Emergency lane keeping control method, device, electronic equipment and vehicle

Abstract

The application discloses an emergency lane keeping control method and device, electronic equipment and vehicle, and relates to the technical field of vehicles. The method comprises the following steps: acquiring the current speed and the current heading angle of the ego vehicle to determine the offset side turn signal, the offset side wheel and the offset side lane line of the lane where the ego vehicle is located; acquiring the current state information of the offset side turn signal of the ego vehicle, the distance sequence of the offset side wheel to the offset side lane line and the hand torque sequence of the driver; when the current speed of the ego vehicle, the current state information of the offset side turn signal, the distance sequence of the offset side wheel to the offset side lane line and the hand torque sequence of the driver meet the activation basic conditions of the emergency lane keeping function, acquiring the offset side road environment information of the ego vehicle; and controlling the electric power steering system of the ego vehicle to perform steering correction according to the offset side road environment information of the ego vehicle. The application can reduce the false activation probability of the emergency lane keeping function, thereby improving the driving experience of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to emergency lane keeping control methods, devices, electronic equipment, and vehicles. Background Technology

[0002] Emergency lane keeping assist is designed to improve driving safety. Its core idea is that when a vehicle tends to deviate from its current lane and the driver does not take active intervention, the system automatically intervenes to correct the vehicle's trajectory, bringing it back to and maintaining its position within the lane. This avoids lane departure accidents caused by driver distraction, fatigue, or sudden health problems. However, existing activation logic designs for emergency lane keeping assist are overly sensitive, making it easy for the function to be accidentally activated while driving, thus reducing the driving experience. Summary of the Invention

[0003] The main objective of this application is to provide an emergency lane keeping control method, device, electronic device, and vehicle, which aims to reduce the probability of false activation of the emergency lane keeping function, thereby improving the vehicle driving experience.

[0004] To achieve the above objectives, one aspect of this application provides an emergency lane keeping control method, the method comprising the following steps: The vehicle's current speed and heading angle are obtained, and then the vehicle's offset turn signal, offset wheel, and offset lane line are determined based on the vehicle's current speed and heading angle. Obtain the current status information of the vehicle's offset-side turn signal, the distance sequence from the offset-side wheel to the offset-side lane line, and the driver's hand torque sequence; When the current speed of the vehicle, the current status information of the offset side turn signal, the distance sequence from the offset side wheel to the offset side lane line, and the driver's hand torque sequence meet the basic conditions for activating the emergency lane keeping function, the offset side road environment information of the vehicle is obtained. Based on the road environment information on the offset side of the vehicle, the electric power steering system of the vehicle is controlled to perform steering correction.

[0005] In some embodiments, the distance sequence from the offset wheel of the vehicle to the offset lane line includes the current distance from the offset wheel of the vehicle to the offset lane line; the activation basic conditions include: the current vehicle speed is greater than a speed threshold, the driver's control information indicates that the driver is in a hands-free state, the vehicle's offset state information indicates that the vehicle is continuously offset towards the offset lane line, the current state information of the vehicle's offset turn signal indicates that the vehicle's offset turn signal is currently off, and the current distance from the offset wheel of the vehicle to the offset lane line meets the distance threshold condition; wherein, the driver's control information is determined by the driver's hand torque sequence, and the vehicle's offset state information is determined by the distance sequence from the offset wheel of the vehicle to the offset lane line.

[0006] In some embodiments, the distance threshold condition is used to constrain the relationship between the current distance from the off-side wheel of the vehicle to the off-side lane line and an off-side distance threshold, the off-side distance threshold being obtained in the following manner: The current lateral speed of the vehicle is determined based on its current speed and current heading angle. Obtain the current width of the lane in which the vehicle is located and the current curvature of the lane line on the offset side of the vehicle; Determine the offset side base distance threshold based on the current width of the lane where the vehicle is located; Based on the vehicle's current lateral speed and the current curvature of the lane line on the offset side, determine the additional distance threshold on the offset side; The offset side distance threshold is determined based on the offset side base distance threshold and the offset side additional distance threshold.

[0007] In some embodiments, controlling the electric power steering system of the vehicle to perform steering correction based on the offset side road environment information of the vehicle includes: When the road environment information on the offset side of the vehicle indicates that the road area on the offset side of the vehicle is a curb area, the electric power steering system of the vehicle is controlled to perform steering correction.

[0008] In some embodiments, controlling the electric power steering system of the vehicle to perform steering correction based on the offset side road environment information of the vehicle includes: When the road environment information of the vehicle's offset side indicates that the road area of ​​the vehicle's offset side is an adjacent lane, the current lateral speed and current longitudinal speed of each candidate vehicle falling in the adjacent lane, as well as the current lateral distance and current longitudinal distance of each candidate vehicle to the vehicle are obtained. Based on the current longitudinal speed of each candidate vehicle and the current lateral and longitudinal distances of each candidate vehicle to the vehicle, target vehicles that pose a collision risk to the vehicle are selected from the candidate vehicles. The longitudinal collision time between the vehicle and the target vehicle is determined based on the current speed of the vehicle, the current longitudinal speed of the target vehicle, and the current longitudinal distance between the target vehicle and the vehicle. The lateral collision time between the vehicle and the target vehicle is determined based on the target vehicle's current lateral speed, the target vehicle's current lateral distance to the vehicle, and the vehicle's current speed and heading angle. When both the longitudinal collision time and the lateral collision time between the vehicle and the target vehicle are less than the time threshold, the electric power steering system of the vehicle is controlled to perform steering correction.

[0009] In some embodiments, controlling the electric power steering system of the vehicle to perform steering correction includes: Obtain the current yaw rate, current sideslip angle, desired yaw rate, and desired sideslip angle of the vehicle. Based on the preset linear two-degree-of-freedom vehicle dynamics model and the current yaw rate and current center-of-gravity sideslip angle of the vehicle, the prediction equations required for the model predictive control algorithm are constructed. Based on the prediction equation and the vehicle's desired yaw rate and desired centroid sideslip angle, construct the optimization objective function required for the model predictive control algorithm; The problem of solving the optimization objective function is transformed into a quadratic programming problem and then solved to obtain the predicted value of the optimal front wheel steering angle of the vehicle. The predicted optimal front wheel steering angle of the vehicle is input into the electric power steering system of the vehicle so that the electric power steering system of the vehicle can perform steering correction control on the vehicle.

