing the environment in front of the vehicle body and outputting third sensor data; the processing unit comprises a first processor and a second processor, and the processors are electrically connected with the first environment sensor, the second environment sensor and the third environment sensor respectively; the control unit is in communication connection with the sensor unit and the processing unit and is configured to judge whether the current vehicle state and the current driving scene meet the available condition of the asymmetric mode of the automatic lane keeping function or not; and when the judgment result is positive, controlling the sensor unit and the processing unit to switch the default mode of the automatic lane keeping function to the asymmetric mode.

Description

Technical Field

[0001] The present invention generally relates to the technical field of vehicle control. In particular, the present invention relates to a system and method for automatic lane keeping. Background Art

[0002] Currently, a variety of driving assistance functions or autonomous driving functions have been provided on vehicles. Among them, the automatic lane keeping system (ALKS: Automated Lane Keeping Systems) defined by the United Nations regulation UN-R157 has been the focus of attention of the industry and users because it can help the driver keep the vehicle in the lane, thereby greatly reducing accidents caused by driver inattention or fatigue driving. However, in order to ensure the safety of the decisions made by the function, the existing automatic lane keeping assist system (LKA: LaneKeeping Assistance) requires a large amount of redundant calculations, so it usually has high computing power requirements for chips used to process sensor data from multiple environmental perception sensors. Therefore, the existing lane keeping assist function has the problem of high cost. Summary of the Invention

[0003] In this context, the present invention aims to provide an automatic lane keeping solution that is capable of operating the automatic lane keeping function in an asymmetric mode, thereby enabling redundant calculation of sensor data without increasing the computing resources used to calculate the sensor data, thereby achieving optimization in both performance and cost.

[0004] According to an embodiment of one aspect of the present invention, an automatic lane keeping system is provided, comprising: a sensor unit comprising: a first environmental sensor disposed on one side of a vehicle body, configured to sense an environment on one side of the vehicle body and output first sensor data; a second environmental sensor disposed on the other side of the vehicle body, configured to sense an environment on the other side of the vehicle body and output second sensor data; and a third environmental sensor disposed at the front of the vehicle body, configured to sense an environment in front of the vehicle body and output third sensor data; a processing unit comprising: a first processor and a second processor, each of which is electrically connected to the first to third environmental sensors via a wire; and a control unit, communicatively connected to the sensor unit and the processing unit, configured to: determine whether a current vehicle state and driving scenario meet conditions for enabling an asymmetric mode of the automatic lane keeping function; and, if the conditions for enabling the asymmetric mode are determined to be met, control the sensor unit and the processing unit to switch a default mode of the automatic lane keeping function to the asymmetric mode. In the default mode, the second processor receives and processes the first sensor data, and the first processor receives and processes the second and third sensor data; in the asymmetric mode, the first and second processors receive and process the second and third sensor data, respectively.

[0005] In one embodiment, the control module is further configured to: after entering the asymmetric mode, verify the timeliness and integrity of the data transmission and the accuracy of the perception results; if the timeliness verification, integrity verification and accuracy verification are all passed, keep the automatic lane keeping function running in the asymmetric mode; and if at least one of the timeliness verification, integrity verification and accuracy verification fails, control the sensor unit and the processing unit to return the automatic lane keeping function to the default mode.

[0006] In one embodiment, verifying the timeliness of data transmission includes: determining whether the time interval between the moment when the second environmental sensor receives the third sensor data and the moment when the first environmental sensor receives the third sensor data is less than a first predetermined time interval; determining whether the time interval between the moment when the first processor receives the second sensor data and the moment when the second processor receives the second sensor data is less than a second predetermined time interval; if the results of both of the above two judgments are affirmative, determining that the timeliness verification is passed; and if the results of at least one of the above two judgments are negative, determining that the timeliness verification is failed.

[0007] In one embodiment, verifying the integrity of data transmission includes: determining whether the number of data frames received by the first processor is equal to the number of data frames received by the second processor within a predetermined time period; if the result of the above judgment is affirmative, determining that the integrity verification is passed; and if the result of the above judgment is negative, determining that the integrity verification is failed.

[0008] In one embodiment, verifying the accuracy of the perception result includes: determining the consistency between the perception result obtained by calculating the sensor data at a first processor using a first algorithm and the perception result obtained by calculating the sensor data at a second processor using a second algorithm, wherein the second algorithm is different from the first algorithm; if it is determined that the perception results of the two are consistent, determining that the accuracy verification is passed; and if it is determined that the perception results of the two are inconsistent, determining that the accuracy verification is failed.

[0009] In one embodiment, the control module is further configured to: after entering the asymmetric mode, control the first processor to process the second and third sensor data with a predetermined algorithm to obtain a first environmental perception result; and control the second processor to process the second and third sensor data with the predetermined algorithm to obtain a second environmental perception result.

[0010] In one embodiment, the control module is further configured to: compare the first environmental perception result with the second environmental perception result to obtain a first matching degree; when the first matching degree is greater than a matching degree threshold, keep the automatic lane keeping function operating in an asymmetric mode; and when the first matching degree is less than or equal to the matching degree threshold, control the automatic lane keeping function to return to the default mode.

[0011] In one embodiment, the control module is further configured to: after entering the asymmetric mode, request environmental information sensed at other vehicles and / or roadside facilities from other vehicles and / or roadside facilities; process the environmental information using another predetermined algorithm to obtain a third environmental perception result; compare the third environmental perception result with the first environmental perception result to obtain a second matching degree; compare the third environmental perception result with the second environmental perception to obtain a third matching degree; when the first to third matching degrees are all greater than the matching degree threshold, keep the automatic lane keeping function running in the asymmetric mode; and when at least one of the first to third matching degrees is less than or equal to the matching threshold, control the automatic lane keeping function to return to the default mode.

