CN111717198B

CN111717198B - Control method, device, equipment and medium for L2 level automatic driving

Info

Publication number: CN111717198B
Application number: CN202010591867.4A
Authority: CN
Inventors: 宇文超
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2020-06-24
Filing date: 2020-06-24
Publication date: 2021-07-30
Anticipated expiration: 2040-06-24
Also published as: CN111717198A

Abstract

The embodiment of the invention discloses a control method, a control device, control equipment and a control medium for L2-level automatic driving. The method comprises the following steps: acquiring road condition information and obstacle information in front of the running of a target vehicle through a camera; determining at least two to-be-driven track lines in the current driving lane of the target vehicle according to the road condition information; when the current driving lane of the target vehicle is determined to be adjacent to the target avoidance according to the obstacle information, selecting one to-be-driven track line from the at least two to-be-driven track lines as a target driving track line, and controlling the target vehicle to automatically drive according to the target driving track line so as to increase the transverse distance between the target vehicle and the target avoidance; wherein the lateral direction is a direction perpendicular to a traveling direction of the target vehicle. By the aid of the technical scheme, the active lane keeping function of the automatic driving facing the L2 level is optimized, and the man-machine common driving performance of the automatic driving facing the L2 level is improved.

Description

Control method, device, equipment and medium for L2 level automatic driving

Technical Field

The embodiment of the invention relates to the technical field of auxiliary driving, in particular to a control method, a control device, control equipment and a control medium for L2-level automatic driving.

Background

NHTSA (highway safety administration in the united states) and SAE (international association for engineering) classify autopilot into levels L0-L5, wherein level L2 autopilot enables vehicle operation of multiple functions, and the rest of a few functions require a driver to operate. A common class L2 autopilot contains the functions of: full-speed adaptive cruise, automatic parking, active lane keeping, automatic lane changing, speed limit identification and the like.

With the increasing amount of automobile keeping, the traffic pressure problem is rising, and the safety accidents caused by the negligence of drivers are also on a rising trend. The LKA (Lane Keeping Assist) function controls the vehicle to apply a control torque to an EPS (Electric Power Steering) control module in a reverse direction under the condition that the driver is monitored to be unconsciously deviated from the Lane, so that the vehicle returns to the vicinity of the center line of the Lane, and dangerous accidents such as side collision and the like caused by negligence of the driver are avoided. Although the function can correct the vehicle to return to the center line of the lane to a certain extent, the reverse acting moment may not keep the vehicle stably running in the lane line, so that the vehicle has an oscillating posture of playing table tennis, and the vehicle is in a rollover risk in severe cases. An LCA (Lane Centering Assist) function with slightly better safety performance is generated accordingly, and the function calculates the transverse offset between the center line of the vehicle and the center line of the Lane according to the recognized Lane line position information and the real-time position of the vehicle, and adopts a proper control method to stabilize the vehicle near the center line of the Lane.

However, the LKA function and the LCA function cannot be realized completely to the psychological expectation of the driver for the driving assistance function, and especially in the case of a large truck or a guardrail on the side of the driving lane, the lane keeping may also put the driver at risk.

Disclosure of Invention

The embodiment of the invention provides a control method, a control device, control equipment and a control medium for L2-level automatic driving, which are used for optimizing an active lane keeping function facing L2-level automatic driving and improving man-machine common driving performance facing L2-level automatic driving.

In a first aspect, an embodiment of the present invention provides a control method for L2-oriented automatic driving, including:

acquiring road condition information and obstacle information in front of the running of a target vehicle through a camera;

determining at least two to-be-driven track lines in the current driving lane of the target vehicle according to the road condition information;

when the current driving lane of the target vehicle is determined to be adjacent to a target avoidance object according to the obstacle information, selecting one to-be-driven track line from the at least two to-be-driven track lines as a target driving track line, and controlling the target vehicle to automatically drive according to the target driving track line so as to increase the transverse distance between the target vehicle and the target avoidance object; wherein the lateral direction is a direction perpendicular to a traveling direction of the target vehicle.

In a second aspect, an embodiment of the present invention further provides a control device for L2-oriented automatic driving, including:

the lane information acquisition module is used for acquiring road condition information and obstacle information in front of the running of the target vehicle through the camera;

the lane track line to be traveled determining module is set to determine at least two track lines to be traveled in the current traveling lane of the target vehicle according to the road condition information;

the lane running track line switching module is used for selecting one to-be-run track line from the at least two to-be-run track lines as a target running track line when the current running lane of the target vehicle is determined to be adjacent to a target avoidance object according to the obstacle information, and controlling the target vehicle to automatically drive according to the target running track line so as to increase the transverse distance between the target vehicle and the target avoidance object; wherein the lateral direction is a direction perpendicular to a traveling direction of the target vehicle.