[0010] In some embodiments, the desired yaw rate of the vehicle is obtained in the following manner: The current lateral trajectory deviation of the vehicle is obtained, and then the desired yaw rate of the vehicle is determined based on the current lateral trajectory deviation of the vehicle and the preset single-point pre-aiming driver lateral model.

[0011] To achieve the above objectives, another aspect of this application provides an emergency lane keeping control device, the device comprising: The first processing module is used to obtain the current speed and current heading angle of the vehicle, and then determine the offset side turn signal, offset side wheel and offset side lane line of the vehicle based on the current speed and current heading angle of the vehicle. The second processing module is used to obtain the current status information of the vehicle's offset-side turn signal, the distance sequence from the offset-side wheel to the offset-side lane line, and the driver's hand torque sequence. The third processing module is used to obtain the off-side road environment information of the vehicle when the current speed of the vehicle, the current status information of the off-side turn signal, the distance sequence from the off-side wheel to the off-side lane line, and the driver's hand torque sequence meet the basic conditions for activating the emergency lane keeping function. The fourth processing module is used to control the electric power steering system of the vehicle to perform steering correction based on the road environment information on the offset side of the vehicle.

[0012] To achieve the above objectives, another aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described emergency lane keeping control method.

[0013] To achieve the above objectives, another aspect of this application provides a vehicle that includes the aforementioned emergency lane keeping control device or the aforementioned electronic device.

[0014] The embodiments of this application include at least the following beneficial effects: First, the current vehicle speed and current heading angle are obtained to determine the vehicle's offset turn signal, offset wheel, and offset lane line of the lane it is in. Then, the current status information of the vehicle's offset turn signal, the distance sequence from the offset wheel to the offset lane line, and the driver's hand torque sequence are obtained. After comprehensive analysis and evaluation in conjunction with the vehicle's current speed to determine the basic conditions for activating the emergency lane keeping function, the vehicle's offset road environment information is obtained and the vehicle's electric power steering system is controlled to correct the steering. This can reduce the probability of false activation of the emergency lane keeping function, thereby improving the driving experience.

[0015] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0016] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic flowchart of an emergency lane keeping control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the ELK-RE function activation scenario provided in the embodiments of this application; Figure 3This is a schematic diagram of an ELK-OT function activation scenario provided in an embodiment of this application; Figure 4 This is a schematic diagram of the ELK-OC function activation scenario provided in the embodiments of this application; Figure 5 This is a schematic diagram of the composition of an emergency lane keeping control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the reference to "embodiment" herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. The implementation methods described in the following exemplary embodiments do not represent all implementation methods consistent with the embodiments of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0018] It is understood that the terms "first," "second," etc., used in this application may be used to describe various concepts herein, but unless specifically stated otherwise, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the words "if" or "when" as used herein may be interpreted as "when," "in response to a determination," or "at least one," "multiple," "each," "any," etc., as used in this application, at least one includes one, two, or more than two, multiple includes two or more, each refers to each of the corresponding multiple, and any refers to any one of the multiple.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0020] With the rapid development of automotive intelligence and connectivity, Advanced Driving Assistance Systems (ADAS) have become a core feature for improving driving safety. Among them, Emergency Lane Keeping (ELK) is a key module of lane centering systems and is included in mandatory installation regulations in major global markets. Current mainstream emergency lane keeping solutions employ a multi-sensor fusion approach. The core consists of a perception layer composed of sensors such as binocular cameras and millimeter-wave radar. Artificial intelligence image processing algorithms identify lane lines, road edges, and other vehicles around the vehicle. When there is a risk of collision between the vehicle and other vehicles traveling on the roadside or in adjacent lanes, and the driver shows no signs of interfering with the vehicle's trajectory, the system, combined with Electric Power Steering (EPS), automatically corrects the vehicle to stay within its lane. In simple terms, the core idea of ​​the emergency lane keeping function is that when a vehicle tends to deviate from its current lane and the driver does not take active intervention measures (such as turning the steering wheel), the system automatically intervenes to correct the vehicle's trajectory, so that the vehicle returns to and stays in the current lane, thereby avoiding lane departure accidents caused by driver distraction, fatigue, or sudden health problems.

[0021] However, existing designs for the activation logic of emergency lane keeping assist suffer from oversensitivity. For example, the activation criteria are too simplistic and fail to consider driver intervention signals. The system relies on only a few signals (such as lane departure distance) and lacks comprehensive multi-dimensional verification of driver intent (such as turn signal status and steering wheel torque). This makes it difficult to effectively distinguish between unintentional lane departure and normal active lane changing / correction, leading to accidental activation of the emergency lane keeping assist function during driving and negatively impacting the driving experience. Furthermore, when a vehicle is about to deviate from its current lane at high speed, the emergency lane keeping assist function is activated. If the system then inputs a large front wheel angle to the electric power steering system to correct the steering and avoid a collision, it can result in a poor driving experience, especially on roads with low friction coefficients, potentially causing vehicle instability and fishtailing.

[0022] In view of this, this application proposes an emergency lane keeping control method, device, electronic device, and vehicle. This solution first acquires the vehicle's current speed and heading angle to determine the vehicle's offset turn signal, offset wheel, and offset lane line of the current lane. Then, it acquires the current status information of the vehicle's offset turn signal, the distance sequence from the offset wheel to the offset lane line, and the driver's hand torque sequence. After comprehensively analyzing and evaluating the vehicle's current speed to determine the activation conditions for the emergency lane keeping function, it acquires the vehicle's offset road environment information and uses this information to control the vehicle's electric power steering system for steering correction. This reduces the probability of false activation of the emergency lane keeping function, thereby improving the driving experience.

[0023] The emergency lane keeping control method provided in this application embodiment can be applied to the electronic device provided in this application embodiment. The electronic device can be a terminal or a server. The terminal can be a tablet computer, a laptop computer, a desktop computer, etc., but is not limited to these. The server can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks, and big data and artificial intelligence platforms.

[0024] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating an emergency lane keeping control method provided in an embodiment of this application. It should be noted that the steps shown in the flowchart can be executed in a computer system, such as a computer system containing a set of computer-executable instructions. Also, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0025] The emergency lane keeping control method provided in this application embodiment may include, but is not limited to, the four steps S101 to S104, as detailed below: S101. Obtain the current speed and heading angle of the vehicle, and then determine the offset side turn signal, offset side wheel and offset side lane line of the vehicle based on the current speed and heading angle of the vehicle. S102. Obtain the current status information of the vehicle's offset side turn signal, the distance sequence from the offset side wheel to the offset side lane line, and the driver's hand torque sequence. S103. When the vehicle's current speed, the current status information of the offset side turn signal, the distance sequence from the offset side wheel to the offset side lane line, and the driver's hand torque sequence meet the basic conditions for activating the emergency lane keeping function, obtain the vehicle's offset side road environment information. S104. Based on the road environment information on the offset side of the vehicle, control the electric power steering system of the vehicle to correct the steering deviation.