[0012] In one embodiment, determining whether the current vehicle state and driving scenario meet the available conditions of the asymmetric mode of the automatic lane keeping function includes: determining whether the current position of the vehicle, the lane in which the vehicle is located, and the second and third sensors' perception capabilities of the lane lines of the lane in which the vehicle is located all meet corresponding preset conditions.

[0013] In one embodiment, the conditions under which the asymmetric mode of the automatic lane keeping function is enabled include:

[0014] - The vehicle's current position is within a pre-defined zone that allows the asymmetric mode of automatic lane keeping to be activated;

[0015] - The vehicle is driving on the outermost lane of a multi-lane road;

[0016] - the lateral distance between one side of the vehicle and the lane marking of the outermost lane on the side close to the edge of the multi-lane is less than a lateral distance threshold;

[0017] - The vehicle has clear lane markings on both sides of its lane within the longitudinal distance threshold ahead of the vehicle; and

[0018] The second and / or third environment sensor is capable of sensing lane markings on both sides of the lane where the vehicle is located within the longitudinal distance threshold.

[0019] In one embodiment, the automatic lane keeping system further includes a human-machine interface (HMI) configured to present information indicating whether the asymmetric mode is available or not to a vehicle user.

[0020] In one embodiment, the first processor and the second processor are located on two different chips; or the first processor and the second processor are located in different cores of a multi-core processor with a secure isolation design.

[0021] According to another embodiment of the present invention, a vehicle is provided, comprising the automatic lane keeping system as described above.

[0022] According to another embodiment of the present invention, there is provided an automatic lane keeping method implemented with the automatic lane keeping system as described above. The automatic lane keeping method includes: determining whether the current vehicle state and driving scenario meet the availability conditions of the asymmetric mode of the automatic lane keeping function; and when it is determined that the availability conditions of the asymmetric mode are met, controlling the sensor unit and the processing unit to switch the default mode of the automatic lane keeping function to the asymmetric mode. In the default mode, the first sensor data is transmitted to the second processor, and the second and third sensor data are transmitted to the first processor; in the asymmetric mode, the second and third sensor data are transmitted to the first and second processors, respectively.

[0023] According to an embodiment of yet another aspect of the present invention, a machine-readable storage medium is provided, which stores executable instructions. When the instructions are executed, one or more processors execute the automatic lane keeping method as described above.

[0024] According to an embodiment of yet another aspect of the present invention, a computer program product is provided, which includes computer-executable instructions, which, when executed, cause one or more processors to perform the automatic lane keeping method as described above.

[0025] The foregoing provides a summary of the major aspects of the present invention to facilitate a basic understanding of these aspects. This summary is not intended to describe key or important elements of all aspects of the present invention, nor is it intended to limit the scope of any or all aspects of the present invention. The purpose of this summary is to provide some implementations of these aspects in a simplified form, serving as a prelude to the detailed description that will be provided later. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The technical solution of the present invention will become more apparent from the following detailed description in conjunction with the accompanying drawings. It should be understood that these drawings are only for illustrative purposes and are not intended to limit the scope of protection of the present invention.

[0027] Figure 1 is a schematic block diagram of an automatic lane keeping system according to one embodiment of the present invention.

[0028] Figure 2A and Figure 2B Shown Figure 1Some implementations of a processing unit for an automatic lane keeping system in FIG.

[0029] Figure 3 Shown Figure 1 The electrical connection method between the sensor unit and the processing unit of the automatic lane keeping system in the vehicle.

[0030] Figure 4A and Figure 4B The default mode and the asymmetric mode of the automatic lane keeping function according to an embodiment of the present invention are respectively shown.

[0031] Figure 5 A flowchart of an automatic lane keeping method according to an embodiment of the present invention is shown.

[0032] Figure 6A and Figure 6B It is used to assist in explaining the available conditions of the asymmetric mode of the automatic lane keeping function according to an embodiment of the present invention. DETAILED DESCRIPTION

[0033] The specific embodiments of the present invention are described below with reference to the accompanying drawings.

[0034] Exemplary Systems

[0035] Figure 1 FIG. 1 shows an automatic lane keeping system 100 according to an embodiment of the present invention, which is provided on a vehicle and is therefore an onboard system. Figure 1 As shown, the automatic lane keeping system 100 includes: a sensor unit 10 , a processing unit 20 , a control unit 30 , a communication unit 40 and a human-machine interface (HMI) 50 .

[0036] The sensor unit 10 includes a first environmental sensor 11 and a second environmental sensor 12. The first and second environmental sensors 11 and 12 are both vehicle-mounted sensors. The first environmental sensor 11 is arranged on one side of the vehicle body, and is used to sense the environment on one side of the vehicle body and output first sensor data. The first environmental sensor data contains environmental information on one side of the vehicle body. The second environmental sensor 12 is arranged on the other side of the vehicle body, and is used to sense the environment on the other side of the vehicle body and output second sensor data. The second environmental sensor data contains environmental information on the other side of the vehicle body. The first environmental sensor 11 may include multiple environmental sensors. The multiple environmental sensors may include multiple types of environmental sensors (multimodal sensors), for example, cameras, radars, and lidars. The second environmental sensor 12 may include multiple environmental sensors. The multiple environmental sensors may include multiple types of environmental sensors (multimodal sensors), for example, cameras, radars, and lidars.

