Trajectory planning method and apparatus for automatic centering of vehicle, and device and medium

Abstract

A trajectory planning method and apparatus for the automatic centering of a vehicle, and a device and a medium. The method comprises: S101, when it is determined that a vehicle has been located outside the center of a lane, determining the current demanded lateral deviation on the basis of a calibrated lateral deviation adjustment parameter, and determining the current demanded yaw angle on the basis of a calibrated vehicle lateral speed, so as to plan, on the basis of the current demanded lateral deviation and the current demanded yaw angle, the current demanded trajectory between an ego vehicle trajectory of the vehicle and a final demanded trajectory, which is planned on the basis of a lane center line; and S102, performing lateral vehicle control on the basis of the ego vehicle trajectory and the current demanded trajectory until the vehicle travels to the center of the lane. By means of the method, the movement of a steering wheel in a centering process of a vehicle is reduced, so as to ensure the stability and comfort of the vehicle control by the steering wheel during an automatic centering process of the vehicle, thereby improving the confidence and the sense of safety of a user.

Description

Trajectory planning method, device and equipment for vehicle automatic returning to lane center and medium

[0001] Cross-reference to related applications

[0002] This application claims priority to Chinese Patent Application No. CN202410469536.1, filed on April 18, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0003] The present disclosure relates to the technical field of target recognition, in particular to a trajectory planning method, device and equipment for vehicle automatic returning to lane center and medium. BACKGROUND

[0004] Autonomous vehicles (Self-driving automobile) rely on artificial intelligence, visual computing, radar, monitoring devices and global positioning systems to work together, so that the controller of the autonomous vehicle can operate the autonomous vehicle to travel automatically and safely without human initiative.

[0005] In related technologies, an autonomous driving system includes a routing module, a motion planning module, a perception module and a vehicle control module, wherein the routing module plans a road segment that the vehicle needs to pass through based on the vehicle position, the destination position and a high-definition map; the motion planning module generates a safe and comfortable driving trajectory based on the information output by the routing module and the information provided by the perception module, and sends the driving trajectory to the vehicle control module; and the vehicle control module controls the vehicle to travel according to the driving trajectory.

[0006] When the vehicle activates the lane keeping function at a non-lane center, if the trajectory is planned according to the lane center line, the vehicle control module will have a problem of unstable vehicle control due to too large lateral deviation between the current trajectory and the final demand trajectory. Especially when the lane keeping function is just activated, the larger the lateral deviation, the larger the steering wheel action when the vehicle returns to the center. The larger the steering wheel action when the vehicle returns to the center, the more likely it is to cause the driver to be mentally panicked, resulting in an uncomfortable driving experience.

[0007] SUMMARY

[0008] The present disclosure provides a trajectory planning method, device and equipment for vehicle automatic returning to lane center and medium, which can solve the technical problem that the vehicle control module will have a problem of unstable vehicle control due to too large lateral deviation between the current trajectory and the final demand trajectory when the vehicle activates the lane keeping function at a non-lane center in the prior art.

[0009] In a first aspect, the embodiments of the present disclosure provide a trajectory planning method for vehicle automatic returning to the center of a lane, comprising: when it is determined that the vehicle is located in a non-lane center, determining a current required lateral deviation according to a calibrated lateral deviation adjustment parameter, determining a current required yaw angle according to a calibrated vehicle lateral speed, and planning a current required trajectory between a self-vehicle trajectory of the vehicle and a final required trajectory planned based on a lane center line according to the current required lateral deviation and the current required yaw angle; and performing lateral vehicle control according to the self-vehicle trajectory and the current required trajectory until the vehicle travels to the lane center.

[0010] In a second aspect, the embodiments of the present disclosure provide a trajectory planning device for vehicle automatic returning to the center of a lane, comprising: a planning module configured to, when it is determined that the vehicle is located in a non-lane center, determine a current required lateral deviation according to a calibrated lateral deviation adjustment parameter, determine a current required yaw angle according to a calibrated vehicle lateral speed, and plan a current required trajectory between a self-vehicle trajectory of the vehicle and a final required trajectory planned based on a lane center line according to the current required lateral deviation and the current required yaw angle; and a control module configured to perform lateral vehicle control according to the self-vehicle trajectory and the current required trajectory until the vehicle travels to the lane center.