[0026] The four steps S101 to S104 shown in this application embodiment comprehensively analyze and evaluate various types of data generated during vehicle driving to optimize the activation logic design of the emergency lane keeping function, which helps to reduce the probability of false activation of the emergency lane keeping function and thus improve the vehicle driving experience.

[0027] In some embodiments, S101, regarding the determination of the vehicle's offset turn signal, offset wheel, and offset lane line of the lane it is in based on the vehicle's current speed and current heading angle, the corresponding implementation may include, but is not limited to, the following three steps S201 to S203.

[0028] S201. Based on the vehicle's current speed and current heading angle, the vehicle's current lateral speed can be determined using the following expression: ; In the formula, This represents the vehicle's current lateral speed. This is the vehicle's current speed. This is the vehicle's current heading angle.

[0029] S202. Determine the offset direction of the vehicle based on its current lateral speed.

[0030] In this step, when the vehicle's current lateral speed is greater than zero, the vehicle's offset direction is determined to be to the left within its lane; when the vehicle's current lateral speed is less than zero, the vehicle's offset direction is determined to be to the right within its lane. In a special case, if the vehicle's current lateral speed is equal to zero, it is assumed that the vehicle has not offset within its lane.

[0031] S203. Based on the vehicle's offset direction, determine the vehicle's offset-side turn signal, offset-side wheels, and offset-side lane lines of the lane it is in.

[0032] In this step, when the vehicle's deflection direction is to the left within its lane, the vehicle's left turn signal is used as the deflection-side turn signal, the vehicle's left wheel is used as the deflection-side wheel, and the left lane line of the vehicle's lane is used as the deflection-side lane line. When the vehicle's deflection direction is to the right within its lane, the vehicle's right turn signal is used as the deflection-side turn signal, the vehicle's right wheel is used as the deflection-side wheel, and the right lane line of the vehicle's lane is used as the deflection-side lane line.

[0033] By determining the vehicle's offset turn signal, offset wheels, and offset lane markings based on its current driving conditions, the system can lay the foundation for subsequent decisions on whether to activate the ELK-OC, ELK-OT, or ELK-RE functions. Specifically, ELK-OC refers to an emergency lane keeping function designed to handle yielding to oncoming vehicles; ELK-OT refers to an emergency lane keeping function designed to handle yielding to vehicles in the same direction; and ELK-RE refers to an emergency lane keeping function designed to protect against road edges (such as hard shoulders, guardrails, and curbs).

[0034] In some embodiments, S102, the distance sequence from the vehicle's offset wheel to the offset lane line includes the current distance from the vehicle's offset wheel to the offset lane line and multiple historical distances, and the current distance from the vehicle's offset wheel to the offset lane line and multiple historical distances are arranged in chronological order; the driver's hand torque sequence includes the driver's current hand torque and multiple historical hand torques, and the driver's current hand torque and multiple historical hand torques are arranged in chronological order, and any hand torque of the driver refers to the hand torque applied by the driver to the steering wheel of the vehicle.

[0035] The distance from the offset wheel of the vehicle to any lane line on the offset side can be calculated as follows: (1) When the offset wheel of the vehicle is the left wheel of the vehicle and the offset lane line of the lane where the vehicle is located is the left lane line of the lane where the vehicle is located, obtain the distance from the center of the vehicle to the left lane line of the lane where the vehicle is located, and then calculate the distance from the offset wheel of the vehicle to the offset lane line using the following expression: ; In the formula, It is the distance from the left wheel of the vehicle to the left lane line of the lane in which the vehicle is located. This is the distance from the center of the vehicle to the left lane line of the lane in which the vehicle is located. It is a positive value and can be understood as a directed distance determined with the center of the vehicle as the origin and the direction of the left lane line of the lane in which the vehicle is located as the positive direction. This refers to the width of the vehicle.

[0036] (2) When the offset wheel of the vehicle is the right wheel of the vehicle and the offset lane line of the lane where the vehicle is located is the right lane line of the lane where the vehicle is located, obtain the distance from the center of the vehicle to the right lane line of the lane where the vehicle is located, and then calculate the distance from the offset wheel of the vehicle to the offset lane line using the following expression: ; In the formula, It is the distance from the right wheel of the vehicle to the right lane line of the lane in which the vehicle is located. This is the distance from the center of the vehicle to the right lane line of the lane in which the vehicle is located. It is a negative value and can be understood as a directional distance determined with the center of the vehicle as the origin and the direction of the right lane line of the lane in which the vehicle is located as the negative direction.

[0037] In some embodiments, S103, the activation conditions for the emergency lane keeping function may include, but are not limited to, the vehicle's current speed being greater than a speed threshold, driver control information indicating the driver is in a hands-free state, the vehicle's drift status information indicating the vehicle is continuously drifting towards the lane line on the side of its current lane, the current status information of the vehicle's drift side turn signal indicating the drift side turn signal is currently off, and the current distance from the vehicle's drift side wheel to the drift side lane line meeting a distance threshold condition. By setting multiple conditions to be met simultaneously to further optimize the activation logic design of the emergency lane keeping function, the probability of false activation of the emergency lane keeping function can be reduced.

[0038] The vehicle speed threshold can be a preset value, and is preferably set to 60km / h.

[0039] Specifically, when the vehicle's offset turn signal is currently off, the scenario of the driver actively changing lanes can be excluded.

[0040] The driver's control information is determined by the driver's hand torque sequence. Specifically, the driver's hand torque sequence actually includes all hand torques from the current moment to several consecutive historical moments before. The duration of the period from the current moment to the previous consecutive historical moments meets a preset duration. If all hand torques from the current moment to the previous consecutive historical moments are less than a preset release torque threshold, then control information indicating that the driver is in a release state is generated, and it is determined that the driver has not interfered with the vehicle's driving trajectory. If at least one of the hand torques from the current moment to the previous consecutive historical moments is greater than or equal to the preset release torque threshold, then control information indicating that the driver is in a takeover state is generated.