In a third aspect, an embodiment of the present invention further provides an in-vehicle device, including a memory, a processor, and a computer program stored on the memory and operable on the processor, where the processor executes the computer program to implement a control method for automatic driving at level L2 according to any embodiment of the present invention.

In a fourth aspect, the embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements the control method for automatic driving at level L2 according to any embodiment of the present invention.

According to the technical scheme provided by the embodiment of the invention, under the condition that the current driving lane of the target vehicle is determined to be adjacent to the target avoidance object, one of a plurality of pre-divided to-be-driven track lines is selected as the target driving track line, and the target vehicle is controlled to automatically drive according to the target driving track line, so that the target vehicle transversely moves away from the target avoidance object in the current driving lane. In the technical scheme, the driving track of the target vehicle in the current driving lane is adjusted, so that the target vehicle is driven far away from the target avoidance object as far as possible, the psychological expectation of the driver on semi-automatic driving under the condition of driving danger is met, the target vehicle is prevented from being in a dangerous environment, the optimization of the active lane keeping function facing the L2-level automatic driving is realized, and the man-machine driving sharing performance facing the L2-level automatic driving is improved.

Drawings

Fig. 1 is a flowchart of a control method for level L2 automatic driving according to a first embodiment of the present invention;

fig. 2 is a schematic view of an application scenario in which a control method for automatic driving at level L2 is applied in the first embodiment of the present invention;

fig. 3 is a schematic view of an application scenario in which a control method for automatic driving at level L2 is applied in the first embodiment of the present invention;

fig. 4 is a flowchart of a control method for level L2 automatic driving according to a second embodiment of the present invention;

fig. 5 is a schematic view of an application scenario in which a control method for L2-level automatic driving according to a second embodiment of the present invention is applied;

fig. 6 is a schematic view of an application scenario in which a control method for L2-level automatic driving according to a second embodiment of the present invention is applied;

fig. 7 is a flowchart of a control method for automatic driving at level L2 according to a third embodiment of the present invention;

fig. 8 is a schematic structural diagram of a system to which a control method for automatic driving at level L2 is applied in the third embodiment of the present invention;

fig. 9 is a schematic structural diagram of a control device for L2 level automatic driving in the fourth embodiment of the present invention;

fig. 10 is a schematic hardware configuration diagram of an in-vehicle device according to a fifth embodiment of the present invention.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

Before discussing exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although a flowchart may describe the operations (or steps) as a sequential process, many of the operations can be performed in parallel, concurrently or simultaneously. In addition, the order of the operations may be re-arranged. The process may be terminated when its operations are completed, but may have additional steps not included in the figure. The processes may correspond to methods, functions, procedures, subroutines, and the like.

Example one

Fig. 1 is a flowchart of a control method for level L2 autonomous driving according to an embodiment of the present invention, which is applicable to a situation where a target avoidance object (for example, a guardrail, a large truck, or the like) exists in front of a target vehicle to adjust a driving track of the target vehicle in a current driving lane, and the method may be executed by a control apparatus for level L2 autonomous driving according to an embodiment of the present invention, which may be implemented in software and/or hardware, and may be generally integrated into an on-board device.

As shown in fig. 1, the control method for L2-level automatic driving provided in this embodiment specifically includes:

and S110, acquiring road condition information and obstacle information in front of the running target vehicle through a camera.

The target vehicle refers to a vehicle supporting automatic driving at level L2.

The camera is a camera that can acquire road condition information and obstacle information in front of the target vehicle, and may be, for example, a camera located at a front windshield of the target vehicle.

The road condition information and the obstacle information may be information acquired by a camera, or information acquired by processing the information acquired by the camera.

Specifically, the traffic information may refer to lane information, such as lane line color, lane line type, lane line definition, lane width, lane curvature, and the like. Optionally, the lane definition is used to determine the confidence of the lane information, and the higher the lane definition is, the higher the confidence of the road condition information acquired by the camera is.

The obstacle information specifically refers to static obstacle information and/or dynamic obstacle information in an environment ahead of the target vehicle. The static obstacle information may be, for example, a road guardrail, a bridge guardrail, or the like, and the dynamic obstacle information may be, for example, a traveling motor vehicle, a traveling non-motor vehicle, a pedestrian, or the like.