[0037] The sensor unit 10 may also include a third environmental sensor 13. This is also an onboard sensor. The third environmental sensor 13 is located at the front of the vehicle body and is configured to sense the environment in front of the vehicle body and output third sensor data. The third environmental sensor data includes information about the environment in front of the vehicle body.

[0038] According to an embodiment of the present invention, the lateral sensor (i.e., the first environmental sensor 11 or the second environmental sensor 12) can be selectively turned on or off depending on whether the automatic lane keeping function is in the default mode or the asymmetric mode. The forward sensor (i.e., the third environmental sensor 13) is always turned on regardless of whether the automatic lane keeping function is in the default mode or the asymmetric mode.

[0039] The processing unit 20 includes a first processor 21 and a second processor 22. The first processor 21 can be arranged in a main chip, for example, in a main computing unit or a main computing area. The second processor 22 can be arranged in a secondary chip, for example, in a secondary computing unit or a secondary computing area.

[0040] In one embodiment, see Figure 2A , the first processor 21 and the second processor 22 can be located on two different chips. For example, the first processor 21 is arranged in the first SoC of the vehicle (see Figure 2A SoC_a in the vehicle), and the second processor 22 is arranged on the second SoC of the vehicle (see Figure 2A In another embodiment, see Figure 2B The first processor 21 and the second processor 22 may be located on the same chip (see Figure 2B On SoC_A), the chip includes a multi-core processor with a secure isolation design, and the first processor 21 and the second processor 22 are respectively located in different cores of the multi-core processor.

[0041] Figure 3 FIG. 1 shows the electrical connection between the processing unit 20 and the sensor unit 10. Figure 3As shown, the first processor 21 is connected to the second and third environmental sensors 12-13 via wires. For example, the first processor 21 has an interface for communicating with the second environmental sensor 12 and another interface for communicating with the third environmental sensor 13. Thus, the first processor 11 can receive the second and third sensor data from the second and third environmental sensors. The second processor 22 is connected to the first to third environmental sensors 11-13 via wires. For example, the second processor 22 has an interface for communicating with the first environmental sensor 11, another interface for communicating with the second environmental sensor 12, and yet another interface for communicating with the third environmental sensor 13. Thus, the second processor 12 can receive the first to third sensor data from the first to third environmental sensors.

[0042] The communication unit 40 is used to communicate with external devices outside the vehicle in a wired and / or wireless manner. For example, the vehicle can exchange information with one or more of a cloud server, roadside facilities, other vehicles, and an Internet of Vehicles server via the communication unit 40.

[0043] The HMI 50 is used to provide interaction between the vehicle and the vehicle user. For example, the HMI 50 can present information related to the status or mode of the automatic lane keeping function to the vehicle user. The HMI 50 can also receive user input from the vehicle user, such as a user input requesting the activation of the asymmetric mode of the automatic lane keeping function.

[0044] The control unit 30 is communicatively connected to the processing unit 20, the communication unit 40, and the HMI 50, respectively. According to an embodiment of the present invention, the automatic lane keeping function has a default mode and an asymmetric mode. The control unit 30 is configured to determine whether the automatic lane keeping function operates in the default mode or the asymmetric mode based on information from the processing unit 20 and the communication unit 40, and to output corresponding control commands to the processing unit 20 and the HMI 50. For example, the control unit 30 controls the automatic lane keeping function to switch from the default mode to the asymmetric mode, return from the asymmetric mode to the default mode, or maintain the default mode, and to present information regarding the status of the automatic lane keeping function on the HMI 50.

[0045] According to an embodiment of the present invention, see Figure 4AWhen the automatic lane keeping system 100 is in the default mode, the first to third environmental sensors 11-13 are all turned on, and the first processor 21 receives the second sensor data from the second environmental sensor 12 and the third sensor data from the third sensor 13, and processes the second and third sensor data. In addition, the second processor 21 receives the first sensor data from the first environmental sensor 11, processes the first sensor data, and transmits the processing results to the first processor 21. In other words, in the default mode, the second and third sensor data flow to the first processor 21, and the first sensor data flows to the second processor 22, and the controller 30 makes decisions and controls regarding the state of the automatic lane keeping function based on the perception results of the first processor 21 and the second processor 22 (i.e., the results of processing the sensor data).

[0046] According to an embodiment of the present invention, see Figure 4B When the automatic lane keeping system 100 is in asymmetric mode, the data from the first environmental sensor 11 is no longer processed by the second processor 22, and the second and third environmental sensors 12 and 13 remain enabled. The first processor 21 and the second processor 22 both receive and process the second sensor data from the second environmental sensor 12 and the third sensor data from the third sensor 13. The first processor 11 can fuse the second and third sensor data and process the fusion result of the sensor data using a first algorithm to obtain a first environmental perception result. The second processor 12 can fuse the second and third sensor data and process the fusion result of the sensor data using a second algorithm to obtain a second environmental perception result. The second algorithm can be different from the first algorithm. In other words, in asymmetric mode, the second and third sensor data flow to the first processor 21 and the second processor 22, respectively.

[0047] In addition, in the asymmetric mode, the control unit 30 may further control the communication unit 40 to receive environmental perception information from roadside facilities and / or other vehicles, and calculate the received environmental perception information to obtain a third environmental perception result.

[0048] In an embodiment of the present invention, "environmental perception results" refers to: calculating sensor data collected by on-board sensors or environmental perception information received from roadside facilities and / or other vehicles to obtain information about the vehicle's driving environment and target objects in the driving environment, such as the identified target object and the lane where the target is located, the lateral distance between the position of the target object in the lane and the lane line of the lane, etc.

