Vehicle control method, vehicle, readable medium, and computer program product

Abstract

A vehicle control method, comprising: on the basis of position coordinates of a lane line and a vehicle front corner point of a vehicle, determining a lateral distance between the vehicle front corner point and the lane line, the lateral distance being the distance extending from the vehicle front corner point to the lane line in a transverse axial direction of the vehicle; on the basis of the lateral distance and a deviation angle of the vehicle relative to the lane line, determining a distance to collision of the vehicle front corner point, the deviation angle being an included angle between a tangential direction at an identification point of the lane line corresponding to the lateral distance and a traveling direction of the vehicle; and controlling the vehicle on the basis of the distance to collision. The distance to collision can better express the risk of the vehicle colliding with an edge of a lane, has high precision, can be applied to both straight-road scenarios and curve scenarios, and improves vehicle safety. Further comprised are a vehicle, a readable medium, and a computer program product.

Description

Control method of vehicle, vehicle, readable medium, and computer program product

[0001] The present application claims priority to the Chinese patent application No. 202411046162.9, filed on August 01, 2024, and entitled "Control method of vehicle, vehicle, readable medium, and computer program product", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, and in particular to a control method of vehicle, a vehicle, a computer readable medium, and a computer program product. BACKGROUND

[0003] In the prior art, a vehicle can be provided with an emergency lane keeping assist function (ELKA), which can identify lane lines, road edges, and information of other vehicles in adjacent lanes on the front road, and can assist the driver to steer to avoid the vehicle from deviating from the lane when there is a collision risk and the function activation condition is met.

[0004] The vehicle determines whether to execute the emergency lane keeping assist function, which is usually achieved by analyzing the collision distance (DTC) or the time to collision (TTC). If the error of the collision distance or the time to collision is large, it is easy to cause the vehicle emergency lane keeping assist function to be missed or triggered, thereby affecting the safety of the vehicle. SUMMARY

[0005] The embodiments of the present application provide a control method of vehicle, a vehicle, a computer readable medium, and a computer program product to reduce the risk of missing or triggering the vehicle emergency lane keeping assist function.

[0006] The embodiments of the present application disclose a control method of vehicle, comprising:

[0007] Based on the position coordinates of the lane line and the head corner point of the vehicle, a lateral distance between the head corner point and the lane line is determined, wherein the lateral distance is the distance from the head corner point to the lane line along the lateral axis of the vehicle;

[0008] According to the lateral distance and the deviation angle of the vehicle relative to the lane line, a collision distance of the head corner point is determined, wherein the deviation angle is the included angle between the tangent direction of the identified point of the lane line corresponding to the lateral distance and the driving direction of the vehicle;

[0009] According to the collision distance, the vehicle is controlled.

[0010] Optionally, the collision distance, the vehicle is controlled, comprising:

[0011] According to the collision distance, the collision time is determined;

[0012] According to the collision distance and / or the collision time, the vehicle is controlled.

[0013] Optionally, the collision distance, the collision time is determined, comprising:

[0014] Based on the vehicle speed of the vehicle, the speed of the vehicle along the first direction is determined as the collision speed; wherein the first direction is the normal direction of the tangent line at the head angle point pointing to the mark point;

[0015] Based on the collision distance and the collision speed, the collision time is determined.

[0016] Optionally, the collision speed includes the lateral speed and the longitudinal speed respectively along the speed component of the first direction; wherein the lateral speed is the speed component of the vehicle speed parallel to the vehicle transverse axis direction, and the longitudinal speed is the speed component of the vehicle speed perpendicular to the vehicle transverse axis direction.

[0017] Optionally, the collision distance includes the first collision distance, and the collision time includes the first collision time;

[0018] According to the collision distance and / or the collision time, the vehicle is controlled, comprising:

[0019] Based on the preset first preview time and the current vehicle speed of the vehicle, the first preview position of the vehicle is predicted after the vehicle maintains the current vehicle speed and the current driving direction straight driving for the first preview time;

[0020] Based on the lane line and the first preview position of the vehicle after the first preview time, the first lateral distance of the head angle point from the lane line and the first deviation angle of the vehicle relative to the lane line are determined after the first preview time;

[0021] According to the first lateral distance and the first deviation angle, the first collision distance of the head angle point is determined;

[0022] According to the first collision distance, the first collision time is determined;

[0023] According to the first collision distance and / or the first collision time, the vehicle is controlled.

[0024] Optionally, the collision distance includes the second collision distance, and the collision time includes the second collision time;

[0025] According to the collision distance and / or the collision time, the vehicle is controlled, comprising:

[0026] predict a second prediction position of the vehicle after the second prediction time based on the second prediction time and the current speed of the vehicle;

[0027] determine a second lateral distance between the head corner point and the lane line and a second deviation angle of the vehicle relative to the lane line after the second prediction time based on the lane line and the second prediction position of the vehicle after the second prediction time;

[0028] determine a second collision distance of the head corner point based on the second lateral distance and the second deviation angle;

[0029] determine a second collision time based on the second collision distance;

[0030] control the vehicle based on the second collision distance and / or the second collision time.

[0031] Optionally, the lane line is a straight line or a curve.

[0032] Optionally, the step of controlling the vehicle based on the collision distance and / or the collision time comprises:

[0033] controlling the vehicle to avoid the lane edge based on the collision distance at the current time and the first collision distance, and / or based on the collision time at the current time and the first collision time.

[0034] Optionally, the step of controlling the vehicle based on the collision distance and / or the collision time comprises:

[0035] controlling the vehicle to avoid the lane edge based on the collision distance at the current time and the second collision distance, and / or based on the collision time at the current time and the second collision time.

[0036] Optionally, the step of controlling the vehicle based on the collision distance and / or the collision time comprises:

[0037] if the collision distance and / or the collision time satisfy a preset avoidance condition, determine at least one deviation control position on the lane center line based on at least one preset deviation control time and the current speed of the vehicle;

[0038] determine a heading angle deviation and / or a distance deviation of the center of mass of the vehicle relative to the deviation control position, respectively; wherein the distance deviation is a distance difference between the center of mass and the deviation control position in a direction parallel to the lateral axis of the vehicle; and the heading angle deviation is an included angle between the lane center line at the deviation control position and the driving direction of the vehicle;

[0039] determine a first torque compensation based on a mean value of the heading angle deviation, and / or determine a second torque compensation based on a mean value of the distance deviation;

[0040] The current torque of the vehicle is adjusted based on the first torque compensation and / or the second torque compensation, so that the vehicle avoids the lane edge.

[0041] The embodiments of the present application also provide a control device of a vehicle, which comprises:

[0042] The lateral distance determination module is configured to determine a lateral distance between the head corner point and the lane line based on the lane line and the position coordinates of the head corner point of the vehicle, wherein the lateral distance is a distance from the head corner point to the lane line along a lateral axis direction of the vehicle;

[0043] The collision distance determination module is configured to determine a collision distance of the head corner point according to the lateral distance and a deflection angle of the vehicle relative to the lane line, wherein the deflection angle is an included angle between a tangent direction of an identified point of the lane line corresponding to the lateral distance and a driving direction of the vehicle;

[0044] The vehicle control module is configured to control the vehicle according to the collision distance.

[0045] Optionally, the vehicle control module comprises:

[0046] The collision time determination submodule is configured to determine a collision time according to the collision distance.

[0047] The vehicle control submodule is configured to control the vehicle according to the collision distance and / or the collision time.

[0048] Optionally, the collision time determination submodule comprises:

[0049] The collision speed determination unit is configured to determine a speed of the vehicle along a first direction as a collision speed based on a vehicle speed of the vehicle, wherein the first direction is a normal direction of the tangent line at the identified point pointed by the head corner point;

[0050] The collision time determination unit is configured to determine the collision time based on the collision distance and the collision speed.

[0051] Optionally, the collision speed comprises a lateral speed and a longitudinal speed respectively as a speed component along the first direction, wherein the lateral speed is a speed component of the vehicle speed parallel to the lateral axis direction of the vehicle, and the longitudinal speed is a speed component of the vehicle speed perpendicular to the lateral axis direction of the vehicle.

[0052] Optionally, the collision distance comprises a first collision distance, and the collision time comprises a first collision time.

[0053] The vehicle control submodule comprises:

[0054] The first pre-look position prediction unit is configured to predict a first pre-look position of the vehicle based on a preset first pre-look time and a current vehicle speed of the vehicle, wherein the vehicle keeps the current vehicle speed and the current driving direction to drive straight for the first pre-look time.

[0055] The first deviation angle determining unit is configured to determine a first lateral distance between the head angle point of the vehicle and the lane line and a first deviation angle of the vehicle relative to the lane line after the first preview time based on the lane line and the first preview position of the vehicle after the first preview time.

[0056] The first collision distance determining unit is configured to determine the first collision distance of the head angle point according to the first lateral distance and the first deviation angle.