And S120, determining at least two to-be-driven track lines in the current driving lane of the target vehicle according to the road condition information.

The to-be-traveled track line refers to a track line virtually divided in a current travel lane and used for indicating reference travel of a target vehicle, wherein the target vehicle is still within the current travel lane of the target vehicle when the target vehicle travels according to any one of the to-be-traveled track lines.

The number of the divisions of the to-be-traveled path line may be determined according to the lane width of the current traveling lane, and the larger the lane width is, the larger the number of the divided to-be-traveled path lines is. Optionally, the interval widths of the two adjacent to-be-traveled track lines are equal.

In the application scenarios shown in fig. 2 and 3, three to-be-driven trajectory lines, i.e., L1, L2, and L3 in the figure, are divided in the current driving lane of the target vehicle 10.

S130, when the current driving lane of the target vehicle is determined to be adjacent to the target avoidance object according to the obstacle information, one to-be-driven track line is selected from the at least two to-be-driven track lines to serve as the target driving track line, and the target vehicle is controlled to automatically drive according to the target driving track line, so that the transverse distance between the target vehicle and the target avoidance object is increased.

The target avoidance object refers to an obstacle which should be laterally far away in the running process of the target vehicle, and may be a large truck, a road guardrail, a bridge guardrail and the like. In the normal driving process, when a target vehicle runs beside a target avoidance object such as a large truck, a road guardrail, a bridge guardrail and the like, a driver of the target vehicle has a relatively obvious oppressive feeling, and the running risk coefficient is relatively high. Wherein the lateral direction is a direction perpendicular to a traveling direction of the target vehicle.

The target vehicle is adjacent to the target avoidance object in the current driving lane, which may mean that the target avoidance object is driving in the adjacent lane of the current driving lane, or that one side boundary of the current driving lane is the target avoidance object.

Optionally, whether a target avoidance object is driven on a lane adjacent to the current driving lane is identified according to the obstacle information, or whether a side boundary of the current driving lane is the target avoidance object is identified according to the obstacle information, and if so, the current driving lane of the target vehicle is determined to be adjacent to the target avoidance object.

When the current driving lane of the target vehicle is determined to be adjacent to the target avoidance object, the target vehicle will drive beside the target avoidance object when continuing to move forwards. At this time, one track line to be traveled can be selected from the multiple track lines to be traveled as a target track line, and the automatic driving track of the target vehicle is adjusted in the current driving lane to increase the transverse distance between the target vehicle and the target avoidance object, namely, the target vehicle is enabled to travel transversely away from the target avoidance object as far as possible in the forward driving process.

In an alternative embodiment, one of the at least two to-be-traveled trajectory lines may be selected as the target travel trajectory line, specifically: and selecting one to-be-traveled trajectory line with the largest transverse distance with the target avoidance object from the at least two to-be-traveled trajectory lines as a target travel trajectory line.

And respectively estimating the transverse distance between each track line to be traveled and the target avoidance object, taking the track line to be traveled with the largest transverse distance as a target travel track line, and further adjusting the travel direction of the target vehicle according to the target travel track line.

In another alternative embodiment, one of the at least two to-be-traveled trajectory lines may be selected as the target travel trajectory line, specifically:

acquiring a transverse safety critical distance between a target avoidance object and a target vehicle; and selecting one track line to be traveled from the at least two track lines to be traveled as a target travel track line, wherein the transverse distance between the target travel track line and the target avoidance object is greater than the transverse safety critical distance.

The transverse safety critical distance refers to a critical value of the transverse distance between the target vehicle and the target avoidance object, which is determined according to a set algorithm and/or set experience, and the more the transverse distance between the target vehicle and the target avoidance object is greater than the critical value, the safer the target vehicle runs.

And respectively predicting the transverse distance between each track line to be traveled and the target avoidance object, and screening the track lines to be traveled, of which the transverse distance is greater than the transverse safety critical distance, as target travel track lines. When a plurality of to-be-traveled trajectory lines with transverse distances greater than the transverse safety critical distance are screened, one to-be-traveled trajectory line may be randomly selected as the target travel trajectory line, and one to-be-traveled trajectory line may also be randomly selected as the target travel trajectory line by referring to other travel factors (for example, barrier information on the other side of the target vehicle opposite to the target avoidance object, and the like), which is not specifically limited in this embodiment.