[0049] As can be seen, in asymmetric mode, of the sensor data collected by sensors on both sides, only the sensor data collected by one side consumes computing power, that is, the first sensor data is no longer processed. In this way, the computing power originally used to process the first sensor is used to perform redundant calculations on the second sensor data, thus achieving redundant calculations on sensor data without increasing computing resources.

[0050] In one embodiment, the control unit 30 can be implemented in hardware or software or a combination of software and hardware. For the part implemented in hardware, it can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, electronic units designed to perform its functions, or a combination thereof. For the part implemented in software, it can be implemented with the help of microcode, program code or code segments, and they can also be stored in a machine-readable storage medium such as a storage component.

[0051] In one embodiment, the control unit 30 is provided in an electronic control unit (ECU) of the vehicle, a body controller unit (VCU) of the vehicle, or a domain controller of the vehicle.

[0052] Exemplary Methods

[0053] Now, we will introduce example methods. These methods can be performed using the automated lane keeping system 100 described above. Therefore, the description above regarding the automated lane keeping system 100 also applies here. It should be understood that the operations involved in the following methods do not need to be performed in the exact order described. Rather, multiple operations can be performed in a different order or simultaneously, and operations can be added or omitted.

[0054] Figure 5 is a flow chart of a lane keeping method 500 according to one embodiment of the present invention.

[0055] At block 502, the control unit 30 determines whether the availability conditions for the asymmetric mode of the automatic lane keeping function are met. For example, an operational design domain (ODD) for the asymmetric mode may be pre-set based on the availability conditions for the asymmetric mode, and whether the availability conditions for the asymmetric mode of the automatic lane keeping function are met is determined by determining whether the predetermined ODD is met.

[0056] In one embodiment, the conditions for enabling the asymmetric mode of the automatic lane keeping function include conditions related to the vehicle's location, the vehicle's lane, the lane markings of the vehicle's lane, and the vehicle's perception capabilities. For example, the conditions for enabling the asymmetric mode of the automatic lane keeping function include the following conditions.

[0057] 1) The vehicle's current location is within a pre-defined area where the automatic lane keeping function is allowed to be activated in asymmetric mode. This pre-defined area may be, for example, a highway or an area within a geo-fenced area for autonomous driving.

[0058] 2) The vehicle is traveling on the outermost lane of a multi-lane road.

[0059] 3) The lateral distance between one side of the vehicle and the lane marking of the outermost lane, which is closest to the edge of the multi-lane road, is less than a lateral distance threshold. This lateral distance threshold is pre-set and is set to prevent vehicles from cutting in on one side of the vehicle. For example, this lateral distance threshold is smaller than the lateral dimensions of an average sedan.

[0060] For clarity, see Figure 6A and Figure 6B To introduce the above conditions 2) and 3). Figure 6A As shown, the vehicle is traveling in lane L1, the outermost lane of multiple lanes L1-L4, and the lateral distance D between one side of the vehicle and the side of lane L1 closest to the edge of the lane is less than the lateral distance threshold. Therefore, there is no possibility of vehicles in the adjacent lane cutting in or overtaking on this side of the vehicle. Only the other side of the vehicle has the possibility of vehicles cutting in or overtaking. In contrast, see Figure 6B The vehicle is traveling in the non-most lane L2 of the multi-lane L1-L4. At this time, there is a possibility of vehicles cutting in or overtaking on both sides of the vehicle.

[0061] For clarity, in this embodiment of the present invention, one side of the vehicle (i.e., the side where first environmental sensor 11 is located) is described as being close to the edge of a multi-lane lane. If no vehicles are cutting in or overtaking on this side, it is safe not to process the environmental sensor data on this side, as no dangerous targets are likely to approach this side from the side or rear, and the front sensors remain operational. Furthermore, the other side of the vehicle (i.e., the side where second environmental sensor 12 is located) is described as being close to a lane other than the outermost lane, meaning that vehicles are likely to cut in or overtake on this side.

[0062] 4) The second and / or third environmental sensors can sense lane markings on both sides of the vehicle's lane within a longitudinal distance threshold. In other words, the visual range of the second and / or third environmental sensors should be greater than the longitudinal distance threshold.

[0063] The longitudinal distance threshold can have an initial value, which is predetermined based on actual vehicle testing results and / or model calculations and stored in the control unit 30. Furthermore, the longitudinal distance threshold can be adjusted based on weather conditions. For example, in rainy or foggy weather, the control unit 30 can reduce the longitudinal distance threshold. The control unit 30 can reduce the longitudinal distance threshold according to a predetermined ratio or by using a table lookup. This approach has the advantage of fully and reasonably extending the availability of the automatic lane keeping function.

[0064] In this embodiment, the control unit 30 determines whether all four conditions 1)-4) are satisfied. If at least one condition is not satisfied, the control unit 30 determines that the conditions for enabling the asymmetric mode of the automatic lane keeping function are not satisfied, and the method 500 proceeds to block 504. If all four conditions are satisfied, the control unit 30 determines that the conditions for enabling the asymmetric mode of the automatic lane keeping function are satisfied, and the method 500 proceeds to block 506.

[0065] In block 504, the control unit 30 sends a signal to the HMI 50 indicating that the asymmetrical mode of the automatic lane keeping function is unavailable. In response to this signal, the HMI 50 displays on its display interface information indicating that the asymmetrical mode of the automatic lane keeping function is unavailable. For example, the HMI 50 displays "AALKS (Asymmetrical Automated Lane Keeping System) Not Available."