[0057] The first collision time determining unit is configured to determine the first collision time according to the first collision distance.

[0058] The first vehicle control subunit is configured to control the vehicle according to the first collision distance and / or the first collision time.

[0059] Optionally, the collision distance comprises a second collision distance, and the collision time comprises a second collision time.

[0060] The vehicle control sub-module comprises:

[0061] The second preview position predicting unit is configured to predict a second preview position of the vehicle after a second preview time based on the preset second preview time and a current speed of the vehicle.

[0062] The second deviation angle determining unit is configured to determine a second lateral distance between the head angle point of the vehicle and the lane line and a second deviation angle of the vehicle relative to the lane line after the second preview time based on the lane line and the second preview position of the vehicle after the second preview time.

[0063] The second collision distance determining unit is configured to determine the second collision distance of the head angle point according to the second lateral distance and the second deviation angle.

[0064] The second collision time determining unit is configured to determine the second collision time according to the second collision distance.

[0065] The second vehicle control unit is configured to control the vehicle according to the second collision distance and / or the second collision time.

[0066] Optionally, the lane line is a straight line or a curve.

[0067] Optionally, the vehicle control sub-module comprises:

[0068] The first avoidance unit is configured to control the vehicle to avoid the lane edge according to the collision distance at the current time and the first collision distance, and / or according to the collision time at the current time and the first collision time.

[0069] Optionally, the vehicle control sub-module comprises:

[0070] The second avoidance unit is configured to control the vehicle to avoid the lane edge according to the collision distance at the current time and the second collision distance, and / or according to the collision time at the current time and the second collision time.

[0071] Optionally, the vehicle control sub-module comprises:

[0072] The deviation determination unit is configured to determine a heading angle deviation and / or a distance deviation of the center of mass of the vehicle relative to the deviation control position, respectively; the distance deviation is a distance difference between the center of mass and the deviation control position in a direction parallel to the lateral axis of the vehicle; and the heading angle deviation is an included angle between the center line of the vehicle at the deviation control position and a driving direction of the vehicle.

[0073] The deviation determination unit is configured to determine a heading angle deviation and / or a distance deviation of the center of mass of the vehicle relative to the deviation control position, respectively; the distance deviation is a distance difference between the center of mass and the deviation control position in a direction parallel to the lateral axis of the vehicle; and the heading angle deviation is an included angle between the center line of the vehicle at the deviation control position and a driving direction of the vehicle.

[0074] The compensation unit is configured to determine a first torque compensation based on a mean value of the heading angle deviation, and / or determine a second torque compensation based on a mean value of the distance deviation.

[0075] The third avoidance unit is configured to adjust a current torque of the vehicle based on the first torque compensation and / or the second torque compensation, so as to make the vehicle avoid the lane edge.

[0076] The embodiments of the present application also disclose a vehicle, comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus.

[0077] The memory is configured to store a computer program.

[0078] The processor is configured to execute the program stored on the memory, so as to realize the method of the embodiments of the present application.

[0079] The embodiments of the present application also disclose one or more computer readable media having instructions stored thereon, which, when executed by one or more processors, cause the processors to perform the method of the embodiments of the present application.

[0080] The embodiments of the present application are a computer program product, comprising computer programs / instructions, which, when executed by a processor, realize the steps of the method of the embodiments of the present application.

[0081] The embodiments of the present application have the following advantages:

[0082] The vehicle control method provided in the embodiment of the present application determines the lateral distance between the head corner point and the lane line based on the position coordinates of the lane line and the head corner point of the vehicle, wherein the lateral distance is the distance from the head corner point to the lane line along the lateral axis of the vehicle; determines the collision distance of the head corner point based on the lateral distance and the deviation angle of the vehicle relative to the lane line, wherein the deviation angle is the included angle between the tangent direction of the identified point of the lane line corresponding to the lateral distance and the driving direction of the vehicle; and controls the vehicle based on the collision distance. The collision distance can better express the risk of the vehicle colliding with the lane edge, has high precision, and can be applied to both straight road scenes and curved road scenes, thereby improving the safety of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0083] FIG. 1 is a step flowchart of a vehicle control method provided in the embodiment of the present application;

[0084] FIG. 2 is a schematic diagram of a collision distance and collision time determination method in a straight road scene provided in the embodiment of the present application;

[0085] FIG. 3 is a schematic diagram of a collision distance and collision time determination method in a curved road scene provided in the embodiment of the present application;

[0086] FIG. 4 is a schematic diagram of a first pre-look collision distance and first pre-look collision time determination method provided in the embodiment of the present application;

[0087] FIG. 5 is a schematic diagram of a second pre-look collision distance and second pre-look collision time determination method provided in the embodiment of the present application;

[0088] FIG. 6 is a schematic diagram of a vehicle performing uniform circular motion provided in the embodiment of the present application;

[0089] FIG. 7 is a schematic diagram of a vehicle control method provided in the embodiment of the present application;

[0090] FIG. 8 is a schematic diagram of a heading angle deviation and distance deviation determination method provided in the embodiment of the present application;

[0091] FIG. 9 is a structural block diagram of a vehicle control device provided in the embodiment of the present application;

[0092] FIG. 10 is a block diagram of a vehicle provided in the embodiment of the present application;

[0093] FIG. 11 is a schematic diagram of a computer readable medium provided in the embodiment of the present application. DETAILED DESCRIPTION

[0094] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0095] In the prior art, the outer edge of the front wheel of the vehicle or the midpoint of the front bumper of the vehicle can be used as the collision position or the overline position to determine whether the vehicle has a risk of collision or crossing the lane line. Alternatively, the outer edge of the rear wheel of the vehicle can be used as the collision position or the overline position to determine whether the vehicle has a risk of collision or crossing the lane line. However, in a curved road scenario, the position of collision with the road edge is usually not the outer edge of the front wheel of the vehicle or the midpoint of the front bumper of the vehicle, thereby causing a large error in the lane line collision distance.

[0096] Meanwhile, in the prior art, whether the vehicle has a risk of collision or crossing the lane line is usually determined based on the distance of the vehicle from the center of the lane, and the collision time is further calculated. Such a calculation method is not very accurate.

[0097] Further, in a curved road scenario, since the vehicle and the lane are not in a parallel relationship, when determining whether the vehicle has a risk of collision or crossing the lane line, the prior art can also use a two-dimensional coordinate system centered on the vehicle itself to determine the offset distance and the vehicle speed as the offset distance and the speed in the lateral and longitudinal directions, and then mainly consider the offset distance and the speed in the lateral direction to calculate the collision time. However, in actual situations, the vehicle can collide with the lane line in both the lateral and longitudinal directions relative to itself, thereby further causing errors.

[0098] Based on this, the embodiment of the present application provides a vehicle control method, which determines the collision distance through the head corner point. Whether in a straight road scenario or a curved road scenario, if the vehicle has a risk of collision, the head corner point can have a shorter distance from the lane line relative to other points in the vehicle. At the same time, the head corner point determines the collision distance in the following manner: determining the distance from the head corner point to the lane line along the normal direction of the lane line, which can be considered as the shorter distance from the head corner point to the lane line. Thus, the collision distance determined by the embodiment of the present application can better represent the risk of the vehicle colliding with the lane line, and has high precision. At the same time, it can be applied to both straight road scenarios and curved road scenarios, making the determination of the collision distance more convenient.

[0099] Referring to FIG. 1, a step flowchart of a vehicle control method provided in the embodiment of the present application is shown, which can specifically include the following steps:

[0100] Step 101, based on the position coordinates of the lane line and the head corner point of the vehicle, determining the lateral distance from the head corner point to the lane line; wherein the lateral distance is the distance from the head corner point to the lane line along the lateral axis of the vehicle;

[0101] In the embodiments of the present application, a road can generally be divided into multiple lanes, and a vehicle can travel in a certain lane. If the vehicle deviates from the current lane without the driver's expectation, there can be a risk of colliding with the road edge, colliding with other vehicles traveling in other lanes, or colliding with other facilities on the road. In order to avoid the collision risk of the vehicle, it is generally necessary to maintain the vehicle traveling in the current lane. The collision risk of the vehicle deviating from the current lane can be determined by calculating the collision distance of the vehicle touching the lane line of the lane edge.

[0102] In the embodiments of the present application, the lane line can be a straight line or a curve. That is, the embodiments of the present application can not need to distinguish between a straight road scene and a curved road scene in the process of determining the collision distance, and both the straight road scene and the curved road scene can achieve high-precision collision distance determination.

[0103] Specifically, a two-dimensional coordinate system can be established, and any point on the vehicle and the lane line can be represented by a position coordinate in the two-dimensional coordinate system. In order to improve the calculation accuracy of the collision distance, the collision distance can be calculated based on a head corner point on the vehicle. The head corner point can have a relatively short distance with the lane line relative to other points in the vehicle, whether in a straight road scene or a curved road scene. Therefore, the position coordinate of the head corner point can be obtained, and the collision distance from the head corner point to the lane line can be determined based on the position coordinate of the lane line.