After the target travel track line is determined, the target vehicle is controlled to switch from automatic driving according to the current travel track line to automatic driving according to the target travel track line. Optionally, the current driving trajectory line is a center line of the current driving lane.

As a specific embodiment, the control target vehicle may be automatically driven according to the target driving trajectory, specifically:

determining a pre-aiming point trace enabling the target vehicle to travel to a target travel track line according to the current travel position of the target vehicle and the estimated starting point position of the target vehicle adjacent to the target avoidance; and controlling the target vehicle to travel to the target travel track line according to the pre-aiming point track and automatically driving according to the target travel track line.

The target vehicle is adjacent to the target avoidance object, and the target vehicle is the target avoidance object on one side when running.

The estimated starting point position may refer to a position where the target vehicle and the target avoidance start to be adjacent to each other, and may be, for example, a position where the target vehicle reaches a starting point of the target avoidance and/or a tail of the target avoidance.

The target vehicle is driven to a plurality of aiming points of a target driving track line, and the aiming points are used for generating an actual driving route of the target vehicle switching driving track.

And controlling the target vehicle to travel to the target travel track line according to the pre-aiming track, simultaneously calculating the transverse offset between the center line of the target vehicle and the target travel track line in real time, adopting a related control method, and accurately stabilizing the vehicle near the target travel track line according to the error variable by using a feedback controller so as to realize the control of the target vehicle to automatically drive according to the target travel track line.

On the basis of the above technical solution, after the control target vehicle automatically drives according to the target driving trajectory line, the method further includes: and when the target vehicle is determined to exceed the target avoidance along the driving direction, controlling the target vehicle to automatically drive according to the center line of the current driving lane.

After the target vehicle is controlled to automatically drive according to the target driving trajectory line for a period of time, if the target vehicle is determined to be capable of being far away from the target avoidance along the driving direction, namely the target vehicle is no longer adjacent to the target avoidance, the target vehicle can be controlled to automatically drive according to the center line of the current driving lane by automatically driving according to the target driving trajectory line.

Optionally, determining a pre-aiming point track for driving the target vehicle to the center line of the current driving lane according to the current driving position of the target vehicle and the estimated end point position of the target vehicle adjacent to the target avoidance; and controlling the target vehicle to drive to the center line of the current driving lane according to the pre-aiming point trace and automatically driving according to the center line of the current driving lane.

The estimated end position may refer to a position at which the target vehicle ends adjacent to the target avoidance, and may be, for example, a position at which the target vehicle reaches the end of the target avoidance and/or the head of the target avoidance.

The preview point trace refers to a plurality of preset preview points for driving the target vehicle to the center line of the current driving lane, and is used for generating an actual driving route of the target vehicle switching driving trace.

And controlling the target vehicle to travel to the center line of the current driving lane according to the pre-aiming point trace, simultaneously calculating the transverse offset between the center line of the target vehicle and the center line of the current driving lane in real time, and adopting a related control method to accurately stabilize the vehicle near the center line of the current driving lane according to the error variable by using a feedback controller so as to realize that the target vehicle is controlled to automatically drive according to the center line of the current driving lane.

In the application scenario shown in fig. 2, the target avoidance is a large truck 20. Specifically, the target vehicle 10 is automatically driven in the current driving lane, three to-be-driven trajectory lines L1, L2 and L3 are virtually divided in the current driving lane, when the target vehicle 10 determines that the current driving lane is adjacent to the large truck 20 in the front direction, the to-be-driven trajectory line L1 is selected as the target driving trajectory line, and the target vehicle 10 is controlled to be automatically driven according to the to-be-driven trajectory line L1 from automatic driving according to the center line of the current driving lane so as to be driven away from the large truck 20. Upon determining that the target vehicle 10 may exceed the large truck 20 in the traveling direction, the target vehicle 10 is controlled to be automatically driven from being automatically driven according to the to-be-driven trajectory line L1 to being automatically driven according to the center line of the current driving lane.

In the application scenario shown in fig. 3, the target avoidance is a guardrail 30. Specifically, the target vehicle 10 is automatically driven in the current driving lane, three to-be-driven trajectory lines L1, L2, and L3 are virtually divided in the current driving lane, and when the target vehicle 10 determines that the guardrail 30 (i.e., adjacent to the guardrail 30) is in front of the current driving lane, the to-be-driven trajectory line L3 is selected as the target driving trajectory line, and the target vehicle 10 is controlled to be automatically driven according to the to-be-driven trajectory line L3 by automatic driving according to the center line of the current driving lane, so as to be driven away from the guardrail 30. Upon determining that the target vehicle 10 may exceed the guard rail 30 (not shown in fig. 3) in the traveling direction, the target vehicle 10 may be controlled to be automatically driven from being automatically driven according to the to-be-driven trajectory line L3 to being automatically driven according to the center line of the current driving lane.