[0041] The vehicle's deviation status information is determined by the distance sequence from the vehicle's deviating side wheel to the deviating side lane line. Specifically, the distance sequence actually includes at least four distances from the vehicle's deviating side wheel to the deviating side lane line at the current time to at least three consecutive historical time points. If the absolute value of the distance from the vehicle's deviating side wheel to the deviating side lane line at each time point is less than the absolute value of the distance from the vehicle's deviating side wheel to the deviating side lane line at the previous time point, then deviation status information is generated indicating that the vehicle is continuously deviating from the deviating side lane line of its current lane. During this process, three numerical comparison judgments are performed, at which point it is determined that the vehicle has a tendency to deviate from its current lane. If the absolute value of the distance from the vehicle's deviating side wheel to the deviating side lane line at at least one time point is greater than or equal to the absolute value of the distance from the vehicle's deviating side wheel to the deviating side lane line at the previous time point, then deviation status information is generated indicating that the vehicle is not continuously deviating from the deviating side lane line of its current lane.

[0042] The distance threshold condition is used to constrain the relationship between the current distance from the vehicle's offset wheel to the offset lane line and the offset distance threshold. Specifically, when the vehicle's offset wheel is the left wheel and the offset lane line of the lane the vehicle is in is the left lane line of the lane the vehicle is in, the distance threshold condition limits the current distance from the vehicle's offset wheel to the offset lane line to be less than the offset distance threshold; when the vehicle's offset wheel is the right wheel and the offset lane line of the lane the vehicle is in is the right lane line of the lane the vehicle is in, the distance threshold condition limits the current distance from the vehicle's offset wheel to the offset lane line to be greater than the offset distance threshold.

[0043] In some embodiments, considering that the greater the lateral speed of the vehicle, the shorter the collision time between the vehicle and the target vehicle, and the smaller the fault tolerance left for the ELK function to correct the vehicle's trajectory, it is necessary to dynamically adjust the offset distance threshold to be applied when activating the ELK function; the process of determining the offset distance threshold may include, but is not limited to, the above-mentioned S201 and the following five steps S301 to S304.

[0044] S301. Obtain the current width of the lane where the vehicle is located and the current curvature of the lane line on the offset side of the vehicle.

[0045] S302. Determine the offset side base distance threshold based on the current width of the lane where the vehicle is located.

[0046] In this step, when the offset wheel of the vehicle is the left wheel of the vehicle and the offset lane line of the lane in which the vehicle is located is the left lane line of the lane in which the vehicle is located, the offset basic distance threshold is determined using the following expression: ; In the formula, This is the baseline distance threshold on the left, in meters. The current width of the lane in which the vehicle is located. The preset narrow lane width threshold, This is the preset threshold for the width of the wide lane.

[0047] In this step, when the offset wheel of the vehicle is the right wheel of the vehicle and the offset lane line of the lane in which the vehicle is located is the right lane line of the lane in which the vehicle is located, the offset basic distance threshold is determined using the following expression: ; In the formula, The right-hand base distance threshold, in meters, can be understood as a directed distance metric.

[0048] S303. Determine the additional distance threshold on the offset side based on the vehicle's current lateral speed and the current curvature of the offset lane line.

[0049] In this step, when the offset wheel of the vehicle is the left wheel of the vehicle and the offset lane line of the lane in which the vehicle is located is the left lane line of the lane in which the vehicle is located, the offset side additional time correction coefficient is first calculated based on the current curvature of the offset lane line of the vehicle using the following expression: ; In the formula, Add a time correction factor to the left side. The current curvature of the left lane line of the lane where the vehicle is located; Then, based on the offset-side additional time correction factor and the vehicle's current lateral speed, the offset-side additional distance threshold is calculated using the following expression: ; In the formula, Add a distance threshold to the left side.

[0050] In this step, when the offset wheel of the vehicle is the right wheel of the vehicle and the offset lane line of the lane in which the vehicle is located is the right lane line of the lane in which the vehicle is located, the offset side additional time correction coefficient is first calculated based on the current curvature of the offset lane line of the vehicle using the following expression: ; In the formula, Add a time correction factor to the right side. The current curvature of the right lane line of the lane where the vehicle is located; Then, based on the offset-side additional time correction factor and the vehicle's current lateral speed, the offset-side additional distance threshold is calculated using the following expression: ; In the formula, Add a distance threshold to the right side.

[0051] It should be noted that when the vehicle's lane curves to the left, the curvature of both lane lines on both sides of the vehicle's lane is positive; when the vehicle's lane curves to the right, the curvature of both lane lines on both sides of the vehicle's lane is negative. Assuming the vehicle is traveling on a left-turn curve, at this time... and Both are positive. The additional time correction coefficient on the left decreases while the additional time correction coefficient on the right increases, which reduces the additional distance threshold on the left side of the inner curve, delaying the activation of the left ELK function, while increasing the additional distance threshold on the right side of the outer curve, activating the right ELK function earlier.

[0052] It should be noted that the offset side additional time correction coefficient is introduced to meet the requirements of the ELK function for the lag in the activation time of the inner curve and the advance in the activation time of the outer curve when the vehicle is driving in a curve.

[0053] S304. Determine the offset side distance threshold based on the offset side base distance threshold and the offset side additional distance threshold.

[0054] In this step, when the offset wheel of the vehicle is the left wheel of the vehicle and the offset lane line of the lane in which the vehicle is located is the left lane line of the lane in which the vehicle is located, the offset distance threshold is calculated using the following expression: ; In the formula, This is the left-side distance threshold.

[0055] In this step, when the offset wheel of the vehicle is the right wheel of the vehicle and the offset lane line of the lane in which the vehicle is located is the right lane line of the lane in which the vehicle is located, the offset distance threshold is calculated using the following expression: ; In the formula, This is the right-side distance threshold.

[0056] By introducing a multi-parameter adaptive ELK dynamic activation threshold calculation strategy, which analyzes and calculates based on three core parameters—lane width, lateral speed, and curve curvature—and adopts a fusion calculation architecture of basic and additional thresholds, the activation threshold can be adaptively adjusted under all working conditions. This can solve the core problems of easy misactivation of ELK function and poor adaptability to curve working conditions when using fixed thresholds in existing technologies.

[0057] In some embodiments, S104, regarding the control of the vehicle's electric power steering system to perform steering correction based on the vehicle's offset side road environment information, the corresponding implementation may include, but is not limited to, controlling the vehicle's electric power steering system to perform steering correction when the vehicle's offset side road environment information indicates that the vehicle's offset side road area is a curb area. In this case, only the ELK-RE function is activated by default. The corresponding activation scenario can be found in [reference needed]. Figure 2 As shown in the figure. The curb area can be understood as the strip-shaped edge area where the curb is located and its surroundings, such as a roadside strip with a width much smaller than the normal lane line width.