[0104] In order to improve the analysis efficiency of the collision distance, the transverse distance between the head corner point and the lane line can be determined first. The transverse distance is the distance from the head corner point to the lane line along the vehicle transverse axis direction.

[0105] Specifically, a mark point on the lane line can be obtained by extending from the head corner point to the lane line along the vehicle transverse axis direction in the two-dimensional coordinate system. The distance between the mark point and the head corner point is the transverse distance between the head corner point and the lane line. The vehicle transverse axis direction can be parallel to the front axis or the rear axis of the vehicle.

[0106] In a specific implementation, a two-dimensional coordinate system can be established first with the ego vehicle as the center. The two-dimensional coordinate system with the ego vehicle as the center can more conveniently calculate the collision distance and improve the calculation efficiency.

[0107] A representative base point can be selected in the vehicle as the coordinate origin of the two-dimensional coordinate system. The base point can be the rear axis center point of the vehicle, the front axis center point of the vehicle, the head center point of the vehicle, the tail center point of the vehicle, the center of mass of the vehicle, the overall center point of the vehicle, etc., which are not limited in the present application. In order to facilitate the description of the embodiments of the present application, the rear axis center point of the vehicle can be selected as the base point in the subsequent description.

[0108] The X-axis direction in the two-dimensional coordinate system can be perpendicular to the lateral axis of the vehicle, and the Y-axis direction in the two-dimensional coordinate system can be parallel to the lateral axis of the vehicle. The lateral axis of the vehicle can refer to the front axis or the rear axis of the vehicle.

[0109] In a specific implementation, the lane lines on the left and right sides of the lane in which the vehicle is located can be fitted into a lane line equation, so as to represent the lane line in a mathematical manner. Subsequently, the position coordinates of any point on the lane line in the two-dimensional coordinate system can be obtained based on the lane line equation and the two-dimensional coordinate system.

[0110] As a specific example of the present application, the lane line equation can be a cubic polynomial equation, which can be expressed as follows:

[0111] y = C0 + C1x + C2x 2 + C3x 3

[0112] wherein C0, C1, C2, and C3 are constants, which can be adjusted during the fitting process, so that the lane line equation can fit the lane edge line with high accuracy. x is the horizontal coordinate of any point on the lane edge line in the two-dimensional coordinate system, and y is the vertical coordinate of any point on the lane edge line in the two-dimensional coordinate system.

[0113] In a specific implementation, the vehicle can be simplified as a rectangle. Since the size of the rectangle is known, the coordinates of any point on the vehicle in the two-dimensional coordinate system can be determined.

[0114] In the case where the base point is the center point of the rear axis of the vehicle, the value of the horizontal coordinate of the center point of the vehicle head can be the distance between the center point of the vehicle head and the center point of the rear axis. The horizontal coordinate of the corner point of the vehicle head can be the same as that of the center point of the vehicle head, since the corner point of the vehicle head and the center point of the vehicle head are both located on the vehicle head line. The vertical coordinate of the corner point of the vehicle head can be the distance between the corner point of the vehicle head and the center point of the vehicle head, which can be half of the length of the rear axis of the vehicle. Thus, the position coordinates of the corner point of the vehicle head can be obtained.

[0115] Meanwhile, the corner point of the vehicle head extends to a marking point determined by the lane line in the direction of the lateral axis of the vehicle, i.e., the Y-axis direction of the two-dimensional coordinate system, and the horizontal coordinate of the marking point is the same as that of the corner point of the vehicle head, i.e., the horizontal coordinate of the marking point is the distance between the center point of the vehicle head and the center point of the rear axis. Substituting this value into the lane line equation, the vertical coordinate of the marking point can be obtained, and thus the position coordinates of the marking point can be obtained.

[0116] Since the horizontal coordinates of the corner point of the vehicle head and the marking point are the same, the difference between the vertical coordinates of the two points is the distance between the corner point of the vehicle head and the marking point, which is also the lateral distance between the corner point of the vehicle head and the lane line.

[0117] At step 102, the collision distance of the head corner point is determined according to the lateral distance and a deviation angle of the vehicle relative to the lane line, where the deviation angle is an included angle between a tangent direction of the lane line at the identified point corresponding to the lateral distance and a driving direction of the vehicle.

[0118] In the embodiments of the present application, the collision distance between the head corner point and the lane line can be a distance of the head corner point extending to the lane line along the normal direction. The collision distance can be obtained by decomposing the lateral distance along the normal direction. It can be considered as a shorter distance from the head corner point to the lane line, so that it can better represent the risk of the vehicle colliding with the lane edge and has higher precision. Whether it is a straight line or a curve, the collision distance can be calculated in the same way, so that the calculation of the collision distance is more convenient.

[0119] Specifically, in order to decompose the lateral distance along the normal direction, the deviation angle of the vehicle relative to the lane line needs to be known to determine the normal direction. The deviation angle can be an included angle between a tangent direction of the lane line at the identified point corresponding to the lateral distance and a driving direction of the vehicle.

[0120] In a specific implementation, in the case of establishing a two-dimensional coordinate system with the ego vehicle as the center, the deviation angle can be an included angle between the tangent direction of the lane line at the identified point and the X-axis direction of the vehicle. C1 in the lane line equation represents the linear variation rate of the lane line, so the included angle between the tangent direction of the identified point and the X-axis direction can be directly calculated based on the linear variation rate of the lane line.

[0121] As a specific example of the present application, FIG. 2 is a schematic diagram of a collision distance and time determination method in a straight lane scene according to an embodiment of the present application. Wherein L s1 is a left edge lane line of the lane in the straight lane scene, L s1 is a right edge lane line of the lane in the straight lane scene. In the case of the head corner point being a left corner point, the identified distance y(L1) from the head center point O1 of the vehicle to the identified point P1 can be represented as follows:

[0122] y(L1)==C0+C1L1+C2L1 2 +C3L1 3

[0123] Wherein, L1 is the distance from the rear axle center O0 point to the head center point O1.

[0124] The distance L1 from the rear axle center O0 point to the head center point O1 can be the value of the horizontal coordinate of the identified point P1, and the identified distance y(L1) from the head center point O1 of the vehicle to the identified point P1 can be the value of the vertical coordinate of the identified point P1, so that the position coordinates of the identified point P1 can be obtained.

[0125] C1 in the lane line equation represents a linear variation rate of the lane edge, thereby identifying an included angle between a tangent direction of the point and the X-axis direction, i.e., a deflection angle θ1=atanC1.

[0126] The collision distance d1 can be expressed as follows:

[0127] d1=(y(L1)-0.5×L2)×cos(θ1)

[0128] where L2 is a rear axle length of the vehicle, and half of the rear axle length is a distance from the vehicle head center point to the vehicle head corner point. Subtracting the distance from the vehicle head center point to the vehicle head corner point from the identification distance, a lateral distance from the vehicle head corner point to the identification point is obtained.

[0129] Multiplying the distance from the vehicle head corner point to the identification point by the cos function of θ1, the lateral distance can be decomposed according to the normal direction of the identification point, and a distance from the vehicle head corner point to the lane line in the normal direction of the lane line is obtained as the collision distance.

[0130] It can be seen that in the calculation process of the collision distance, the distance L1 from the rear axle center O0 point to the vehicle head center point O1 and the rear axle length L2 of the vehicle are both known parameters of the vehicle. The lane line equation is also pre-established, and the identification distance y(L1) from the vehicle head center point O1 to the identification point P1 and the deflection angle θ1 can also be quickly obtained based on the lane line equation, so that the collision distance can be determined more simply and quickly, and the precision of the collision distance is high.

[0131] In step 103, the vehicle is controlled according to the collision distance.

[0132] After the collision distance is determined, whether the vehicle has a risk of touching the lane line can be judged based on the collision distance. In the case where the collision distance is obviously small, it can be considered that the vehicle may touch the lane line at this time, and the vehicle is controlled to avoid the lane edge, thereby improving the driving safety of the vehicle.

[0133] According to the vehicle control method provided in the embodiments of the present application, the lateral distance from the vehicle head corner point to the lane line is determined based on the lane line and the position coordinates of the vehicle head corner point, where the lateral distance is a distance from the vehicle head corner point to the lane line in the vehicle transverse axis direction; the collision distance of the vehicle head corner point is determined according to the lateral distance and a deflection angle of the vehicle relative to the lane line, where the deflection angle is an included angle between a tangent direction of an identification point of the lane line corresponding to the lateral distance and a driving direction of the vehicle; and the vehicle is controlled according to the collision distance. The collision distance can better express the risk of the vehicle colliding with the lane edge, has high precision, and can be applied to both straight road scenes and curved road scenes, thereby improving the safety of the vehicle.