[0011] In a third aspect, the embodiments of the present disclosure provide a trajectory planning device for vehicle automatic returning to the center of a lane, comprising a processor, a memory, and a trajectory planning program for vehicle automatic returning to the center of a lane stored in the memory and executable by the processor, wherein the trajectory planning program for vehicle automatic returning to the center of a lane is executed by the processor to implement the steps of the trajectory planning method for vehicle automatic returning to the center of a lane according to any one of the above aspects.

[0012] In a fourth aspect, the embodiments of the present disclosure provide a computer readable storage medium, wherein the computer readable storage medium stores a trajectory planning program for vehicle automatic returning to the center of a lane, and the trajectory planning program for vehicle automatic returning to the center of a lane is executed by a processor to implement the steps of the trajectory planning method for vehicle automatic returning to the center of a lane according to any one of the above aspects. BRIEF DESCRIPTION OF DRAWINGS

[0013] The above and various other advantages and benefits will become apparent to those ordinarily skilled in the art upon reading the following detailed description of the preferred embodiments in conjunction with the accompanying drawings.

[0014] FIG. 1 shows a flowchart of a trajectory planning method for vehicle automatic returning to the center of a lane according to some embodiments of the present disclosure;

[0015] FIG. 2 shows a schematic diagram of the trajectory planning method for vehicle automatic returning to the center of a lane shown in FIG. 1;

[0016] FIG. 3 shows a specific flowchart of the trajectory planning method for vehicle automatic returning to the center of a lane shown in FIG. 1.

[0017] FIG. 4 shows a structural schematic block diagram of a trajectory planning device in vehicle automatic returning according to some embodiments of the present disclosure;

[0018] FIG. 5 shows a hardware structural schematic diagram of a trajectory planning device in vehicle automatic returning according to some embodiments of the present disclosure. DETAILED DESCRIPTION

[0019] In order to enable persons skilled in the art to better understand the present disclosure scheme, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only some of the embodiments of the present disclosure, not all. Based on the embodiments in the present disclosure, all other embodiments obtained by persons skilled in the art without creative labor are within the scope of protection of the present disclosure.

[0020] In order to make the purpose, technical solutions and advantages of the present disclosure clearer, the embodiments of the present disclosure will be further described in detail below in conjunction with the drawings.

[0021] In a first aspect, the embodiments of the present disclosure provide a trajectory planning method in vehicle automatic returning.

[0022] FIG. 1 shows a flow chart of a trajectory planning method in vehicle automatic returning according to some embodiments of the present disclosure. As shown in FIG. 1, in some embodiments, the trajectory planning method in vehicle automatic returning can include the following steps:

[0023] Step S101, when it is determined that the vehicle is located at a non-lane center, determining a current required lateral deviation according to a calibrated lateral deviation adjustment parameter, and determining a current required yaw angle according to a calibrated vehicle lateral speed, to plan a current required trajectory between a self-vehicle trajectory of the vehicle and a final required trajectory planned based on a lane center line according to the current required lateral deviation and the current required yaw angle; and

[0024] Step S102, performing lateral vehicle control according to the self-vehicle trajectory and the current required trajectory until the vehicle travels to the lane center.

[0025] It is worth mentioning that the trajectory planning principle of the vehicle automatic returning to the center in the embodiments of the present disclosure is shown in FIG. 2. The lateral deviation adjustment parameter and the vehicle lateral speed are two parameters for controlling the vehicle trajectory and the steering wheel action size. When the lateral deviation adjustment parameter is larger, the current demand trajectory is closer to the final demand trajectory, the deviation between the ego vehicle trajectory and the current demand trajectory is larger, the vehicle automatic returning to the center is larger in amplitude, the steering wheel action is larger, and the returning to the center is faster. Conversely, when the lateral deviation adjustment parameter is smaller, the steering wheel action is smaller, and the vehicle returning to the center is slower. When the vehicle lateral speed is larger, the current demand trajectory is closer to the final demand trajectory, the deviation between the ego vehicle trajectory and the current demand trajectory is larger, the vehicle automatic returning to the center is larger in amplitude, the steering wheel action is larger, and the returning to the center is faster. Conversely, when the vehicle lateral speed is smaller, the steering wheel action is smaller, but the returning to the center is slower. Therefore, the embodiments of the present disclosure limit the lateral deviation and the demand yaw angle in the vehicle automatic returning to the center control vehicle trajectory by the calibrated lateral deviation adjustment parameter and the vehicle lateral speed, thereby reducing the action of the steering wheel in the vehicle returning to the center process, thereby ensuring the stability and comfort of the steering wheel control vehicle in the vehicle automatic returning to the center process, and increasing the user's confidence and safety.