[0058] In some embodiments, S104, regarding the content of controlling the electric power steering system of the vehicle to perform steering correction based on the road environment information on the offset side of the vehicle, the corresponding implementation may include, but is not limited to, the following five steps S401 to S405.

[0059] S401. When the road environment information on the offset side of the vehicle indicates that the road area on the offset side of the vehicle is an adjacent lane, obtain the current lateral speed and current longitudinal speed of each candidate vehicle falling in the adjacent lane, as well as the current lateral distance and current longitudinal distance from each candidate vehicle to the vehicle; wherein, the current lateral distance from each candidate vehicle to the vehicle can be understood as the current lateral distance from the center of each candidate vehicle to the center of the vehicle, and the current longitudinal distance from each candidate vehicle to the vehicle can be understood as the current longitudinal distance from the center of each candidate vehicle to the center of the vehicle.

[0060] S402. Based on the current longitudinal speed of each candidate vehicle falling in the adjacent lane and the current lateral and longitudinal distances of each candidate vehicle to the vehicle itself, select the target vehicle that poses a collision risk to the vehicle from the candidate vehicles falling in the adjacent lane.

[0061] In this step, when the vehicle's offset direction is to the left within its lane, all candidate vehicles that meet the first condition are initially selected from the candidate vehicles in the adjacent lane to the left of the vehicle. The first condition is used to limit the current lateral distance from each initially selected candidate vehicle to the vehicle to be greater than zero. When the current longitudinal speed of all initially selected candidate vehicles is greater than zero, it is determined that the adjacent lane to the left of the vehicle is a lane in the same direction. Then, target vehicles that meet the second condition are selected from all initially selected candidate vehicles. The second condition is used to limit the current longitudinal distance from the target vehicles selected to the vehicle to be less than zero. At this time, the target vehicles selected to the vehicle fall to the left rear of the vehicle. Alternatively, when the current longitudinal speed of all initially selected candidate vehicles is less than zero, it is determined that the adjacent lane to the left of the vehicle is a lane in the opposite direction. Then, target vehicles that meet the third condition are selected from all initially selected candidate vehicles. The third condition is used to limit the current longitudinal distance from the target vehicles selected to the vehicle to be greater than zero. At this time, the target vehicles selected to the vehicle fall to the left front of the vehicle.

[0062] In this step, when the vehicle's offset direction is to the right within its lane, all candidate vehicles that meet the fourth condition are initially selected from the candidate vehicles in the adjacent lane to the right of the vehicle. This fourth condition is used to limit the current lateral distance from each initially selected candidate vehicle to the vehicle to be less than zero. When the current longitudinal speed of all initially selected candidate vehicles is greater than zero, it is determined that the adjacent lane to the right of the vehicle is a lane in the same direction. Then, target vehicles that meet the second condition are selected from all initially selected candidate vehicles. At this time, the target vehicles selected are located to the right rear of the vehicle. Alternatively, when the current longitudinal speed of all initially selected candidate vehicles is less than zero, it is determined that the adjacent lane to the right of the vehicle is a lane in the opposite direction. Then, target vehicles that meet the third condition are selected from all initially selected candidate vehicles. At this time, the target vehicles selected are located to the right front of the vehicle.

[0063] S403. Based on the current speed of the vehicle, the current longitudinal speed of the target vehicle, and the current longitudinal distance between the target vehicle and the vehicle, determine the longitudinal collision time between the vehicle and the target vehicle. This can be achieved using the following expression: ; In the formula, The time of longitudinal collision between the vehicle and the target vehicle. The current longitudinal speed of the target vehicle. The current longitudinal distance from the target vehicle to the current vehicle is [value]. The length of the vehicle.

[0064] S404. Determine the lateral collision time between the vehicle and the target vehicle based on the target vehicle's current lateral speed, the target vehicle's current lateral distance to the vehicle, and the vehicle's current speed and heading angle.

[0065] In this step, the current lateral speed of the vehicle is first determined based on its current speed and heading angle. Then, based on the target vehicle's current lateral speed, the target vehicle's current lateral distance to the vehicle, and the vehicle's current lateral speed, the lateral collision time between the vehicle and the target vehicle is calculated using the following expression: ; In the formula, The time of lateral collision between the vehicle and the target vehicle. The current lateral speed of the target vehicle. The current lateral distance from the target vehicle to the current vehicle.

[0066] S405. When both the longitudinal collision time and the lateral collision time between the vehicle and the target vehicle are less than the time threshold, the electric power steering system of the vehicle is controlled to perform steering correction. At this time, by default, only the ELK-OT function is activated when the adjacent lanes are in the same direction. The corresponding activation scenarios can be found in [reference needed]. Figure 3 As shown, or by default, only the ELK-OC function is activated when the adjacent lane is an oncoming lane. The corresponding activation scenarios can be found in [link to relevant documentation]. Figure 4 As shown in the figure. The time threshold can be a preset value, and is preferably set to 2 seconds.

[0067] It should be noted that when the longitudinal collision time and / or lateral collision time between the vehicle and the target vehicle are greater than or equal to the time threshold, there is no need to activate the ELK-OT or ELK-OC function, meaning there is no need to control the vehicle's electric power steering system for steering correction. If multiple target vehicles are selected, it is only necessary to determine that the longitudinal collision time and lateral collision time between the vehicle and at least one target vehicle are both less than the time threshold to control the vehicle's electric power steering system for steering correction.

[0068] By setting targeted vehicle screening and further collision risk assessment logic, reasonable control over ELK function activation can be achieved, thereby effectively improving the robustness of ELK function.

[0069] In some embodiments, the content regarding controlling the electric power steering system of the vehicle to perform steering correction may include, but is not limited to, the following five steps S501 to S505.

[0070] S501. Obtain the current yaw rate, current sideslip angle, desired yaw rate, and desired sideslip angle of the vehicle; wherein, in order to reasonably design the control target, the desired sideslip angle of the vehicle is directly set to zero.

[0071] S502. Based on the preset linear two-degree-of-freedom vehicle dynamics model and the vehicle's current yaw rate and current center-of-gravity sideslip angle, construct the prediction equations required for the model predictive control algorithm.