Example two

Fig. 4 is a flowchart of a control method for automatic driving at level L2 according to a second embodiment of the present invention. The present embodiment is embodied on the basis of the above embodiment, wherein when it is determined that the current driving lane of the target vehicle is adjacent to the target avoidance according to the obstacle information, if a driving intervention event triggered by a driver of the target vehicle is detected, and the driving intervention event causes the target vehicle to leave a current lane keeping boundary, a current-time driving intervention factor of the driver is obtained; wherein the driving intervention factor is used to indicate the driver's suspicion of level L2 autopilot; and when the driving intervention factor at the current moment is larger than the first set factor threshold value, expanding the lane keeping boundary of the target vehicle in a preset range, and realizing the lane keeping function on the target vehicle according to the expanded lane keeping boundary.

As shown in fig. 4, the control method for L2-level automatic driving provided in this embodiment specifically includes:

and S410, acquiring the information of the obstacle in front of the running target vehicle through the camera.

S420, when the current driving lane of the target vehicle is determined to be adjacent to the target avoidance according to the obstacle information, if a driving intervention event triggered by a driver of the target vehicle is detected, and the driving intervention event enables the target vehicle to leave a current lane keeping boundary, a current driving intervention factor of the driver is obtained.

The driving intervention event refers to an event that the driver wants to take over the driving of the target vehicle when the target vehicle achieves the level L2 automatic driving, and may be, for example, manipulating a steering wheel of the target vehicle to adjust a driving track of the target vehicle.

The current lane keeping boundary refers to a lane keeping boundary currently set in the lane keeping function of the L2 level auto drive. Typically, when the target vehicle leaves the current lane keeping boundary, the lane keeping function is triggered to adjust the target vehicle back within the current lane keeping boundary.

The driving intervention factor is introduced taking into account the difference in driver experience and psychological expectation for level L2 autonomous driving. The driving intervention factor is a parameter for describing the degree of driver intervention in level L2 autopilot, the greater the driving intervention factor, the greater the suspicion of level L2 autopilot, the lower the confidence.

Optionally, the driving intervention factor autonomy is calculated by the following formula:

wherein, T_elapsedFor counting time, the unit is s, the consumption time of L2 level automatic driving can be concretely, and n is T_elapsedNumber of driving interventions in.

The current driving intervention factor is calculated based on the driving intervention times counted at the previous moment and the counting time.

And S430, when the driving intervention factor at the current moment is larger than the first set factor threshold, expanding the lane keeping boundary of the target vehicle in a preset range, and realizing the lane keeping function for the target vehicle according to the expanded lane keeping boundary.

When the driving intervention factor at the current moment is greater than the first set factor threshold, the driver is indicated to intervene the automatic driving at the level L2 frequently, in order to avoid the situation that the driver frequently competes for the steering wheel with the system, the lane keeping boundary of the automatic driving at the level L2 is expanded appropriately, and the lane keeping function is realized on the target vehicle according to the expanded current lane keeping boundary, namely, as long as the adjustment of the direction of the target vehicle by the driver does not exceed the expanded lane keeping boundary, the system does not compete for the steering wheel with the driver, and once the adjustment of the direction of the target vehicle by the driver exceeds the expanded lane keeping boundary, the system competes for the steering wheel with the driver to adjust the target vehicle back to the currently expanded lane keeping boundary.

The preset range can include a plurality of lane keeping boundaries which cannot be graded, and the lane keeping boundaries are gradually enlarged within the preset range. Specifically, the lane keeping boundary is expanded by one step when a driving intervention event triggered by a driver of the target vehicle is detected each time, the driving intervention event enables the target vehicle to leave the current lane keeping boundary, and the current driving intervention factor of the driver is larger than a first set factor threshold.

In the application scenario shown in fig. 5 and 6, three lane keeping boundaries D1-D3 are preset, and when a driver-triggered driving intervention event of the target vehicle is detected at a time, the driving intervention event enables the target vehicle to leave the current lane keeping boundary, and the current-time driving intervention factor of the driver is greater than a first set factor threshold, the lane keeping boundary is expanded from D1 to D2; the lane-keeping boundary is expanded from D2 to D3 the next time a driver-triggered driving intervention event is detected for the target vehicle, which causes the target vehicle to leave the current lane-keeping boundary and the driver's current-time driving intervention factor remains greater than the first set factor threshold.