[0026] The trajectory planning method of the vehicle automatic returning to the center in the present disclosure will be described below in combination with specific embodiments.

[0027] FIG. 3 shows a specific flowchart of FIG. 1. As shown in FIG. 3, first, after activating the vehicle automatic returning to the center function, the lane line information of the lane where the vehicle is located is acquired in real time, the pose information of the vehicle in the lane is determined according to the lane line information, and whether the vehicle is located in the non-lane center is determined according to the pose information of the vehicle in the lane and the lane line information.

[0028] In some embodiments, the lateral deviation value of the vehicle from the lane center can be calculated according to the lateral deviation values of the vehicle from the left lane line and the right lane line, respectively. If the lateral deviation value of the vehicle from the lane center is greater than a preset deviation value threshold, it is determined that the vehicle is located in the non-lane center. If the lateral deviation value of the vehicle from the lane center is less than or equal to the deviation value threshold, it is determined that the vehicle is located in the lane center.

[0029] It is worth noting that the embodiments of the present disclosure can obtain lane line information of the lane where the vehicle is located in real time through a camera, other shooting devices or sensors carried by the vehicle, and the lane line includes a left lane line located on the left side of the vehicle and a right lane line located on the right side of the vehicle. The obtained lane line information can include four coefficients of lateral deviation, yaw angle, curvature and curvature change rate. The collected left lane line information can include lateral deviation C0' of the vehicle and the left lane line, yaw angle C1' of the vehicle and the left lane line, curvature C2' of the left lane line and curvature change rate C3' of the left lane line; and the right lane line information can include lateral deviation C0'' of the vehicle and the right lane line, yaw angle C1'' of the vehicle and the right lane line, curvature C2'' of the right lane line and curvature change rate C3'' of the right lane line. Taking the above lane line information obtained by the sensor as an example, the relative poses of the sensor and the left lane line and the right lane line can be calculated respectively according to the collected lane line information, and then the pose information of the vehicle in the lane is determined based on the relative poses.

[0030] In some embodiments, the calculation formula of the lateral deviation value of the vehicle and the center of the lane according to the lateral deviation values of the vehicle and the left lane line and the right lane line can be dy = |(C0' + C0'') / 2|, wherein dy is the lateral deviation value of the vehicle and the center of the lane, C0' is the lateral deviation of the vehicle and the left lane line, and C0'' is the lateral deviation of the vehicle and the right lane line.

[0031] The deviation value threshold can be calibrated according to requirements. In the embodiments of the present disclosure, the deviation value threshold can be set to 0.3 m. When the lateral deviation value dy of the vehicle and the center of the lane is greater than 0.3 m (which can be calibrated), it is considered that the vehicle is not in the center of the lane, and at this time, the lane keeping function needs to be activated to plan a current demand trajectory, so that the vehicle is adjusted from the ego trajectory to the final demand trajectory planned according to the center line of the lane through the current demand trajectory, wherein the current demand trajectory can be a smooth curve. When the lateral deviation value dy of the vehicle and the center of the lane is less than or equal to 0.3 m, it is considered that the vehicle is in the center of the lane, and no adjustment is needed.

[0032] It is worth noting that before generating the current demand trajectory, the ego trajectory and the final demand trajectory of the vehicle currently driving can be generated first.

[0033] Taking the center of the rear axle of the ego vehicle as the coordinate origin, the expression of the ego trajectory can be calculated as follows:

[0034] wherein C0(ego) is the lateral deviation of the ego vehicle, C1(ego) is the yaw angle of the ego vehicle, C2(ego) is the curvature of the ego vehicle, C3(ego) is the curvature change rate of the ego vehicle, yawrate is the yaw rate of the vehicle, Vego is the speed of the ego vehicle, and xego is the longitudinal position of the ego vehicle. longa vehicle longitudinal speed, wherein yawrate and V long may be obtained through a Controller Area Network (CAN) bus of the vehicle controller.