[0072] In this step, it is clarified that the preset linear two-degree-of-freedom vehicle dynamics model is actually a classic simplified model used in automotive dynamics to analyze the lateral and yaw motions of a vehicle, and its mathematical expression is as follows: ; In the formula, For vehicle quality, The lateral speed of the vehicle can be understood as corresponding to the above. , for The first derivative, For vehicle speed, it can be understood as corresponding to the above. , This refers to the vehicle's actual yaw rate. for The first derivative, This refers to the lateral stiffness of the vehicle's front axle tires. This refers to the lateral stiffness of the vehicle's rear axle tires. The actual sideslip angle of the vehicle's center of gravity. This is the distance from the vehicle's center of gravity to the front axle. This is the distance from the vehicle's center of gravity to the rear axle. For the steering angle of the vehicle's front wheels, The yaw inertia of the vehicle; Based on the pre-defined linear two-degree-of-freedom vehicle dynamics model, the state-space equations of the prediction model are constructed as follows: ; in: , , , , , ; In the formula, In time The system state variables under these conditions for The first derivative with respect to time, In time The control input quantity below, In time The predicted output is as follows. , and All of these refer to parameters; The state-space equations of the prediction model are then discretized using the forward Euler formula, resulting in the following discretized state-space equations: ; in: , , ; In the formula, In the first The system state quantities at discrete moments. In the first The system state quantities at discrete moments. In the first The control input quantity at discrete time points. In the first The predicted output at each discrete time point. , and All of these refer to parameters. It is the identity matrix. The system sampling time; The discretized state-space equations are then reconstructed into state-space form to form the prediction equations required by the model predictive control algorithm, as follows: ; in: , , , , ; In the formula, To predict the system's prediction output matrix in the time domain, To control the system's control input matrix in the time domain, , and All of these refer to parameters. In the first The system estimate at each discrete time point is... The predicted output at each discrete time point. , To predict the time domain, In the first The control input quantity at discrete time points. , To control the time domain; The vehicle's current yaw rate and current center-of-gravity sideslip angle are then used as initial system state variables and injected into the prediction equation.

[0073] S503. Based on the prediction equations required by the model predictive control algorithm and the vehicle's desired yaw rate and desired sideslip angle, the optimization objective function required by the model predictive control algorithm is constructed as follows: ; in: , , , , , ; In the formula, The objective function is defined in this application as the sum of the squares of the deviations between the expected and actual output values ​​and the sum of the squares of the input increments. To predict the expected matrix of the system in the time domain, This is the weighted penalty coefficient matrix for system state deviations. The weighted penalty coefficient matrix for the system input. The weight matrix represents the system output deviation. The weight matrix for the system inputs. In the first The system settings at each discrete time point are The expected value at each discrete time point Let the desired sideslip angle of the vehicle's center of gravity be denoted as . Let yaw rate be the desired yaw rate of the vehicle. The following weight for the vehicle's center of gravity sideslip angle. As the following weight for the vehicle's yaw rate, The baseline weight for activating the ELK function when the vehicle is at a minimum speed of 60 km / h. As the speed sensitivity coefficient, the weighting coefficient of the front wheel steering angle dynamically increases with the square of the vehicle speed, which allows the ELK function to exert stronger constraints on the front wheel steering angle output in high-speed scenarios, thereby improving vehicle handling stability.

[0074] S504. After transforming the problem of solving the optimization objective function required by the model predictive control algorithm into a quadratic programming problem, solve it to obtain the predicted value of the optimal front wheel steering angle of the vehicle.

[0075] In this step, the objective function required by the model predictive control algorithm is first transformed into the standard QP form, and terms unrelated to the control input are eliminated, resulting in the improved objective function as follows: ; in: , , ; In the formula, It is the transpose symbol. , and All of these refer to parameters; Then, based on the preset control input constraints, a quadratic programming algorithm is used to minimize the improved objective function, yielding the optimal control input sequence in the control time domain; wherein, the preset control input constraints are expressed as follows: , To control the minimum value of the input, it is set to the minimum front wheel steering angle of the vehicle in this application. To control the maximum value of the input, it is set to the maximum front wheel angle of the vehicle in this application; Then, the first element is taken from the optimal control input sequence in the control time domain as the predicted optimal front wheel steering angle of the vehicle, which is the optimal value obtained from the solution. Take out As the final output, at this time .

[0076] S505. The optimal front wheel steering angle prediction value of the vehicle is input into the electric power steering system of the vehicle so that the electric power steering system of the vehicle can perform steering correction control on the vehicle, thereby keeping the vehicle within its lane.

[0077] In some embodiments of S501, the desired yaw rate of the vehicle can be a preset value, or the current lateral trajectory deviation of the vehicle can be obtained first, which can be output from the upper-level trajectory planning model of the vehicle, and then calculated according to the current lateral trajectory deviation of the vehicle and the preset single-point pre-aiming driver lateral model using the following expression: ; In the formula, This refers to the lateral trajectory deviation of the vehicle. The aiming time can be dynamically adjusted according to the vehicle speed under normal circumstances. Specifically, it adopts... This expression is used to achieve this. The preset baseline aiming time, This is a preset vehicle speed sensitivity coefficient related to the aiming time.

[0078] By integrating a single-point pre-aiming driver lateral model with a linear two-degree-of-freedom vehicle dynamics model, an optimization objective function for adaptive vehicle speed weights is designed. A quadratic programming algorithm is used to achieve real-time closed-loop solution of the vehicle's front wheel steering angle. This can solve problems such as abrupt steering correction control, easy instability at high speeds, and insufficient steering correction accuracy in existing technologies, while also taking into account vehicle driving safety, vehicle dynamic stability, and vehicle ride comfort.

[0079] In some embodiments, to ensure the accuracy of the ELK function activation logic, an ELK system state machine is designed to determine ELK function activation and deactivation. When the ELK system state machine is set to 0, it indicates that the vehicle is in a safe driving state, and the ELK function is in an unready state. When the ELK system state machine is set to 1, it indicates that the vehicle is tending to deviate from its lane and the driver is not intervening in the vehicle's driving, and the ELK function is in a ready state. When the ELK system state machine is set to 2, the ELK function is in an active state, and the vehicle actively steers and corrects its trajectory through the EPS system to avoid collisions with target vehicles or curbs. In practical applications, when the vehicle's current speed, the current status information of the offset side turn signal, the distance sequence from the offset side wheel to the offset side lane line, and the driver's hand torque sequence meet the basic conditions for activating the emergency lane keeping function, the ELK system state machine jumps from 0 to 1; when the offset side ELK-OC sign is in position 1, or the offset side ELK-OT sign is in position 1, or the offset side ELK-RE sign is in position 1, the ELK system state machine jumps from 1 to 2; when the vehicle completes the correction through the EPS system or when the driver intervenes in the vehicle's movement during the correction process through the EPS system, the ELK function is deactivated, and the ELK system state machine jumps from 2 to 0.