[0134] In one embodiment of the present application, the vehicle is controlled according to the collision distance, including:

[0135] S11, determining a collision time according to the collision distance;

[0136] S12, controlling the vehicle according to the collision distance and / or the collision time.

[0137] In a specific implementation, after the collision distance is calculated, the collision time can be further determined according to the collision distance, so that in the process of judging whether to intervene in the vehicle control, the collision distance and / or the collision time can be considered comprehensively to analyze whether the vehicle has approached the lane line and / or whether the vehicle will soon touch the lane line to cause a collision risk. The comprehensiveness of the collision risk analysis can be further improved, and the vehicle driving safety can be further improved.

[0138] In an embodiment of the present application, the collision distance and the collision time include:

[0139] S21, determining a speed of the vehicle in a first direction as a collision speed based on a speed of the vehicle; wherein the first direction is a normal direction of a tangent line at the head angle point pointing to the identification point;

[0140] S22, determining the collision time based on the collision distance and the collision speed.

[0141] In the prior art, in the process of considering the collision risk of the vehicle, the speed of the vehicle can be decomposed based on the horizontal axis and the vertical axis of the vehicle. And the horizontal axis direction speed component of the vehicle speed is taken as the collision speed. But in most scenarios, the vehicle and the lane line are not in parallel state, at this time, whether the horizontal axis direction speed component or the vertical axis direction speed component of the vehicle speed exists a speed component pointing to the lane line. It is not accurate enough to analyze the collision risk of the vehicle based on the horizontal axis direction speed component.

[0142] Therefore, in order to further improve the analysis accuracy of the collision time, the embodiments of the present application can first collect the speed of the vehicle, and decompose the speed in the first direction to obtain the collision speed. The first direction can be a normal direction of a tangent line at the head angle point pointing to the identification point. By decomposing the speed in the normal direction, compared with decomposing the speed based on the horizontal axis and the vertical axis of the vehicle in the process of considering the collision risk of the vehicle, the component of the speed pointing to the lane line can be considered more comprehensively, so that the calculation accuracy of the collision time can be further improved.

[0143] In the case of knowing the collision distance and the collision speed, the collision time can be directly determined according to the collision distance / collision speed.

[0144] In a specific implementation, in the process of determining the collision speed, the vehicle speed can be decomposed along the direction parallel to the lateral axis of the vehicle to obtain the speed component parallel to the lateral axis of the vehicle, that is, the lateral speed. Meanwhile, the vehicle speed is decomposed along the direction perpendicular to the lateral axis of the vehicle to obtain the speed component perpendicular to the lateral axis of the vehicle, that is, the longitudinal speed. Then, the speed components along the first direction in the lateral speed and the longitudinal speed are analyzed respectively to obtain the collision speed comprehensively.

[0145] As a specific example of the present application, the collision speed V1 can be calculated in the following way:

[0146] V1=V x ×sin(θ1)+V y ×cos(θ1)

[0147] Wherein, V x is the X-axis direction speed, that is, the longitudinal speed, and V y is the Y-axis direction speed, that is, the lateral speed. θ1 is the deflection angle of the vehicle relative to the lane line.

[0148] The calculation method of the collision time TTC1 is as follows:

[0149] TTC1=d1 / V1

[0150] Wherein, d1 is the collision distance, and V1 is the collision speed.

[0151] As a specific example of the embodiment of the present application, FIG. 3 is a schematic diagram of a collision distance and time determination method in a curved lane scenario provided by the embodiment of the present application. Wherein L c1 is the left edge lane line of the lane in the curved lane scenario, and L c2 is the right edge lane line of the lane in the curved lane scenario. In the case that the head angle point is the left angle point, the calculation method of the collision distance and the collision time in the curved lane scenario is as follows:

[0152] The identification distance y(L1) of the vehicle head center point O1 to the identification point P1 can be expressed as follows:

[0153] y(L1)==C0+C1L1+C2L1 2 +C3L1 3

[0154] Wherein, L1 is the distance from the rear axle center O0 point to the vehicle head center point O1.

[0155] The collision distance d1 can be expressed as follows:

[0156] d1=(y(L1)-0.5×L2)×cos(θ1)

[0157] Wherein, L2 is the rear axle length of the vehicle, and half of the rear axle length is the distance from the vehicle head center point to the vehicle head corner point. The distance from the vehicle head corner point to the identification point is obtained by subtracting the distance from the vehicle head center point to the vehicle head corner point from the identification distance. θ1 is the included angle between the tangent direction of the identification point and the X-axis direction. In actual situations, C1 in the lane line equation represents the linear change rate of the lane edge, and thus the included angle θ1 between the tangent direction of the identification point and the X-axis direction is atanC1. The distance from the vehicle head corner point to the identification point is multiplied by the cos function of θ1, so that the distance from the vehicle head corner point to the identification point can be quickly decomposed along the normal direction of the identification point to obtain the distance from the normal extension of the vehicle head corner point along the lane edge to the lane edge as the collision distance.

[0158] The collision speed V1 can be calculated in the following manner:

[0159] V1=V x ×sin(θ1)+V y ×cos(θ1)

[0160] Wherein, V x is the X-axis direction speed, and V y is the Y-axis direction speed.

[0161] After that, the calculation manner of the collision time TTC1 is as follows:

[0162] TTC1=d1 / V1

[0163] It can be seen that the calculation manners of the collision distance and the collision time in the curved road scene are completely same as those in the straight road scene, and relatively accurate collision distance and collision time can be calculated.

[0164] In an embodiment of the present application, the collision distance includes a first collision distance, and the collision time includes a first collision time.

[0165] According to the collision distance and / or the collision time, the vehicle is controlled, including:

[0166] S31, based on a preset first preview time and a current vehicle speed of the vehicle, predicting a first preview position of the vehicle after the vehicle keeps the current vehicle speed and the current driving direction straight driving for the first preview time;

[0167] Specifically, in the embodiment of the present application, in order to better judge the collision risk, the position that the vehicle can reach in the future period of time can be further predicted, and whether the vehicle can collide in the future period of time is judged.

[0168] Therefore, a first preview time can be preset to predict the position that the vehicle can reach after the first preview time. The first preview time can be determined according to actual needs, and the present application does not limit this.

[0169] Generally, if the driver deviates from the lane unconsciously, the vehicle can keep the current speed and the current driving direction straight driving. It can be assumed that the vehicle keeps the current speed and the current driving direction straight driving, and the first preview position of the vehicle after the first preview time is predicted.

[0170] In a specific implementation, any point in the vehicle can be selected, and the position of the point after the first preview time is determined as the first preview position. Since the size of the vehicle is known, based on the first preview position of the point after the first preview time, the position of any point on the vehicle after the first preview time can be known.

[0171] S32, based on the lane line and the first preview position of the vehicle after the first preview time, the first lateral distance of the vehicle head corner point from the lane line and the first deviation angle of the vehicle relative to the lane line after the first preview time are determined;

[0172] S33, the first collision distance of the vehicle head corner point is determined according to the first lateral distance and the first deviation angle;

[0173] Thereafter, the position of the vehicle head corner point of the vehicle after the first preview time can be determined based on the first preview position, and the first lateral distance and the first deviation angle are further calculated based on the lane line and the position of the vehicle head corner point of the vehicle after the first preview time. And further according to the first lateral distance and the first deviation angle, the first collision distance of the vehicle head corner point after the first preview time is analyzed to determine whether there is a collision risk of the vehicle after the first preview time.

[0174] As a specific example of the present application, FIG. 4 is a schematic diagram of a first preview collision distance and time determination method provided in an embodiment of the present application. A two-dimensional coordinate system is constructed with the vehicle base point at the current time as the origin, the vehicle longitudinal axis direction at the current time as the X-axis direction, and the vehicle transverse axis direction at the current time as the Y-axis direction. It is assumed that the vehicle keeps the current speed V x and the current driving direction straight driving at a constant speed for a first preview time T0 to reach a first preview position, and the first preview position is L3 away from the current position. The vehicle head corner point extends to the lane line along the vehicle transverse axis direction at the first preview position to obtain a marking point P2 on the lane line.

[0175] The first marking distance y(L1+L3) from the vehicle head center O2 point to the marking point P2 at the first preview position, i.e. the longitudinal coordinate of the marking point P2, can be expressed as:

[0176] y(L1+L3) = C0+C1(L1+L3)+C2(L1+L3) 2 +C3(L1+L3) 3

[0177] wherein C0, C1, C2, C3 are constants which can be adjusted in the fitting process so that the lane line equation can fit the lane edge line with higher accuracy. L1 is the distance from the rear axle center point O0 to the front axle center point O1 at the current time.