[0035] In some embodiments, planning the final demand trajectory based on the lane center line can include: taking an average of a lateral deviation of the vehicle from the left lane line and a lateral deviation of the vehicle from the right lane line as a final demand lateral deviation; taking an average of a heading angle of the vehicle from the left lane line and a heading angle of the vehicle from the right lane line as a final demand yaw angle; taking an average of a curvature of the left lane line and a curvature of the right lane line as a final demand curvature; taking an average of a curvature rate of change of the left lane line and a curvature rate of change of the right lane line as a final demand curvature rate of change; and determining the final demand trajectory based on the final demand lateral deviation, the final demand yaw angle, the final demand curvature, and the final demand curvature rate of change.

[0036] In some embodiments, the expression of the final demand trajectory at time t can be:

[0037] wherein C0(final) is the final demand lateral deviation, C1(final) is the final demand yaw angle, C2(final) is the final demand curvature, C3(final) is the final demand curvature rate of change, C0' is the lateral deviation of the vehicle from the left lane line, C1' is the yaw angle of the vehicle from the left lane line, C2' is the curvature of the left lane line, C3' is the curvature rate of change of the left lane line, C0" is the lateral deviation of the vehicle from the right lane line, C1" is the yaw angle of the vehicle from the right lane line, C2" is the curvature of the right lane line, and C3" is the curvature rate of change of the right lane line.

[0038] In some embodiments, when it is determined that the vehicle is located outside the lane center, determining a current demand lateral deviation according to a calibrated lateral deviation adjustment parameter, determining a current demand yaw angle according to a calibrated vehicle lateral speed, and planning a current demand trajectory between a self-vehicle trajectory of the vehicle and a final demand trajectory planned based on a lane center line, according to the current demand lateral deviation and the current demand yaw angle, can include: taking the lateral deviation adjustment parameter as the current demand lateral deviation; calculating the current demand yaw angle according to the vehicle lateral speed, a vehicle longitudinal speed, a final demand lateral deviation, and a final demand yaw angle in the final demand trajectory; calculating a current demand curvature according to the final demand lateral deviation in the final demand trajectory; determining a current demand curvature rate of change as 0; and generating the current demand trajectory according to the current demand lateral deviation, the current demand yaw angle, and the current demand curvature.

[0039] In some embodiments, the lateral deviation adjustment parameter is used as the current required lateral deviation, and its expression may be: C0(current)=Y0;

[0040] The current required yaw angle is calculated according to the vehicle lateral speed, the vehicle longitudinal speed, the final required lateral deviation in the final required trajectory, and the final required yaw angle, and the expression thereof can be:

[0041] The current demand curvature is calculated according to the final demand lateral deviation in the final demand trajectory, and its expression can be:

[0042] Determine that the curvature change rate of the current demand is 0, and the expression for generating the current demand trajectory can be:

[0043] Among them, C0(current) is the current required lateral deviation, C1(current) is the current required yaw angle, C2(current) is the current required curvature, C3(current) is the current required curvature change rate, C0(final) is the final required lateral deviation, C1(final) is the final required yaw angle, V long is the longitudinal speed of the vehicle, Y0 is the lateral deviation adjustment parameter, V lateral is the vehicle lateral velocity.

[0044] In some embodiments, Y0 and V lateral It is a calibrable quantity, and the specific value is obtained based on actual vehicle performance debugging.

[0045] In some embodiments, the vehicle can be positioned outside the center of the lane by adjusting Y0 and V lateral , so that the vehicle returns to the center smoothly, and the Y0 obtained by debugging is used as the calibrated lateral deviation adjustment parameter, and the V lateral As the calibrated vehicle lateral velocity.

[0046] The debugging principle of the Y0 value can be as follows: the larger the Y0 value, the closer the current demand trajectory is to the final demand trajectory, the greater the deviation between the ego vehicle trajectory and the current demand trajectory, the greater the vehicle's automatic self-centering amplitude, the greater the steering wheel movement, and the faster the return to center; conversely, the smaller the steering wheel movement, the slower the return to center.