[0066] At block 506, the control unit 30 determines whether a request signal from the vehicle user requesting activation of the asymmetric mode of the automatic lane keeping function has been received. For example, the vehicle user may input a user request to activate the asymmetric mode of the automatic lane keeping function to the HMI 50 via touch or voice, and the HMI 50 may transmit the request signal containing the user request to the control unit 30. In this case, the control unit 30 determines that a request signal from the vehicle user requesting activation of the asymmetric mode of the automatic lane keeping function has been received.

[0067] When the control unit 30 determines that no request signal for activating the asymmetric mode of the automatic lane keeping function is received from the vehicle user, the method 500 proceeds to block 508 .

[0068] At block 508 , the asymmetric mode of the automatic lane keeping function is set to a standby state. At this point, the HMI 50 may display a message indicating that the asymmetric mode is in the standby state, such as "AALKS Available." In this case, the automatic lane keeping function still operates in the default mode. This means that the availability conditions for the asymmetric mode of the automatic lane keeping function are met (i.e., the predetermined ODD is satisfied), but since no user request has been received, the asymmetric mode is temporarily deactivated.

[0069] Thus, the asymmetric mode of the automatic lane keeping function according to an embodiment of the present invention is triggered based on a user request, not automatically. If the vehicle user does not request the asymmetric mode, the automatic lane keeping function will operate in the default mode after being turned on.

[0070] When the control unit 30 determines that a request signal for starting the asymmetric mode of the automatic lane keeping function has been received from the vehicle user, the method 500 proceeds to block 510 .

[0071] At block 510 , the control unit 30 controls the sensor unit 10 and the processing unit 20 to switch the default mode of the automatic lane keeping function to the asymmetric mode. At this time, the automatic lane keeping function operates in the asymmetric mode.

[0072] See also Figure 4A and Figure 4B Switching the default mode of the automatic lane keeping function to the asymmetric mode includes: 1) controlling the second processor 21 to no longer process the first environmental sensor data (for example, the control unit 30 sends an instruction to the second processor), and keeping the second and third environmental sensors 12 and 13 turned on. In this way, the first sensor data is no longer processed because, in this situation, the risks of cutting in and overtaking only come from the other side and the front of the vehicle; and 2) changing the transmission flow (transmission channel) of the sensor data. That is, originally the second and third sensor data were only transmitted to the first processor 21, but now the second and third sensor data are transmitted to the first processor 21 and the second processor 22 respectively. In other words, in the asymmetric mode, the sensor data from the forward environmental sensor 13 and the side sensor are transmitted to the first and second processors respectively.

[0073] In one embodiment, after switching to asymmetric mode, the control unit 30 may further control the communication unit 40 to request environmental information from other vehicles and / or roadside facilities (e.g., other vehicles and / or roadside facilities within the V2V or V2X communication range). For example, in response to the request, the other vehicles and / or roadside facilities transmit the collected environmental information to the communication unit 40 of the vehicle (the vehicle itself). Furthermore, the communication unit 40 transmits the environmental information to the control unit 30.

[0074] At block 512 , information indicating that the asymmetric mode of the automatic lane keeping function is in the on state is displayed on the HMI 50 . For example, “AALKS ON” is displayed on the HMI 50 .

[0075] At block 514 , after the asymmetric mode of the automatic lane keeping function is activated, the control unit 30 verifies the timeliness, completeness, and accuracy of the sensor data transmission in the asymmetric mode.

[0076] In one embodiment, verifying the timeliness of sensor data transmission in an asymmetric mode includes: determining whether the time interval between the moment when the second environmental sensor 12 receives the third sensor data (the moment can be obtained by the timestamp when the second environmental sensor receives the third sensor data) and the moment when the first environmental sensor 11 receives the third sensor data (the moment can be obtained by the timestamp when the first environmental sensor 11 receives the third sensor data) is less than a first predetermined time interval; and determining whether the time interval between the moment when the first processor 11 receives the second sensor data (the moment can be obtained by the timestamp when the first processor 11 receives the second sensor data) and the moment when the second processor 12 receives the second sensor data (the moment can be obtained by the timestamp when the second processor 12 receives the second sensor data) is less than a second predetermined time interval. If the results of both of the above two judgments are affirmative, the control unit 30 determines that the timeliness verification has passed. If the results of at least one of the above two judgments are negative, the control unit 30 determines that the timeliness verification has failed.

[0077] In one embodiment, verifying the integrity of sensor data transmission in asymmetric mode includes determining whether the number of data frames received by the first processor 21 and the number of data frames received by the second processor 22 within a predetermined time period are equal. If the determination result is positive, the control unit 30 determines that the integrity verification has passed. If the determination result is negative, the control unit 30 determines that the integrity verification has failed.

[0078] In one embodiment, verifying the accuracy of sensor data transmission in the asymmetric mode includes determining the consistency between a perception result obtained by calculating sensor data using a first algorithm at the first processor 21 and a perception result obtained by calculating sensor data using a second algorithm at the second processor 22. If the two perception results are determined to be consistent or the error is acceptable, the control unit 30 determines that the accuracy verification has passed. If the two perception results are determined to be inconsistent or the error is unacceptable, the control unit 30 determines that the accuracy verification has failed.

[0079] For example, a first algorithm is used at the first processor 21 to calculate sensor data to identify the target object (Object Detection). A second algorithm is used at the second processor 22 to calculate sensor data to determine the vehicle's drivable space (Free Space). Both perception results (i.e., the identified target object and the determined drivable space of the vehicle) are sent to the control unit. The control unit determines whether the two perception results are consistent or the error is acceptable based on the two perception results. For example, the control unit determines whether the positions of the identified target objects are both outside the vehicle's drivable space based on the two perception results. When the judgment result is positive, the control unit determines that the two perception results are consistent and the accuracy verification is passed.