[0178] The first pre-collision distance d2 can be expressed as:

[0179] d2 = (y(L1+L3) - ½ x L2) x cos(θ2)

[0180] wherein L2 is the rear axle length of the vehicle, and half of the rear axle length is the distance from the front axle center point to the front axle corner point. Subtracting the distance from the front axle center point to the front axle corner point from the first identified distance y(L1+L3) gives the first lateral distance from the front axle corner point to the identified point P2 at the first pre- collision position.

[0181] θ2 is the included angle between the tangent direction of the identified point P2 and the driving direction of the vehicle, i.e. the first deviation angle, which can be expressed as:

[0182] θ2 = atan[y'(L1+L3)]

[0183] wherein atan is the inverse tangent function, and y'(L1+L3) is the derivative of the lane line equation at the identified point P2, which represents the slope of the tangent line at the identified point P2.

[0184] S34, determining the first collision time according to the first collision distance;

[0185] After determining the first collision distance, the speed of the front axle corner point of the vehicle pointing to the normal direction of the lane line after the first pre-collision time can be further determined as the first collision speed based on the current vehicle speed, and the first collision time can be determined according to the first collision distance and the first collision speed.

[0186] As a specific example of the present application, the first pre-collision speed V2 is:

[0187] V2 = V x x sin(θ2) + V y x cos(θ2)

[0188] The first pre-collision time TTC2 is:

[0189] TTC2 = DTC2 / V2

[0190] wherein V x is the speed component of the current vehicle speed perpendicular to the lateral axis of the vehicle, i.e. the longitudinal speed, and V y is the speed component of the current vehicle speed parallel to the lateral axis of the vehicle, i.e. the lateral speed.

[0191] S35, controlling the vehicle according to the first collision distance and / or the first collision time.

[0192] In a specific implementation, the first collision distance and / or the first collision time can be comprehensively considered to analyze whether the vehicle has approached the lane line after the first preview time and / or whether the vehicle will soon touch the lane line to cause a collision risk after the first preview time. By considering the collision risk at a future time, the vehicle collision risk can be more comprehensively predicted, and the vehicle driving safety is further improved.

[0193] In an embodiment of the present application, the collision distance includes a second collision distance, and the collision time includes a second collision time.

[0194] Controlling the vehicle according to the collision distance and / or the collision time includes:

[0195] S41, predicting a second preview position of the vehicle after the vehicle keeps the current speed and the current turning radius for a second preview time based on the second preview time and the current speed of the vehicle;

[0196] Specifically, in the embodiment of the present application, in order to better judge the collision risk, the position that the vehicle can reach in a future period of time can be further predicted, and whether the vehicle can collide in the future period of time can be judged.

[0197] Therefore, a second preview time can be preset to predict the position that the vehicle can reach after the second preview time. The second preview time can be determined according to actual needs, and the present application does not limit this.

[0198] Generally, in a curved road scene, if the driver consciously deviates from the lane, the vehicle can usually keep uniform circular motion. It can be assumed that the vehicle keeps uniform circular motion at the current speed and the current turning radius, and the second preview position of the vehicle after the second preview time is predicted.

[0199] In a specific implementation, any point in the vehicle can be selected, and the position of the point after the second preview time is determined as the second preview position. Since the size of the vehicle is known, based on the second preview position of the point after the second preview time, the position of any point on the vehicle after the second preview time can be known.

[0200] S42, determining a second lateral distance between the head corner point of the vehicle and the lane line and a second deviation angle of the vehicle relative to the lane line after the second preview time based on the lane line and the second preview position of the vehicle after the second preview time;

[0201] S43, determining the second collision distance of the head corner point according to the second lateral distance and the second deviation angle.

[0202] Thereafter, a position of the head corner point of the vehicle at a second preview time can be determined based on the second preview position, and a second lateral distance and a second deviation angle can be calculated based on the lane line and the position of the head corner point of the vehicle at the second preview time. A second collision distance of the head corner point at the second preview time can be analyzed according to the second lateral distance and the second deviation angle to determine whether the vehicle is at risk of collision at the second preview time.

[0203] As a specific example of the present application, FIG. 5 is a schematic diagram of a second preview collision distance and time determination method provided in an embodiment of the present application. FIG. 6 is a schematic diagram of a vehicle performing uniform circular motion in an embodiment of the present application.

[0204] A two-dimensional coordinate system is constructed with the vehicle base point at the current time as the origin, the vehicle longitudinal axis direction at the current time as the X-axis direction, and the vehicle transverse axis direction at the current time as the Y-axis direction. It is assumed that the vehicle motion at a future time is approximately uniform circular motion, the vehicle base point is the vehicle center of mass, and the vehicle moves from the current position at the center of mass velocity V c The second preview time T1 of the uniform circular motion reaches the second preview position. Given that the self-vehicle turning radius is R, the following can be obtained:

[0205] The vehicle rotation angular velocity Ω = V c / R;

[0206] The vehicle rotation angle a = Ω × T1;

[0207] The longitudinal distance L4 between the current position of the vehicle and the second preview position = L BC = R × sin a;

[0208] The transverse distance L6 between the current position of the vehicle and the second preview position = L CD = R - R × cos a;

[0209] The longitudinal distance L5 between the second preview position and the head corner point = L9 × cos(a + b); where L9 is the straight-line distance between the second preview position and the head corner point, and b is the angle between the straight-line distance L9 and the left side of the vehicle;

[0210] The transverse distance L7 between the second preview position and the head corner point = L9 × sin(a + b);

[0211] The second lateral distance L8 of the head corner point to the lane edge = y(L4 + L5) - L7 - L6; where y(L4 + L5) is the longitudinal coordinate of the identification point P2 calculated based on the lane line equation.

[0212] The second preview collision distance D2 = L8 × cos(0 2)

[0213] wherein θ2 is an angle between the tangent direction of the point P2 and the heading direction of the vehicle, θ2 = atan[y'(L4+L5)]

[0214] wherein atan is an arctangent function, and y'(L4+L5) is a derivative of the lane line equation at the point P2, which represents a tangent slope at the point P2.

[0215] S44, determining a second collision time according to the second collision distance;

[0216] After determining the second collision distance, a speed of the vehicle at a head point of the vehicle pointing to a normal direction of the lane line after the second preview time can be determined as a second collision speed based on a current vehicle speed, and the second collision time can be determined according to the second collision distance and the second collision speed.

[0217] As a specific example of the present application, the second preview speed V2 is:

[0218] V2 = V x × sin(θ2) + V y × cos(θ2)

[0219] The second preview collision time TTC2 is:

[0220] TTC2 = DTC2 / V2

[0221] wherein V x is a speed component of the current vehicle speed perpendicular to the lateral axis of the vehicle, i.e., a longitudinal speed, and V y is a speed component of the current vehicle speed parallel to the lateral axis of the vehicle, i.e., a lateral speed.

[0222] S45, controlling the vehicle according to the second collision distance and / or the second collision time.

[0223] In a specific implementation, the second collision distance and / or the second collision time can be considered to analyze whether the vehicle has approached the lane line after the second preview time and / or whether the vehicle will soon touch the lane line to cause a collision risk after the second preview time. By considering the collision risk at a future time, the vehicle collision risk can be more comprehensively predicted, and the vehicle driving safety is further improved.

[0224] In an embodiment of the present application, the step of controlling the vehicle according to the collision distance and / or the collision time comprises:

[0225] S51, controlling the vehicle to avoid the lane edge according to the collision distance at the current time and the first collision distance, and / or according to the collision time at the current time and the first collision time.

[0226] In a specific implementation, after the collision distance, the collision time, the first collision distance and the first collision time at the first preview time are calculated, in addition to judging whether the vehicle is in a collision risk based on the collision distance, the collision time, the first collision distance and the first collision time respectively, the collision distance at the current time and the first collision distance can be further compared, and / or the collision time at the current time and the first collision time can be compared, to determine whether the vehicle needs to be controlled to avoid the lane edge.

[0227] Specifically, if the first collision distance is less than the collision distance at the current time or the first collision time is less than the collision time at the current time, it can be considered that the vehicle is approaching the lane edge at this time, and the vehicle can be controlled to avoid the lane edge to avoid the vehicle touching the lane line, thereby further improving the driving safety of the vehicle.

[0228] In an embodiment of the present application, the step of controlling the vehicle according to the collision distance and / or the collision time comprises:

[0229] S61, controlling the vehicle to avoid the lane edge according to the collision distance at the current time and the second collision distance, and / or according to the collision time at the current time and the second collision time.

[0230] In a specific implementation, after the collision distance, the collision time, the second collision distance and the second collision time at the second preview time are calculated, in addition to judging whether the vehicle is in a collision risk based on the collision distance, the collision time, the second collision distance and the second collision time respectively, the collision distance at the current time and the second collision distance can be further compared, and / or the collision time at the current time and the second collision time can be compared, to determine whether the vehicle needs to be controlled to avoid the lane edge.