[0047] V lateral The debugging principle of the value can be: V lateral The larger the value, the closer the current demand trajectory is to the final demand trajectory, indicating that the deviation between the ego vehicle trajectory and the current demand trajectory is greater, the vehicle's automatic self-centering amplitude is greater, the steering wheel movement is larger, and the return to center is faster; conversely, the smaller the steering wheel movement, the slower the return to center.

[0048] If the expression of the current demand trajectory is simplified, the simplified expression can be:

[0049] The general expression of the trajectory equation of the current demand trajectory can be a cubic polynomial, and the trajectory equation is a smooth curve: Y=C0(current)+C1(current)X+1 / 2xC1(current)X 2 +1 / 6xC2(current)X 3 Y is the trajectory equation of the current demand trajectory, and X is the longitudinal preview distance.

[0050] The trajectory planning method for vehicle automatic returning in the embodiments of the present disclosure can obtain lane line information of a lane in which the vehicle is located in real time to determine pose information of the vehicle in the lane when the vehicle activates a lane keeping function, and can calculate a lateral deviation value of the vehicle from the center of the lane according to the pose information and the lane line information to determine whether the vehicle is located in a non-lane center. After determining that the vehicle is located in the non-lane center, a current demand trajectory is planned between a self-vehicle trajectory and a final demand trajectory, and the current demand trajectory is a smooth transition curve. The vehicle can perform lateral vehicle control and automatic returning according to a deviation between the self-vehicle trajectory and the current demand trajectory. The stability and comfort of steering wheel control can be ensured during automatic returning of the vehicle, and user confidence and safety can be increased.

[0051] In a second aspect, the embodiments of the present disclosure further provide a trajectory planning device for vehicle automatic returning.

[0052] FIG. 4 shows a functional module schematic diagram of a trajectory planning device for vehicle automatic returning according to some embodiments of the present disclosure. As shown in FIG. 4, the trajectory planning device for vehicle automatic returning can include a planning module and a control module, wherein the planning module is configured to determine a current demand lateral deviation according to a calibrated lateral deviation adjustment parameter when it is determined that the vehicle is located in a non-lane center, determine a current demand yaw angle according to a calibrated vehicle lateral speed, and plan a current demand trajectory between a self-vehicle trajectory of the vehicle and a final demand trajectory planned based on a lane center line according to the current demand lateral deviation and the current demand yaw angle; and the control module is configured to perform lateral vehicle control according to the self-vehicle trajectory and the current demand trajectory until the vehicle travels to the lane center.

[0053] In some embodiments, the planning module can be further configured to: adjust the lateral deviation adjustment parameter as the current demand lateral deviation; calculate the current demand yaw angle according to the vehicle lateral velocity, vehicle longitudinal velocity, the final demand lateral deviation in the final demand trajectory, and the final demand yaw angle; calculate the current demand curvature according to the final demand lateral deviation in the final demand trajectory; determine that the current demand curvature rate of change is 0; and generate the current demand trajectory according to the current demand lateral deviation, the current demand yaw angle, and the current demand curvature.

[0054] In some embodiments, the planning module can be further configured to: adjust the lateral deviation adjustment parameter as the current demand lateral deviation in an expression of: C0(current) = Y0;

[0055] calculate the current demand yaw angle according to the vehicle lateral velocity, vehicle longitudinal velocity, the final demand lateral deviation in the final demand trajectory, and the final demand yaw angle in an expression of:

[0056] and

[0057] calculate the current demand curvature according to the final demand lateral deviation in the final demand trajectory in an expression of:

[0058] wherein C0(current) is the current demand lateral deviation, C1(current) is the current demand yaw angle, C2(current) is the current demand curvature, C3(current) is the current demand curvature rate of change, C0(final) is the final demand lateral deviation, C1(final) is the final demand yaw angle, Vlong is the vehicle longitudinal velocity, Y0 is the lateral deviation adjustment parameter, V lateral is the vehicle lateral velocity.