[0080] For another example, an accuracy confidence threshold is pre-set in the control unit, which represents the threshold of the degree of credibility of the consistency of the two perception results. The control unit receives the perception results of the two (i.e., the identified target objects and the determined drivable space of the vehicle), and determines the confidence level of the consistency of the two perception results based on the degree to which the identified target objects are in the drivable space of the vehicle. For example, the number of targets that are completely in the drivable space is calculated, and this number is used as the first number. The number of targets that are partially located in the drivable space is calculated, and this number is used as the second number. The product of the second number multiplied by 0.5 is added to the first number to obtain the sum of the number of targets that pose a potential risk to the vehicle. Then, the sum is divided by the total number of identified targets to obtain a percentage. This percentage is the calculated confidence level. If the calculated confidence level meets the confidence level threshold, it is determined that the accuracy verification is passed; otherwise, it is determined that the accuracy verification is failed.

[0081] It should be noted that the multiple judgment thresholds involved in timeliness verification, integrity verification, and accuracy, such as the first predetermined time interval, the second predetermined time interval, the predetermined duration, and the confidence threshold for accuracy, are all predetermined (calibrated) based on actual vehicle test results and stored in the control unit 30. These judgment thresholds can also be adjusted according to user (e.g., OEM) needs to meet the user's specified requirements for the sensitivity of exiting the asymmetric mode. For example, when each judgment threshold is increased, the sensitivity of exiting the asymmetric mode decreases, and the available duration of the asymmetric mode increases. When each judgment threshold is decreased, the sensitivity of exiting the asymmetric mode decreases, and the available duration of the asymmetric mode decreases.

[0082] If at least one of the timeliness verification, integrity verification, and accuracy verification fails, method 500 proceeds to block 516. At block 516, control unit 30 controls the automatic lane keeping function to return to the default mode. Furthermore, a message indicating that the asymmetric mode of the automatic lane keeping function is unavailable is displayed on HMI 50. For example, "AALKS Not Available" is displayed on HMI 50.

[0083] If the timeliness verification, completeness and accuracy verification are all passed, the automatic lane keeping function continues to operate in the asymmetric mode. Next, the method 500 proceeds to block 518 .

[0084] At block 518 , the control unit 30 controls the first processor 21 and the second processor 22 to use the same algorithm to perform redundant calculations on the sensor data. For example, the first processor and the second processor use the same algorithm to process sensor data collected by sensors of different modalities.

[0085] In one embodiment, the control unit 30 controls the first processor 21 to fuse the camera sensor data in the second sensor data and the third sensor data and processes the fusion result with a predetermined algorithm to obtain a first environmental perception result. In addition, the control unit 30 controls the second processor 22 to fuse the radar sensor data in the second sensor data and the third sensor data and processes the fusion result with the predetermined algorithm to obtain a second environmental perception result. In this way, without increasing computing resources, redundant calculations of sensor data of different modalities obtained by sensors of different modalities sensing the same driving environment are achieved using the same algorithm, thereby improving the robustness and accuracy of environmental perception and subsequent driving decisions based on the perception results, thereby meeting the redundant calculation requirements of autonomous driving functions or advanced driver assistance functions in situations where the user is "hands off" and "eyes off".

[0086] In one embodiment, the control unit 30 uses another predetermined algorithm to calculate the environmental perception information received from other vehicles and / or roadside facilities to obtain a third environmental perception result. The other predetermined algorithm may be the same as or different from the predetermined algorithm. This approach has the advantage of enabling further redundant calculation of sensor data, thereby further improving the robustness and accuracy of environmental perception and subsequent driving decisions based on the perception results, thereby meeting the redundant calculation requirements of autonomous driving functions or advanced driver assistance functions in "hands-off" and "eyes-off" situations.

[0087] At block 520, the control unit 30 compares the multiple environmental perception results obtained to determine a degree of matching between the environmental perception results, and compares the obtained degree of matching with a matching threshold. By comparing the degree of matching between the environmental perception results with the matching threshold, the environmental perception capability in the asymmetric mode can be determined, thereby enabling timely detection of insufficient perception capability and exiting the asymmetric mode upon detection.

[0088] In one embodiment, the control unit 30 compares the first environmental perception result with the second environmental perception result to obtain a first degree of match. If the first degree of match is greater than a threshold degree of match, the method 500 proceeds to block 522. In block 522, the asymmetric mode is maintained. Furthermore, the HMI 50 displays the message that the vehicle user can enter "hands-free" and "eyes-free" driving states. If the first degree of match is less than or equal to the threshold degree of match, the method 500 proceeds to block 516. At this point, the automatic lane keeping function returns to the default mode.

[0089] In another embodiment, the control unit 30 compares the first environmental perception result with the second environmental perception result to obtain a first degree of match; compares the third environmental perception result with the first environmental perception result to obtain a second degree of match; and compares the third environmental perception result with the second environmental perception to obtain a third degree of match. If all of the first through third degrees of match are greater than the degree of match threshold, the method 500 proceeds to block 522. At this point, the asymmetric mode is maintained. If at least one of the first through third degrees of match is less than or equal to the degree of match threshold, the method 500 proceeds to block 516. At this point, the automatic lane keeping function returns to the default mode.