[0231] Specifically, if the second collision distance is less than the collision distance at the current time or the second collision time is less than the collision time at the current time, it can be considered that the vehicle is approaching the lane edge at this time, and the vehicle can be controlled to avoid the lane edge to avoid the vehicle touching the lane line, thereby further improving the driving safety of the vehicle.

[0232] In an embodiment of the present application, the step of controlling the vehicle according to the collision distance and / or the collision time comprises:

[0233] S71, if the collision distance and / or the collision time meet the preset avoidance condition, determining at least one deviation control position located on the lane center line based on at least one preset deviation control time and the current vehicle speed;

[0234] In a specific implementation, in the process of controlling the vehicle to avoid the lane edge based on the collision distance and / or the collision time, the vehicle can generally be controlled to turn in a direction away from the lane edge, so that the vehicle moves away from the lane edge. In this way, the vehicle can generally be controlled to perform the avoidance function under the condition of considering the future position of the vehicle close to the lane center line.

[0235] As a specific example of the present application, FIG. 7 is a schematic diagram of a lane deviation control method provided in an embodiment of the present application. The vehicle can first determine whether the lane edge avoidance function needs to be activated according to any one of the collision distance, the collision time, the first preview collision distance, the first preview collision time, the second preview collision distance, and the second preview collision time. If the lane edge avoidance function needs to be activated, the emergency correction control process is entered at this time, and the vehicle performs the lane edge avoidance function to move away from the road edge. If the vehicle center of mass is deviated from the lane center line by a distance d < 0.4 m, and the heading angle deviation θ < 0.6° and is stable for 0.5 s, the lane edge avoidance function is exited, and the emergency correction is completed.

[0236] As a specific example of the present application, the vehicle can be controlled to perform the lane edge avoidance function when the collision time TTC1 is less than or equal to a trigger threshold T1, and the first preview collision time or the second preview collision time TTC2 is less than or equal to a trigger threshold T2, where T2 = T1 - T0.

[0237] Specifically, the trigger threshold T1 can be set to 0.7 s, and the preview time T0 can be set to 0.2 s (calibrated according to actual working conditions), i.e., TTC1 is less than or equal to 0.7 s or TTC2 is less than or equal to 0.5 s, and the vehicle is controlled to perform the lane edge avoidance function.

[0238] The collision distance d1 is less than or equal to a trigger threshold D1, and the first preview collision distance or the second preview collision distance d2 is less than or equal to a trigger threshold D2, and the vehicle is controlled to perform the lane edge avoidance function.

[0239] Wherein, D2 = D1 - D0. The trigger threshold D1 is set to 0.3 m, and D0 is set to 0.1 m (calibrated according to actual working conditions), i.e., d1 is less than or equal to 0.3 m or d2 is less than or equal to 0.2 m, and the vehicle is controlled to perform the lane edge avoidance function.

[0240] The avoidance of the lane edge can be achieved by a deviation control position located on the lane center line, and the driving safety of the vehicle is improved.

[0241] Optionally, a plurality of deviation control positions can be further provided on the lane center line, and the vehicle can be controlled based on the deviation control positions, to further improve the accuracy of the avoidance function and improve the comfort of the passengers.

[0242] Specifically, the vehicle can first determine whether the collision distance and / or the collision time meets the preset avoidance condition to determine whether the avoidance function needs to be activated at present. Among them, any one of the collision distance, the collision time, the first preview collision distance, the first preview collision time, the second preview collision distance, and the second preview collision time can meet the corresponding avoidance condition. It can also be that any one of the comparison results of comparing the collision distance at the current time with the first collision distance, comparing the collision time at the current time with the first collision time, comparing the collision distance at the current time with the second collision distance, and comparing the collision time at the current time with the second collision time meets the corresponding avoidance condition. The present application does not limit this.

[0243] The avoidance condition can be to set a threshold value to determine whether any one of the collision distance, the collision time, the first preview collision distance, the first preview collision time, the second preview collision distance, and the second preview collision time meets the corresponding threshold value. The avoidance condition can also be that any one of the comparison results of comparing the collision distance at the current time with the first collision distance, comparing the collision time at the current time with the first collision time, comparing the collision distance at the current time with the second collision distance, and comparing the collision time at the current time with the second collision time meets the corresponding threshold value.

[0244] In order to improve the accuracy of vehicle deviation correction, at least one deviation control position on the lane center line can be selected for deviation correction with the center of mass of the vehicle as the reference point. Specifically, at least one deviation control time can be set in advance, and if the deviation control time is not less than one, the deviation control times are set to be different. Assuming that the vehicle continues to travel at a constant speed and the center of mass of the vehicle is located on the lane center line, the position that the center of mass of the vehicle can reach is calculated to obtain at least one deviation control position on the lane center line.

[0245] S72, respectively determine the heading angle deviation and / or distance deviation of the center of mass of the vehicle relative to the deviation control position; wherein the distance deviation is the distance difference between the center of mass and the deviation control position in the direction parallel to the lateral axis of the vehicle; and the heading angle deviation is the included angle between the center line of the vehicle at the deviation control position and the driving direction of the vehicle;

[0246] Thereafter, in order to determine the torque compensation of the vehicle, the heading angle deviation and / or distance deviation of the center of mass of the vehicle relative to the deviation control position can be further calculated.

[0247] Among them, the distance deviation can be the distance difference between the center of mass and the deviation control position in the direction parallel to the lateral axis of the vehicle, which represents the distance of the vehicle from the lane center line in the lateral axis direction at a future time.

[0248] The heading angle deviation is an angle between a center line of the vehicle at the control position and a driving direction of the vehicle, which represents a deviation between the driving direction of the vehicle and a direction indicated by the center line of the vehicle at a future time.

[0249] Therefore, the deviation of the vehicle relative to the center line of the lane at the at least one deviation control time can be obtained. The torque compensation can be applied to the vehicle, so that the vehicle can be closer to the center line of the lane.

[0250] S73, determining a first torque compensation based on the average of the heading angle deviations, and / or determining a second torque compensation based on the average of the distance deviations;

[0251] In a specific implementation, in order to avoid that the avoidance function of the vehicle is executed too aggressively, the torque compensation can be determined based on the average of the heading angle deviations and / or the average of the distance deviations, so that the vehicle can gradually approach the center line of the vehicle relatively smoothly, and the comfort of the vehicle is improved.

[0252] Specifically, the first torque compensation can be determined based on the average of the heading angle deviations, and / or the second torque compensation can be determined based on the average of the distance deviations. Thus, different torque compensations can be obtained based on the average of the heading angle deviations and the average of the distance deviations.

[0253] S74, adjusting the current torque of the vehicle based on the first torque compensation and / or the second torque compensation, so that the vehicle avoids the lane edge.

[0254] Thereafter, the current torque of the vehicle can be adjusted based on the first torque compensation and / or the second torque compensation, so that the vehicle avoids the lane edge, and the avoidance process of the vehicle can be relatively smooth.

[0255] As a specific example of the present application, FIG. 8 is a schematic diagram of a method for determining the heading angle deviation and the distance deviation provided in the embodiments of the present application.

[0256] The center of mass of the vehicle is taken as a base point of the vehicle, the distance deviation d and the heading angle deviation θ of the center of mass of the vehicle to the center line of the lane are determined, and the deviation control positions that can be reached by the vehicle at three different deviation control times are determined based on the current position of the vehicle, so as to obtain three deviation control positions.

[0257] Specifically, the deviation control positions P1, P2 and P3 are respectively the current position of the vehicle along the center line of the lane at a uniform speed V x The positions of the deviation control times t1, t2 and t3 are moved (calibrated according to actual working conditions). At the i-th time, the distance deviations of the center of mass of the vehicle to the deviation control positions P1, P2 and P3 are respectively d1(i), d2(i) and d3(i), and the heading angle deviations are respectively θ1(i), θ2(i) and θ3(i).

[0258] The distance deviation of P1, P2, P3 is averaged, and the heading deviation of P1, P2, P3 is averaged, so as to reduce the influence of sudden change of distance deviation or heading deviation of the target trajectory.

[0259] The first torque compensation T a may be expressed as:

[0260] d(i) = (d1(i) + d2(i) + d3(i)) / 3, i = 0...t-1, t

[0261] T a = K p ×d(t) + K i ×(d(0) +... + d(t-1) + d(t)) + K d ×(d(t) - d(t-1))

[0262] K p , K i , K d are respectively proportional gain coefficient, integral gain coefficient, and differential gain coefficient of the distance deviation controller.

[0263] The second torque compensation T b may be expressed as:

[0264] θ(i) = (θ1(i) + θ2(i) + θ3(i)) / 3, i = 0...t-1, t

[0265] T b = K ph ×θ(t) + K ih ×(θ(0) +... + θ(t-1) + θ(t)) + K dh ×(θ(t) - θ(t-1))

[0266] K ph , K ih , K dh are respectively proportional gain coefficient, integral gain coefficient, and differential gain coefficient of the heading deviation controller.