[0059] In some embodiments, the planning module can be further configured to calculate a trajectory equation of the current demand trajectory according to an equation of: Y = C0(current) + C1(current) x X + 1 / 2 x C1(current) x X 2 + 1 / 6 x C2(current) x X 3

[0060] calculate a trajectory equation of the current demand trajectory, wherein Y is the trajectory equation of the current demand trajectory, and X is the longitudinal preview distance.

[0061] In some embodiments, the planning module can be further configured to: determine a final demand lateral deviation as an average of a lateral deviation of the vehicle from the left lane line and a lateral deviation of the vehicle from the right lane line; determine a final demand yaw angle as an average of a yaw angle of the vehicle from the left lane line and a yaw angle of the vehicle from the right lane line; determine a final demand curvature as an average of a curvature of the left lane line and a curvature of the right lane line; determine a final demand curvature rate of change as an average of a rate of change of the curvature of the left lane line and a rate of change of the curvature of the right lane line; and determine the final demand trajectory based on the final demand lateral deviation, the final demand yaw angle, the final demand curvature, and the final demand curvature rate of change.

[0062] In some embodiments, the planning module can be further configured to: determine whether the vehicle is located in a non-lane center based on the pose information of the vehicle in the lane and the lane line information after the lane keeping function is activated.

[0063] In some embodiments, the planning module can be further configured to: calculate a lateral deviation value of the vehicle from the lane center based on the lateral deviation values of the vehicle from the left lane line and the right lane line, respectively; determine that the vehicle is located in the non-lane center if the lateral deviation value of the vehicle from the lane center is greater than a preset deviation value threshold; and determine that the vehicle is located in the lane center if the lateral deviation value of the vehicle from the lane center is less than or equal to the deviation value threshold.

[0064] The functions of the modules of the vehicle automatic return-in-lane trajectory planning apparatus described above correspond to the steps in the vehicle automatic return-in-lane trajectory planning method embodiments, and the functions and implementation processes will not be repeated here.

[0065] In a third aspect, the embodiments of the present disclosure provide a vehicle automatic return-in-lane trajectory planning device. The vehicle automatic return-in-lane trajectory planning device can be a personal computer (PC), a notebook computer, a server, or other devices with data processing functions.

[0066] Referring to FIG. 5, FIG. 5 is a schematic diagram of the hardware structure of the vehicle automatic return-in-lane trajectory planning device involved in the embodiments of the present disclosure. In the embodiments of the present disclosure, the vehicle automatic return-in-lane trajectory planning device can include a processor, a memory, a communication interface, and a communication bus.

[0067] The communication bus can be of any type, used to interconnect the processor, the memory, and the communication interface.

[0068] The communication interface includes an input / output (I / O) interface, a physical interface, and a logical interface, etc. for realizing the interconnection of devices inside the trajectory planning device in the vehicle automatic returning, and an interface for realizing the interconnection of the trajectory planning device in the vehicle automatic returning and other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber interface, an ATM interface, etc.; the user device can be a display (Display), a keyboard (Keyboard), etc.

[0069] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0070] The processor can be a general-purpose processor, which can invoke the vehicle automatic returning trajectory planning program stored in the memory and execute the vehicle automatic returning trajectory planning method provided by the embodiments of the present disclosure. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the vehicle automatic returning trajectory planning program is invoked can refer to various embodiments of the vehicle automatic returning trajectory planning method of the present disclosure, which will not be repeated here.

[0071] Those skilled in the art can understand that the hardware structure shown in FIG. 5 does not constitute a limitation on the present disclosure, and can include more or fewer components than those shown, or combine certain components, or different component arrangements.

[0072] In a fourth aspect, the embodiments of the present disclosure further provide a computer readable storage medium.

[0073] The computer readable storage medium of the present disclosure stores a vehicle automatic returning trajectory planning program, wherein the vehicle automatic returning trajectory planning program is executed by the processor to implement the steps of the vehicle automatic returning trajectory planning method as described above.

[0074] The method implemented when the vehicle automatic returning trajectory planning program is executed can refer to various embodiments of the vehicle automatic returning trajectory planning method of the present disclosure, which will not be repeated here.