[0090] It should be noted that the matching threshold is predetermined and stored in the control unit 30 based on actual vehicle test results and / or model calculations. Furthermore, the matching threshold can be adjusted based on specific application scenarios. For example, the matching threshold can be increased when lane markings are unclear or redrawn (e.g., as may occur in road construction areas) or when the sensor's sensing distance is affected (e.g., in rainy, snowy weather, or at night).

[0091] Furthermore, according to an embodiment of the present invention, in addition to the aforementioned switching of the asymmetric mode back to the default mode, an exit condition for exiting the asymmetric mode is also pre-set in the control unit 30. After the automatic lane keeping function enters the asymmetric mode, the control unit 30 monitors in real time whether the exit condition is satisfied. Once the exit condition is satisfied, the control unit 30 sends a driver takeover message to the vehicle driver via the HMI 50.

[0092] In one embodiment, the exit conditions include: 1) the current position of the vehicle is not in a preset area that allows the asymmetric mode of the automatic lane keeping function to be turned on. For example, the vehicle has left the preset area. 2) The vehicle has left the outermost lane of the multi-lane. For example, the vehicle has changed lanes according to the path planning. 3) The lateral distance between one side of the vehicle and the lane line of the outermost lane on the side close to the edge of the multi-lane is greater than or equal to the lateral distance threshold. For example, during the driving process of the vehicle, the lateral distance gradually increases until it exceeds the lateral distance threshold. 4) The second and / or third environmental sensors cannot perceive the lane lines on both sides of the lane in which the vehicle is located within the longitudinal distance threshold. For example, the lane lines are blurred, or the second and / or third environmental sensors fail. 5) An obstacle appears in front of the vehicle. For example, construction workers or roadblocks appear in front of the vehicle, forcing the vehicle to change lanes.

[0093] When any one of the above conditions is met, the control unit 30 determines that the exit condition is met, exits the asymmetric mode, and the control unit 30 sends a message to the vehicle driver through the HMI 50 to take over the vehicle. For example, the HMI 50 sends the message to the vehicle driver to take over the vehicle through voice broadcast or by presenting corresponding text or symbol information on the interface. If the vehicle driver takes over the vehicle, the control unit 30 controls the first environmental sensor 11 to turn on, and the transmission channel of the sensor data is switched to the transmission channel in the default mode. If the vehicle driver fails to take over, for example, the driver is distracted and ignores the information, the control unit 30 controls the vehicle to pull over in the current lane or executes the MRM (Minimal Risk Maneuver) strategy.

[0094] An embodiment of the present invention further provides a vehicle, which includes the automatic lane keeping system 100 described above.

[0095] An embodiment of the present invention further provides a machine-readable storage medium storing executable instructions, which, when executed, enable one or more processors to perform the lane keeping method 500 described above.

[0096] An embodiment of the present invention further provides a computer program product comprising computer-executable instructions, which, when executed, enable one or more processors to perform the lane keeping method 500 described above.

[0097] It should be noted that all operations in the method described above are merely exemplary, and the present disclosure is not limited to any operation in the method or the order of these operations, but should cover all other equivalent transformations under the same or similar concept.

[0098] It should be noted that the processor may be any combination of one or more of the following: a suitable central processing unit, CPU, multiprocessor, single-chip microcomputer, digital signal processor, DSP, application-specific integrated circuit, etc., capable of executing software instructions of a computer program stored in the memory. Therefore, the memory may be considered to be part of or form part of the computer program product. The processor may be configured to execute the computer program stored therein to cause the controller to perform the required steps.

[0099] It should be noted that software should be broadly considered to mean instructions, instruction sets, codes, code segments, program codes, programs, subroutines, software modules, applications, software applications, software packages, routines, subroutines, objects, running threads, processes, functions, etc. Software can reside in a computer-readable medium. A computer-readable medium can include, for example, a memory, which can be, for example, a magnetic storage device (e.g., a hard disk, a floppy disk, a magnetic stripe), an optical disk, a smart card, a flash memory device, a random access memory (RAM), a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), a register, or a removable disk. Although the memory is shown as being separate from the processor in various aspects provided in the present disclosure, the memory can also be located inside the processor (e.g., a cache or register).

[0100] The above description is provided to enable any person skilled in the art to implement the various aspects described herein. Various modifications to these aspects will be apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects. Therefore, the claims are not intended to be limited to the aspects shown herein. All structural and functional equivalents of the elements of the various aspects described in this disclosure that are known or to be known to those skilled in the art are expressly incorporated herein by reference and are intended to be covered by the claims.

Claims

1. An automatic lane keeping system comprising: The sensor unit includes: a first environment sensor disposed on one side of the vehicle body, configured to sense an environment on one side of the vehicle body and output first sensor data; a second environment sensor disposed on the other side of the vehicle body, configured to sense an environment on the other side of the vehicle body and output second sensor data; and a third environment sensor disposed on the front of the vehicle body, configured to sense an environment in front of the vehicle body and output third sensor data; a processing unit comprising: a first processor and a second processor, each processor being electrically connected to the first to third environmental sensors via a wire; and The control unit is communicatively connected with the sensor unit and the processing unit, and is configured as follows: Determining whether the current vehicle state and driving scenario meet the conditions for enabling the asymmetric mode of the automatic lane keeping function; and When it is determined that the availability condition of the asymmetric mode is met, the sensor unit and the processing unit are controlled to switch the default mode of the automatic lane keeping function to the asymmetric mode. In the default mode, the second processor receives and processes the first sensor data, and the first processor receives and processes the second and third sensor data; in the asymmetric mode, the first and second processors receive and process the second and third sensor data respectively.