[0080] The driving conditions for the offset-side ELK-OC sign position 1 are as follows: the offset-side road environment information of the vehicle is detected, indicating that the offset-side road area of ​​the vehicle is the oncoming lane, and the longitudinal collision time and lateral collision time between the vehicle and the target vehicle in the oncoming lane that poses a collision risk are both less than the time threshold; the driving conditions for the offset-side ELK-OT sign position 1 are as follows: the offset-side road environment information of the vehicle is detected, indicating that the offset-side road area of ​​the vehicle is the same-direction lane, and the longitudinal collision time and lateral collision time between the vehicle and the target vehicle in the same-direction lane that poses a collision risk are both less than the time threshold; the driving conditions for the offset-side ELK-RE sign position 1 are as follows: the offset-side road environment information of the vehicle is detected, indicating that the offset-side road area of ​​the vehicle is the curb area.

[0081] In some embodiments, during the process of controlling the electric power steering system of the vehicle to correct steering, the driver's hand torque, the vehicle's heading angle, and the distance from the offset wheel of the vehicle to the lane line of the vehicle's lane are acquired in real time. When the driver's hand torque acquired in real time is greater than a preset takeover torque threshold, it is determined that the driver has intervened in the vehicle's driving trajectory, that is, the driver has taken over the vehicle's movement. At this time, the ELK system's functional state machine jumps from 2 to 0, directly exiting the ELK function, that is, there is no need to control the vehicle's electric power steering system to correct steering. Alternatively, when the absolute value of the vehicle's heading angle acquired in real time is less than a preset heading angle threshold, and the absolute value of the distance from the offset wheel of the vehicle to the lane line of the vehicle's lane is greater than an exit distance threshold, it is determined that the vehicle has returned to the center of its lane and is driving straight after actively correcting steering using the ELK function. At this time, the ELK system's functional state machine jumps from 2 to 0, directly exiting the ELK function, that is, there is no need to control the vehicle's electric power steering system to correct steering. The exit distance threshold can be a preset value or determined by looking up a table based on the width of the lane where the vehicle is located in real time.

[0082] In some embodiments, the vehicle's current speed, current heading angle, and current yaw rate can be obtained by the vehicle's onboard sensors. The current width of the lane in which the vehicle is located, the distance from the vehicle's center to the left lane line of the lane in which the vehicle is located, the distance from the vehicle's center to the right lane line of the lane in which the vehicle is located, the off-side road environment information of the vehicle, the current curvature of the left lane line of the lane in which the vehicle is located, and the current curvature of the right lane line of the lane in which the vehicle is located can be obtained by the vehicle's onboard camera. The target vehicle's current lateral speed and current longitudinal speed, the target vehicle's current lateral distance and current longitudinal distance from the vehicle, and the target vehicle's length and width can be obtained by the vehicle's onboard radar.

[0083] Please refer to Figure 5 , Figure 5 This is a schematic diagram of an emergency lane keeping control device provided in an embodiment of this application. This device can implement the aforementioned emergency lane keeping control method, and may include, but is not limited to, the following components: The first processing module 601 is used to obtain the current speed and current heading angle of the vehicle, and then determine the offset side turn signal, offset side wheel and offset side lane line of the vehicle based on the current speed and current heading angle of the vehicle. The second processing module 602 is used to obtain the current status information of the vehicle's offset side turn signal, the distance sequence from the offset side wheel to the offset side lane line, and the driver's hand torque sequence. The third processing module 603 is used to obtain the off-side road environment information of the vehicle when the current speed of the vehicle, the current status information of the off-side turn signal, the distance sequence from the off-side wheel to the off-side lane line, and the driver's hand torque sequence meet the basic conditions for activating the emergency lane keeping function. The fourth processing module 604 is used to control the electric power steering system of the vehicle to correct the steering deviation based on the road environment information on the offset side of the vehicle.

[0084] It is understood that the content of the above method embodiments is applicable to the present device embodiments. The functions specifically implemented by the present device embodiments are the same as those specifically implemented by the above method embodiments, and the beneficial effects achieved by the present device embodiments are also the same as those achieved by the above method embodiments.

[0085] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described emergency lane keeping control method. The electronic device may include any smart terminal such as a tablet computer or an in-vehicle computer.

[0086] It is understood that the content of the above method embodiments is applicable to the present device embodiments. The specific functions implemented by the present device embodiments are the same as those implemented by the above method embodiments, and the beneficial effects achieved by the present device embodiments are also the same as those achieved by the above method embodiments.

[0087] Please see Figure 6 , Figure 6 This is a schematic diagram illustrating the hardware structure of an electronic device according to another embodiment. The electronic device includes: The processor 701 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application. The memory 702 can be implemented in the form of read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 702 can store the operating system and other applications. When the technical solution provided in the embodiments of this application is implemented by software or firmware, the relevant program code is stored in the memory 702 and is called and executed by the processor 701. The input / output interface 703 is used to implement information input and output; The communication interface 704 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.). Bus 705 transmits information between various components of the device (e.g., processor 701, memory 702, input / output interface 703, and communication interface 704); The processor 701, memory 702, input / output interface 703 and communication interface 704 are connected to each other within the device via bus 705.

[0088] This application also provides a vehicle that includes the aforementioned emergency lane keeping control device or the aforementioned electronic device. Specifically, the vehicle can be a private car, such as a sedan or SUV; the vehicle can also be a new energy vehicle, such as a hybrid vehicle or a pure electric vehicle.

[0089] It is understood that the content of the above method embodiments is applicable to this vehicle embodiment, the specific functions implemented by this vehicle embodiment are the same as those implemented by the above method embodiments, and the beneficial effects achieved by this vehicle embodiment are the same as those achieved by the above method embodiments.

[0090] This application also provides a computer program product, which includes a computer program that, when executed by one or more processors, implements the above-described emergency lane keeping control method.

[0091] It is understood that the content of the above method embodiments is applicable to this computer program product. The specific functions implemented by the embodiments of this computer program product are the same as those implemented by the above method embodiments, and the beneficial effects achieved by the embodiments of this computer program product are also the same as those achieved by the above method embodiments.