[0075] The technical scheme provided by the embodiments of the present disclosure has the following beneficial effects:

[0076] By determining the current demand lateral deviation according to the calibrated lateral deviation adjustment parameter when determining that the vehicle is located at the non-lane center, determining the current demand yaw angle according to the calibrated vehicle lateral speed, and planning the current demand trajectory between the ego trajectory of the vehicle and the final demand trajectory planned based on the lane center line according to the current demand lateral deviation and the current demand yaw angle, the lateral deviation and the demand yaw angle in the automatic return-to-center control trajectory of the vehicle are limited by the calibrated lateral deviation adjustment parameter and the vehicle lateral speed when the vehicle deviates from the lane center, so that the action of the steering wheel in the vehicle return-to-center process is reduced, thereby ensuring the stability and comfort of the steering control in the vehicle automatic return-to-center process, and increasing the user's confidence and safety.

[0077] It should be noted that the above sequence numbers of the embodiments of the present disclosure are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0078] The terms "comprise" and "have" and any variations thereof in the specification and claims of the present disclosure and the above drawings are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units is not limited to the listed steps or units, but can optionally further include steps or units not listed, or can optionally further include other steps or units inherent to the process, method, product or device. The terms "first", "second" and "third" and the like descriptions are used to distinguish different objects, and do not represent the order or limit the types of "first", "second" and "third".

[0079] In the description of the embodiments of the present disclosure, "exemplary", "for example", "for instance" or the like is used to represent an example, illustration or description. Any embodiment or design scheme described as "exemplary", "for example" or "for instance" in the embodiments of the present disclosure should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. Rather, the words "exemplary", "for example", "for instance" and the like are intended to present the relevant concept in a specific manner.

[0080] In the description of the embodiments of the present disclosure, unless otherwise specified, " / " represents or, for example, A / B can represent A or B; "and / or" in the text only represents a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can represent: A alone, A and B exist together, and B alone, in addition, in the description of the embodiments of the present disclosure, "multiple" means two or more than two.

[0081] In some of the processes described in the embodiments of the present disclosure, a plurality of operations or steps are included in a specific order, but it should be understood that these operations or steps can be executed in an order other than that in which they appear in the embodiments of the present disclosure or in parallel, and the serial number of the operation is only used to distinguish different operations, and the serial number itself does not represent any execution order. In addition, these processes can include more or fewer operations, and these operations or steps can be executed in sequence or in parallel, and these operations or steps can be combined.

[0082] Through the above description of the embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment method can be realized by means of software and the necessary general hardware platform, of course, it can also be realized by hardware, but in many cases the former is a better embodiment. Based on such understanding, the technical solutions of the present disclosure can be embodied in the form of a software product, which is stored in a storage medium (such as a ROM / RAM, a magnetic disk, an optical disk) as described above, and includes a plurality of instructions for causing a terminal device to execute the methods described in the embodiments of the present disclosure.

[0083] The above is only the preferred embodiment of the present disclosure, and does not limit the patent scope of the present disclosure, and any equivalent structure or equivalent process transformation using the content of the present disclosure specification and drawings, or direct or indirect application in other related technical fields, are also included in the patent protection scope of the present disclosure.

Claims

1. A trajectory planning method for vehicle automatic returning to the center of a lane, comprising: determining a current demand lateral deviation according to a calibrated lateral deviation adjustment parameter, determining a current demand yaw angle according to a calibrated vehicle lateral velocity, and planning a current demand trajectory between a self-vehicle trajectory of the vehicle and a final demand trajectory planned based on a lane center line, when it is determined that the vehicle is located at a non-lane center, according to the current demand lateral deviation and the current demand yaw angle; and performing lateral vehicle control according to the self-vehicle trajectory and the current demand trajectory until the vehicle travels to the lane center.