2. The automatic lane keeping system according to claim 1, wherein: The control module is further configured to: After entering the asymmetric mode, verifying the timeliness and integrity of data transmission and the accuracy of the sensing result; If the timeliness verification, integrity verification, and accuracy verification are all passed, keep the automatic lane keeping function operating in asymmetric mode; and If at least one of the timeliness verification, the integrity verification, and the accuracy verification fails, the sensor unit and the processing unit are controlled to return the automatic lane keeping function to a default mode.

3. The automatic lane keeping system according to claim 2, wherein: Verifying the timeliness of data transmission includes: determining whether a time interval between a moment when the second environmental sensor receives the third sensor data and a moment when the first environmental sensor receives the third sensor data is less than a first predetermined time interval; determining whether a time interval between a moment when the first processor receives the second sensor data and a moment when the second processor receives the second sensor data is less than a second predetermined time interval; If the results of both of the above two judgments are affirmative, it is determined that the timeliness verification has passed; and If the result of at least one of the above two judgments is negative, it is determined that the timeliness verification has failed.

4. The automatic lane keeping system according to claim 2, wherein: Verifying the integrity of data transmission includes: determining whether the number of data frames received by the first processor is equal to the number of data frames received by the second processor within a predetermined time period; If the above judgment result is affirmative, it is determined that the integrity verification has passed; and If the result of the above judgment is negative, it is determined that the integrity verification has failed.

5. The automatic lane keeping system according to claim 2, wherein: Verifying the accuracy of perception results includes: determining consistency between a perception result obtained by computing sensor data at a first processor using a first algorithm and a perception result obtained by computing sensor data at a second processor using a second algorithm, wherein the second algorithm is different from the first algorithm; If the two perception results are determined to be consistent, the accuracy verification is determined to have passed; and If the two perception results are determined to be inconsistent, it is determined that the accuracy verification has failed.

6. The automatic lane keeping system according to any one of claims 1 to 5, wherein: The control module is further configured to: After entering the asymmetric mode, the first processor is controlled to process the second and third sensor data using a predetermined algorithm to obtain a first environment perception result; and the second processor is controlled to process the second and third sensor data using the predetermined algorithm to obtain a second environment perception result.

7. The automatic lane keeping system according to claim 6, wherein: The control module is further configured to: Comparing the first environment perception result with the second environment perception result to obtain a first matching degree; When the first degree of matching is greater than a degree of matching threshold, maintaining the automatic lane keeping function in the asymmetric mode; and When the first matching degree is less than or equal to the matching degree threshold, the automatic lane keeping function is controlled to return to a default mode.

8. The automatic lane keeping system according to claim 6, wherein: The control module is also configured to: After entering the asymmetric mode, requesting environmental information sensed at other vehicles and / or roadside facilities from other vehicles and / or roadside facilities; Processing the environmental information using another predetermined algorithm to obtain a third environmental perception result; comparing the third environment perception result with the first environment perception result to obtain a second matching degree; comparing the third environment perception result with the second environment perception to obtain a third matching degree; When the first to third matching degrees are all greater than the matching degree threshold, the automatic lane keeping function is kept operating in the asymmetric mode; as well as When at least one of the first to third matching degrees is less than or equal to a matching threshold degree, the automatic lane keeping function is controlled to return to a default mode.

9. The automatic lane keeping system according to any one of claims 1 to 8, wherein: The conditions for determining whether the current vehicle state and driving scenario meet the requirements for the asymmetric mode of the automatic lane keeping function include: Determine whether the current position of the vehicle, the lane in which the vehicle is located, and the perception capabilities of the second and third sensors of the lane lines of the lane in which the vehicle is located all meet corresponding preset conditions.

10. The automatic lane keeping system according to claim 9, wherein: The conditions under which the Asymmetric mode of the automatic lane keeping function is available include: - The vehicle's current position is within a pre-defined zone that allows the asymmetric mode of automatic lane keeping to be activated; - The vehicle is driving on the outermost lane of a multi-lane road; - the lateral distance between one side of the vehicle and the lane marking of the outermost lane on the side close to the edge of the multi-lane is less than a lateral distance threshold; - The vehicle has clear lane markings on both sides of its lane within the longitudinal distance threshold ahead of the vehicle; and The second and / or third environment sensor is capable of sensing lane markings on both sides of the lane where the vehicle is located within the longitudinal distance threshold.

11. The automatic lane keeping system according to any one of claims 1 to 10, further comprising a human-machine interface (HMI) configured to present information indicating whether the asymmetric mode is available or not to a vehicle user.

12. The automatic lane keeping system according to any one of claims 1 to 11, wherein: The first processor and the second processor are located on two different chips; or The first processor and the second processor are respectively located in different cores of a multi-core processor with a secure isolation design.

13. A vehicle comprising the automatic lane keeping system according to any one of claims 1 to 12.

14. An automatic lane keeping method implemented by means of the automatic lane keeping system according to any one of claims 1 to 12, comprising: Determine whether the current vehicle state and driving scenario meet the conditions for the asymmetric mode of the automatic lane keeping function; as well as When it is determined that the availability condition of the asymmetric mode is met, the sensor unit and the processing unit are controlled to switch the default mode of the automatic lane keeping function to the asymmetric mode. In the default mode, the first sensor data is transmitted to the second processor, and the second and third sensor data are transmitted to the first processor; in the asymmetric mode, the second and third sensor data are transmitted to the first and second processors respectively.

15. A machine-readable storage medium storing executable instructions, which, when executed, cause one or more processors to perform the method of claim 14.

16. A computer program product comprising computer executable instructions which, when executed, cause one or more processors to perform the method of claim 14.

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