[0267] Afterwards, the current torque of the vehicle can be adjusted based on the first torque compensation and / or the second torque compensation, so as to make the vehicle avoid the lane edge.

[0268] If the current is a curve scene, the weights of the first torque compensation and the second torque compensation can be divided according to the lane line curvature, and a comprehensive torque compensation T is obtained, which can be expressed as:

[0269] T = (1 - k1 / R)T a + (1 + k2 / R)T b

[0270] wherein, k1, k2 are calibration quantities, and R is the turning radius of the road.

[0271] It should be noted that, for the method embodiments, for the sake of simple description, they are all described as a series of action combinations, but those skilled in the art should know that the embodiments of the present application are not limited to the action sequence described, because according to the embodiments of the present application, certain steps can be performed in other order or simultaneously. Secondly, those skilled in the art should know that the embodiments described in the specification all belong to preferred embodiments, and the actions involved are not necessarily the necessary of the embodiments of the present application.

[0272] Referring to FIG. 9, a structural block diagram of a collision distance determination apparatus provided in an embodiment of the present application is shown, which can specifically include the following modules:

[0273] The lateral distance determination module 901 is configured to determine a lateral distance between the head corner point and the lane line based on the position coordinates of the lane line and the head corner point of the vehicle, wherein the lateral distance is the distance from the head corner point to the lane line along the lateral axis of the vehicle;

[0274] The collision distance determination module 902 is configured to determine the collision distance of the head corner point according to the lateral distance and the deviation angle of the vehicle relative to the lane line, wherein the deviation angle is the included angle between the tangent direction of the identified point of the lane line corresponding to the lateral distance and the driving direction of the vehicle;

[0275] The vehicle control module 903 is configured to control the vehicle according to the collision distance.

[0276] Optionally, the vehicle control module includes:

[0277] The collision time determination submodule is configured to determine the collision time according to the collision distance;

[0278] The vehicle control submodule is configured to control the vehicle according to the collision distance and / or the collision time.

[0279] Optionally, the collision time determination submodule includes:

[0280] The collision speed determination unit is configured to determine the speed of the vehicle in the first direction as the collision speed based on the speed of the vehicle, wherein the first direction is the normal direction of the tangent line at the identified point pointed by the head corner point;

[0281] The collision time determination unit is configured to determine the collision time based on the collision distance and the collision speed.

[0282] Optionally, the collision speed includes a lateral speed and a longitudinal speed respectively along a speed component in the first direction; wherein the lateral speed is a speed component of the vehicle speed in parallel with the vehicle lateral axis direction, and the longitudinal speed is a speed component of the vehicle speed perpendicular to the vehicle lateral axis direction.

[0283] Optionally, the collision distance includes a first collision distance, and the collision time includes a first collision time.

[0284] The vehicle control sub-module includes:

[0285] A first pre-look position prediction unit is configured to predict a first pre-look position of the vehicle after the vehicle travels at a current speed and in a current direction for a first pre-look time based on the first pre-look time and the current speed of the vehicle.

[0286] A first deviation angle determination unit is configured to determine a first lateral distance between the vehicle head angle point and the lane line and a first deviation angle of the vehicle relative to the lane line after the first pre-look time based on the lane line and the first pre-look position of the vehicle after the first pre-look time.

[0287] A first collision distance determination unit is configured to determine a first collision distance of the vehicle head angle point according to the first lateral distance and the first deviation angle.

[0288] A first collision time determination unit is configured to determine a first collision time according to the first collision distance.

[0289] A first vehicle control sub-unit is configured to control the vehicle according to the first collision distance and / or the first collision time.

[0290] Optionally, the collision distance includes a second collision distance, and the collision time includes a second collision time.

[0291] The vehicle control sub-module includes:

[0292] A second pre-look position prediction unit is configured to predict a second pre-look position of the vehicle after the vehicle travels at a current speed and with a current turning radius for a second pre-look time based on the second pre-look time and the current speed of the vehicle.

[0293] A second deviation angle determination unit is configured to determine a second lateral distance between the vehicle head angle point and the lane line and a second deviation angle of the vehicle relative to the lane line after the second pre-look time based on the lane line and the second pre-look position of the vehicle after the second pre-look time.

[0294] A second collision distance determination unit is configured to determine a second collision distance of the vehicle head angle point according to the second lateral distance and the second deviation angle.

[0295] a second collision time determination unit configured to determine a second collision time according to the second collision distance;

[0296] a second vehicle control unit configured to control the vehicle according to the second collision distance and / or the second collision time.

[0297] Optionally, the lane line is a straight line or a curve.

[0298] Optionally, the vehicle control sub-module comprises:

[0299] a first avoidance unit configured to control the vehicle to avoid the lane edge according to the collision distance at the current time and the first collision distance, and / or according to the collision time at the current time and the first collision time.

[0300] Optionally, the vehicle control sub-module comprises:

[0301] a second avoidance unit configured to control the vehicle to avoid the lane edge according to the collision distance at the current time and the second collision distance, and / or according to the collision time at the current time and the second collision time.

[0302] Optionally, the vehicle control sub-module comprises:

[0303] a deviation control position determination unit configured to determine at least one deviation control position on the lane center line based on at least one preset deviation control time and a current vehicle speed of the vehicle, if the collision distance and / or the collision time meets a preset avoidance condition;

[0304] a deviation determination unit configured to determine a heading angle deviation and / or a distance deviation of a center of mass of the vehicle relative to the deviation control position, respectively, wherein the distance deviation is a distance difference between the center of mass and the deviation control position in a direction parallel to a lateral axis of the vehicle, and the heading angle deviation is an included angle between the lane center line at the deviation control position and a driving direction of the vehicle;

[0305] a compensation unit configured to determine a first torque compensation based on a mean value of the heading angle deviation, and / or determine a second torque compensation based on a mean value of the distance deviation;

[0306] a third avoidance unit configured to adjust a current torque of the vehicle based on the first torque compensation and / or the second torque compensation, so as to make the vehicle avoid the lane edge.

[0307] For the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the related parts are referred to the part of the method embodiment.

[0308] In addition, the embodiment of the present application further provides a vehicle, as shown in Figure 10, comprising a processor 1001, a communication interface 1002, a memory 1003 and a communication bus 1004, wherein the processor 1001, the communication interface 1002 and the memory 1003 complete mutual communication through the communication bus 1004,

[0309] The memory 1003 is used for storing a computer program.

[0310] The processor 1001 is used for executing the program stored in the memory 1003 to realize the following steps:

[0311] Based on the position coordinates of the lane line and the head corner point of the vehicle, the transverse distance of the head corner point from the lane line is determined; wherein the transverse distance is the distance of the head corner point extending to the lane line along the transverse axis direction of the vehicle;

[0312] According to the transverse distance and the deflection angle of the vehicle relative to the lane line, the collision distance of the head corner point is determined, wherein the deflection angle is the included angle between the tangent direction of the identified point of the lane line corresponding to the transverse distance and the driving direction of the vehicle;

[0313] According to the collision distance, the vehicle is controlled.

[0314] Optionally, the collision distance and the control of the vehicle comprise:

[0315] According to the collision distance, the collision time is determined;

[0316] According to the collision distance and / or the collision time, the vehicle is controlled.

[0317] Optionally, the collision distance and the determination of the collision time comprise:

[0318] Based on the speed of the vehicle, the speed of the vehicle along the first direction is determined as the collision speed; wherein the first direction is the normal direction of the tangent line of the identified point pointed by the head corner point;

[0319] Based on the collision distance and the collision speed, the collision time is determined.

[0320] Optionally, the collision speed comprises the speed component of the transverse speed and the longitudinal speed along the first direction respectively; wherein the transverse speed is the speed component of the speed of the vehicle parallel to the transverse axis direction of the vehicle, and the longitudinal speed is the speed component of the speed of the vehicle perpendicular to the transverse axis direction of the vehicle.

[0321] Optionally, the collision distance comprises a first collision distance, and the collision time comprises a first collision time;

[0322] According to the collision distance and / or the collision time, the control of the vehicle comprises:

[0323] predict a first prediction position of the vehicle after the first prediction time based on the first prediction time and the current speed of the vehicle;

[0324] determine a first lateral distance between the head corner point and the lane line and a first deviation angle of the vehicle relative to the lane line after the first prediction time based on the lane line and the first prediction position of the vehicle after the first prediction time;

[0325] determine a first collision distance of the head corner point based on the first lateral distance and the first deviation angle;

[0326] determine a first collision time based on the first collision distance;

[0327] control the vehicle based on the collision distance and / or the collision time.

[0328] Optionally, the collision distance comprises a second collision distance, and the collision time comprises a second collision time.