2. The trajectory planning method for vehicle automatic return to center of claim 1, wherein, The determining a current demand lateral deviation according to a calibrated lateral deviation adjustment parameter, determining a current demand yaw angle according to a calibrated vehicle lateral velocity, and planning a current demand trajectory between a self-vehicle trajectory of the vehicle and a final demand trajectory planned based on a lane center line, according to the current demand lateral deviation and the current demand yaw angle, comprises: taking the lateral deviation adjustment parameter as the current demand lateral deviation; calculating the current demand yaw angle according to the vehicle lateral velocity, a vehicle longitudinal velocity, a final demand lateral deviation and a final demand yaw angle in the final demand trajectory; calculating a current demand curvature according to the final demand lateral deviation in the final demand trajectory; determining a current demand curvature rate as 0; and generating the current demand trajectory according to the current demand lateral deviation, the current demand yaw angle and the current demand curvature. 3.The trajectory planning method for vehicle automatic returning to the center of a lane according to claim 2, wherein an expression for taking the lateral deviation adjustment parameter as the current demand lateral deviation is: C0(current)=Y0; and Based on the vehicle lateral speed, the vehicle longitudinal speed, the final demand lateral deviation in the final demand trajectory, and the final demand yaw angle, an expression for the current demand yaw angle is calculated as: 4.The trajectory planning method for vehicle automatic returning to the center of a lane according to claim 3, further comprising: The expression for the current demand curvature is calculated from the final demand lateral deviation in the final demand trajectory as: wherein Co(current) is the current demand lateral deviation, Ci(current) is the current demand yaw angle, C2(current) is the current demand curvature, C3(current) is the current demand curvature rate of change, Co(final) is the final demand lateral deviation, Ci(final) is the final demand yaw angle, V long is the vehicle longitudinal speed, Yo is a lateral deviation adjustment parameter, V lateral is the vehicle lateral speed. calculating a trajectory equation of the current demand trajectory according to a formula: Y=X·C0(current)+Y0, wherein Y is the trajectory equation of the current demand trajectory and X is a longitudinal preview distance. 5.The trajectory planning method for vehicle automatic returning to the center of a lane according to claim 1, further comprising: Y = Co(current) + Ci(current) x X + 1 / 2 x Ci(current) x X + 1 / 6 x C2(current) x X 2 + 1 / 24 x C3(current) x X 3 taking an average of a lateral deviation of the vehicle from a left lane line and a lateral deviation of the vehicle from a right lane line as a final demand lateral deviation; taking an average of a heading angle of the vehicle from the left lane line and a heading angle of the vehicle from the right lane line as a final demand yaw angle; taking an average of a curvature of the left lane line and a curvature of the right lane line as a final demand curvature; taking an average of a curvature rate of the left lane line and a curvature rate of the right lane line as a final demand curvature rate; and determining the final demand trajectory according to the final demand lateral deviation, the final demand yaw angle, the final demand curvature and the final demand curvature rate. 6.The trajectory planning method for vehicle automatic returning to the center of a lane according to claim 1, further comprising: determining whether the vehicle is located at a non-lane center according to pose information and lane line information of the vehicle in a lane after a lane keeping function is activated. The determining whether the vehicle is located at a non-lane center according to pose information and lane line information of the vehicle in a lane, comprises: ​ ​ 7. The trajectory planning method for vehicle automatic return to center of claim 6, wherein, ​ calculating a lateral deviation value of the vehicle from a lane center according to lateral deviation values of the vehicle from a left lane line and a right lane line, respectively; determining that the vehicle is located in a non-lane center if the lateral deviation value of the vehicle from the lane center is greater than a preset deviation threshold value. 8.A trajectory planning device for vehicle automatic returning to a lane, comprising: a planning module configured to determine a current required lateral deviation according to a calibrated lateral deviation adjustment parameter, determine a current required yaw angle according to a calibrated vehicle lateral velocity, and plan a current required trajectory between a self-vehicle trajectory of the vehicle and a final required trajectory planned based on a lane center line, when it is determined that the vehicle is located in a non-lane center, according to the current required lateral deviation and the current required yaw angle; and a control module configured to perform lateral vehicle control according to the self-vehicle trajectory and the current required trajectory until the vehicle travels to the lane center. 9.A trajectory planning device for vehicle automatic returning to a lane, comprising a processor, a memory, and a vehicle automatic returning to a lane trajectory planning program stored in the memory and executable by the processor, wherein the vehicle automatic returning to a lane trajectory planning program, when executed by the processor, implements the steps of the vehicle automatic returning to a lane trajectory planning method according to any one of claims 1 to 7. 10.A computer readable storage medium having a vehicle automatic returning to a lane trajectory planning program stored thereon, wherein the vehicle automatic returning to a lane trajectory planning program, when executed by a processor, implements the steps of the vehicle automatic returning to a lane trajectory planning method according to any one of claims 1 to 7.

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