[0092] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0093] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0094] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0095] Those skilled in the art will understand that all or some of the steps, apparatuses, or functional modules / units in the methods disclosed above can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0096] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, apparatus, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or devices.

[0097] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0098] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed between the devices or units may be through some interfaces, and the indirect coupling or communication connection may be electrical, mechanical, or other forms.

[0099] The units described above as separate components may or may not be physically separate. 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 the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0100] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0101] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0102] The preferred embodiments of this application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of this application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of this application shall be within the scope of the claims of this application.

Claims

1. An emergency lane keeping control method, characterized in that, The method includes the following steps: The vehicle's current speed and heading angle are obtained, and then the vehicle's offset turn signal, offset wheel, and offset lane line are determined based on the vehicle's current speed and heading angle. Obtain the current status information of the vehicle's offset-side turn signal, the distance sequence from the offset-side wheel to the offset-side lane line, and the driver's hand torque sequence; When the current speed of the vehicle, the current status information of the offset side turn signal, the distance sequence from the offset side wheel to the offset side lane line, and the driver's hand torque sequence meet the basic conditions for activating the emergency lane keeping function, the offset side road environment information of the vehicle is obtained. Based on the road environment information on the offset side of the vehicle, the electric power steering system of the vehicle is controlled to perform steering correction.

2. The emergency lane keeping control method according to claim 1, characterized in that, The distance sequence from the off-side wheel of the vehicle to the off-side lane line includes the current distance from the off-side wheel of the vehicle to the off-side lane line; The activation conditions include: the vehicle's current speed is greater than a speed threshold; the driver's control information indicates that the driver is in a hands-free state; the vehicle's offset status information indicates that the vehicle is continuously offset towards the offset lane line; the vehicle's offset turn signal's current status information indicates that the offset turn signal is currently off; and the current distance from the offset wheel to the offset lane line meets a distance threshold condition. The driver's control information is determined by the driver's hand torque sequence, and the vehicle's offset status information is determined by the distance sequence from the offset wheel to the offset lane line.

3. The emergency lane keeping control method according to claim 2, characterized in that, The distance threshold condition is used to constrain the relationship between the current distance from the off-side wheel of the vehicle to the off-side lane line and the off-side distance threshold, which is obtained in the following way: The current lateral speed of the vehicle is determined based on its current speed and current heading angle. Obtain the current width of the lane in which the vehicle is located and the current curvature of the lane line on the offset side of the vehicle; Determine the offset side base distance threshold based on the current width of the lane where the vehicle is located; Based on the vehicle's current lateral speed and the current curvature of the lane line on the offset side, determine the additional distance threshold on the offset side; The offset side distance threshold is determined based on the offset side base distance threshold and the offset side additional distance threshold.

4. The emergency lane keeping control method according to claim 1, characterized in that, The step of controlling the electric power steering system of the vehicle to perform steering correction based on the road environment information on the offset side of the vehicle includes: When the road environment information on the offset side of the vehicle indicates that the road area on the offset side of the vehicle is a curb area, the electric power steering system of the vehicle is controlled to perform steering correction.

5. The emergency lane keeping control method according to claim 1, characterized in that, The step of controlling the electric power steering system of the vehicle to perform steering correction based on the road environment information on the offset side of the vehicle includes: When the road environment information of the vehicle's offset side indicates that the road area of ​​the vehicle's offset side is an adjacent lane, the current lateral speed and current longitudinal speed of each candidate vehicle falling in the adjacent lane, as well as the current lateral distance and current longitudinal distance of each candidate vehicle to the vehicle are obtained. Based on the current longitudinal speed of each candidate vehicle and the current lateral and longitudinal distances of each candidate vehicle to the vehicle, target vehicles that pose a collision risk to the vehicle are selected from the candidate vehicles. The longitudinal collision time between the vehicle and the target vehicle is determined based on the current speed of the vehicle, the current longitudinal speed of the target vehicle, and the current longitudinal distance between the target vehicle and the vehicle. The lateral collision time between the vehicle and the target vehicle is determined based on the target vehicle's current lateral speed, the target vehicle's current lateral distance to the vehicle, and the vehicle's current speed and heading angle. When both the longitudinal collision time and the lateral collision time between the vehicle and the target vehicle are less than the time threshold, the electric power steering system of the vehicle is controlled to perform steering correction.

6. The emergency lane keeping control method according to claim 4 or 5, characterized in that, The process of controlling the electric power steering system of the vehicle to correct steering deviation includes: Obtain the current yaw rate, current sideslip angle, desired yaw rate, and desired sideslip angle of the vehicle. Based on the preset linear two-degree-of-freedom vehicle dynamics model and the current yaw rate and current center-of-gravity sideslip angle of the vehicle, the prediction equations required for the model predictive control algorithm are constructed. Based on the prediction equation and the vehicle's desired yaw rate and desired centroid sideslip angle, construct the optimization objective function required for the model predictive control algorithm; The problem of solving the optimization objective function is transformed into a quadratic programming problem and then solved to obtain the predicted value of the optimal front wheel steering angle of the vehicle. The predicted optimal front wheel steering angle of the vehicle is input into the electric power steering system of the vehicle so that the electric power steering system of the vehicle can perform steering correction control on the vehicle.

7. The emergency lane keeping control method according to claim 6, characterized in that, The desired yaw rate of the vehicle is obtained in the following way: The current lateral trajectory deviation of the vehicle is obtained, and then the desired yaw rate of the vehicle is determined based on the current lateral trajectory deviation of the vehicle and the preset single-point pre-aiming driver lateral model.

8. An emergency lane keeping control device, characterized in that, The device includes: The first processing module is used to obtain the current speed and current heading angle of the vehicle, and then determine the offset side turn signal, offset side wheel and offset side lane line of the vehicle based on the current speed and current heading angle of the vehicle. The second processing module is used to obtain the current status information of the vehicle's offset-side turn signal, the distance sequence from the offset-side wheel to the offset-side lane line, and the driver's hand torque sequence. The third processing module is used to obtain the off-side road environment information of the vehicle when the current speed of the vehicle, the current status information of the off-side turn signal, the distance sequence from the off-side wheel to the off-side lane line, and the driver's hand torque sequence meet the basic conditions for activating the emergency lane keeping function. The fourth processing module is used to control the electric power steering system of the vehicle to perform steering correction based on the road environment information on the offset side of the vehicle.

9. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the emergency lane keeping control method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle includes the emergency lane keeping control device as claimed in claim 8 or the electronic device as claimed in claim 9.

Images