[0329] control the vehicle based on the collision distance and / or the collision time, comprising:

[0330] predict a second prediction position of the vehicle after the second prediction time based on the second prediction time and the current speed of the vehicle;

[0331] determine a second lateral distance between the head corner point and the lane line and a second deviation angle of the vehicle relative to the lane line after the second prediction time based on the lane line and the second prediction position of the vehicle after the second prediction time;

[0332] determine a second collision distance of the head corner point based on the second lateral distance and the second deviation angle;

[0333] determine a second collision time based on the second collision distance;

[0334] control the vehicle based on the second collision distance and / or the second collision time.

[0335] Optionally, the lane line is a straight line or a curve.

[0336] Optionally, the step of controlling the vehicle based on the collision distance and / or the collision time comprises:

[0337] control the vehicle to avoid the lane edge based on the collision distance and / or the collision time at the current moment and the first collision distance, and / or based on the collision time and / or the first collision time at the current moment.

[0338] Optionally, the step of controlling the vehicle based on the collision distance and / or the collision time comprises:

[0339] The vehicle is controlled to avoid the lane edge according to the collision distance at the current moment and the second collision distance, and / or according to the collision time at the current moment and the second collision time.

[0340] Optionally, the step of controlling the vehicle according to the collision distance and / or the collision time comprises:

[0341] If the collision distance and / or the collision time meets the preset avoidance condition, at least one deviation control position on the lane center line is determined based on at least one preset deviation control time and the current vehicle speed;

[0342] The heading angle deviation and / or the distance deviation of the center of mass of the vehicle relative to the deviation control position are determined respectively; the distance deviation is the distance difference between the center of mass and the deviation control position in the direction parallel to the lateral axis of the vehicle; the heading angle deviation is the included angle between the center line of the vehicle at the deviation control position and the driving direction of the vehicle;

[0343] The first torque compensation is determined based on the average of the heading angle deviation, and / or the second torque compensation is determined based on the average of the distance deviation;

[0344] The current torque of the vehicle is adjusted based on the first torque compensation and / or the second torque compensation, so that the vehicle avoids the lane edge.

[0345] The communication bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or only one type of bus.

[0346] The communication interface is used for communication between the terminal and other devices.

[0347] The memory can include a Random Access Memory (RAM) and can also include a non-volatile memory, such as at least one disk memory. Optionally, the memory can also be at least one storage device located away from the aforementioned processor.

[0348] The processor described above can be a general processor, including a central processing unit (CPU), a network processor (NP), etc.; can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component.

[0349] As shown in FIG. 11, in another embodiment provided by the present application, a computer readable storage medium 1101 is also provided, and the computer readable storage medium 1101 stores instructions, and when the instructions are run on a computer, the computer executes the control method of the vehicle in the above embodiment.

[0350] In another embodiment provided by the present application, a computer program product containing instructions is also provided, and when the instructions are run on a computer, the computer executes the control method of the vehicle in the above embodiment.

[0351] In the above embodiment, the implementation can be achieved by software, hardware, firmware or any combination thereof, in whole or in part. When implemented by software, the implementation can be in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the whole or part of the process or function according to the embodiment of the present application is generated. The computer can be a general purpose computer, a special purpose computer, a computer network or other programmable device. The computer instructions can be stored in a computer readable storage medium or transferred from one computer readable storage medium to another computer readable storage medium, for example, the computer instructions can be transferred from one website, computer, server or data center to another website, computer, server or data center through wired (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (such as infrared, wireless, microwave, etc.) mode. The computer readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server, data center, etc. containing one or more available media sets. The available media can be magnetic media (such as floppy disk, hard disk, magnetic tape), optical media (such as DVD), or semiconductor media (such as solid state disk (SSD)) and the like.

[0352] It is to be noted that, as used in this document, the terminology "first", "second", etc. is merely used to differentiate one entity or action from another, and does not necessarily imply or require any actual relationship or order between or among the entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0353] Each of the embodiments in the present specification is described in a related manner, and the same or similar parts among the embodiments can be referred to each other. Each of the embodiments focuses on the difference from other embodiments. In particular, for the system embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the part of the description of the method embodiments.

[0354] The preferred embodiments of the present application are merely used to illustrate the technical solutions of the present application, rather than limit the scope of the present application. Any modification, equivalent replacement, improvement, and the like made within the spirit and principle of the present application shall fall into the scope of the present application.

Claims

A control method of a vehicle characterized by comprising: The method comprises: determining a lateral distance between the head corner point and the lane line based on the position coordinates of the lane line and the head corner point of the vehicle, wherein the lateral distance is a distance from the head corner point to the lane line along a vehicle lateral axis direction; determining a collision distance of the head corner point based on the lateral distance and a deviation angle of the vehicle relative to the lane line, wherein the deviation angle is an included angle between a tangent direction of the lane line at a mark point and a driving direction of the vehicle corresponding to the lateral distance; controlling the vehicle based on the collision distance. The method of claim 1, wherein The collision distance comprises: determining a collision time based on the collision distance; controlling the vehicle based on the collision distance and / or the collision time. The method according to claim 2, characterized in that The collision distance comprises: determining a speed of the vehicle in a first direction as a collision speed based on a vehicle speed of the vehicle, wherein the first direction is a normal direction of the tangent line at the mark point pointed by the head corner point; determining a collision time based on the collision distance and the collision speed. The method according to claim 3, characterized in that The collision speed comprises a lateral speed and a longitudinal speed respectively as a speed component in the first direction, wherein the lateral speed is a speed component of the vehicle speed parallel to the vehicle lateral axis direction, and the longitudinal speed is a speed component of the vehicle speed perpendicular to the vehicle lateral axis direction. The method according to claim 2, characterized in that The collision distance comprises a first collision distance, and the collision time comprises a first collision time. The controlling the vehicle based on the collision distance and / or the collision time comprises: predicting a first prediction position of the vehicle after a first prediction time based on a preset first prediction time and a current vehicle speed of the vehicle, wherein the vehicle keeps the current vehicle speed and a current driving direction straight driving for the first prediction time; determining a first lateral distance between the head corner point and the lane line and a first deviation angle of the vehicle relative to the lane line after the first prediction time based on the lane line and the first prediction position of the vehicle after the first prediction time; determining a first collision distance of the head corner point based on the first lateral distance and the first deviation angle; determining a first collision time based on the first collision distance; controlling the vehicle based on the first collision distance and / or the first collision time. The method according to claim 2, characterized in that The collision distance comprises a second collision distance, and the collision time comprises a second collision time. The controlling the vehicle based on the collision distance and / or the collision time comprises: predicting a second prediction position of the vehicle after a second prediction time based on a preset second prediction time and a current vehicle speed of the vehicle, wherein the vehicle keeps the current vehicle speed and a current turning radius circular driving for the second prediction time; determining a second lateral distance between the head corner point and the lane line and a second deviation angle of the vehicle relative to the lane line after the second prediction time based on the lane line and the second prediction position of the vehicle after the second prediction time; determining a second collision distance of the head corner point based on the second lateral distance and the second deviation angle; determine a second collision time according to the second collision distance; control the vehicle according to the second collision distance and / or the second collision time. The method according to any one of claims 1 to 6, characterized in that The lane line is a straight line or a curve. The method according to claim 5, characterized in that The step of controlling the vehicle according to the collision distance and / or the collision time comprises: controlling the vehicle to avoid the lane edge according to the collision distance at the current moment and the first collision distance, and / or according to the collision time at the current moment and the first collision time. The method according to claim 6, characterized in that The step of controlling the vehicle according to the collision distance and / or the collision time comprises: controlling the vehicle to avoid the lane edge according to the collision distance at the current moment and the second collision distance, and / or according to the collision time at the current moment and the second collision time. The method according to claim 2, characterized in that The step of controlling the vehicle according to the collision distance and / or the collision time comprises: if the collision distance and / or the collision time meet a preset avoidance condition, determining at least one deviation control position on the lane center line based on at least one preset deviation control time and a current vehicle speed of the vehicle; determining a heading angle deviation and / or a distance deviation of a center of mass of the vehicle relative to the deviation control position, respectively; the distance deviation is a distance difference between the center of mass and the deviation control position in a direction parallel to a lateral axis of the vehicle; the heading angle deviation is an included angle between the lane center line at the deviation control position and a driving direction of the vehicle; determining a first torque compensation based on a mean value of the heading angle deviation, and / or determining a second torque compensation based on a mean value of the distance deviation; adjusting a current torque of the vehicle based on the first torque compensation and / or the second torque compensation, so that the vehicle avoids the lane edge. A vehicle characterized by comprising: The system comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus; The memory is used to store a computer program; The processor is used to execute the program stored on the memory, and implement the method of any one of claims 1-10. A computer readable medium having stored thereon instructions which, when executed by one or more processors, cause the processors to perform the method of any one of claims 1-10. A computer program product comprising computer programs / instructions, characterized in that, The computer program / instructions, when executed by the processor, implement the steps of the method of any one of claims 1-10.

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