For those parts of this embodiment that are not explained in detail, reference is made to the aforementioned embodiments, which are not repeated herein.

In the technical scheme, under the condition that the current driving lane of the target vehicle is determined to be adjacent to the target avoidance object according to the obstacle information, if the driving intention of the driver is obvious, the driver can be ensured to take over manually in a limited range without quitting the automatic driving function, the condition that a conservative driver often contends for a steering wheel with a system is avoided, and the driving experience is improved.

Further, after expanding the lane keeping boundary of the target vehicle within the preset range, the method may further include:

acquiring a current driving intervention factor of a driver in real time; and when the driving intervention factor at the current moment is smaller than a second set factor threshold value, the lane keeping boundary of the target vehicle is reduced in a preset range, and a lane keeping function is realized on the target vehicle according to the reduced lane keeping boundary.

After the lane keeping boundary of the target vehicle is enlarged, the driving intervention factor of the driver can be monitored in real time, when the driving intervention factor at the current moment is determined to be smaller than the second set factor threshold value, namely when the driver is determined to intervene the L2-level automatic driving rarely, the lane keeping boundary of the target vehicle can be reduced properly, and the lane keeping function can be realized on the target vehicle according to the reduced current lane keeping boundary.

In the application scenario shown in fig. 5, the target evacuees are a large truck 20 and a guardrail 30 (the target evacuees may also be only the large truck 20). Specifically, the target vehicle 10 is automatically driven in the current driving lane in which the lane-keeping boundaries within the preset range are divided into D1, D2, and D3. If the driver initiates a driving intervention event that causes the target vehicle to leave the current lane keeping boundary, and the driver's current time driving intervention factor is greater than the first set factor threshold, then the current lane keeping boundary may be expanded appropriately, for example, the lane keeping boundary may be expanded from D1 to D2, or from D2 to D3, so that the driver may appropriately adjust the target vehicle's travel trajectory within the appropriately expanded lane keeping boundary without exiting the lane keeping function.

In the application scenario shown in fig. 6, the target avoidance is a guardrail 30. Specifically, the target vehicle 10 is automatically driven in the current driving lane, which is a curve, and the lane-keeping boundaries within a preset range in the current driving lane are divided into D1, D2, and D3. If the driver initiates a driving intervention event that causes the target vehicle to leave the current lane keeping boundary, and the driver's current time driving intervention factor is greater than the first set factor threshold, then the current lane keeping boundary may be expanded appropriately, for example, the lane keeping boundary may be expanded from D1 to D2, or from D2 to D3, so that the driver may appropriately adjust the target vehicle's travel trajectory within the appropriately expanded lane keeping boundary without exiting the lane keeping function.

In the application scene, especially under the working condition of a curve, a transverse keeping mechanism with the individuality of a driver is realized according to the curvature of the road and the current state of the vehicle, transverse control shock is avoided, the robustness of the system is improved, the whole control process is safer and smoother, and more pleasant driving experience is provided for the driver.

EXAMPLE III

Fig. 7 is a flowchart of a control method for automatic driving at level L2 according to a third embodiment of the present invention. The present embodiment provides a specific implementation manner based on the above embodiments.

As shown in fig. 7, the control method for L2-level automatic driving provided in this embodiment specifically includes:

and S710, acquiring road condition information and obstacle information in front of the running target vehicle through the camera.

S720, determining at least two to-be-driven track lines in the current driving lane of the target vehicle according to the road condition information.

And S730, when the current driving lane of the target vehicle is determined to be adjacent to the target avoidance object according to the obstacle information, selecting one to-be-driven track line from the at least two to-be-driven track lines as a target driving track line.

Optionally, one to-be-traveled trajectory line with the largest transverse distance from the target avoidance is selected from the at least two to-be-traveled trajectory lines as the target travel trajectory line.

Optionally, acquiring a transverse safety critical distance between a target avoidance object and a target vehicle; and selecting one to-be-traveled trajectory line with the transverse distance from the target avoidance object larger than the transverse safety critical distance from the at least two to-be-traveled trajectory lines as a target travel trajectory line.

And S740, determining a pre-aiming point track which enables the target vehicle to run to the target running track line according to the current running position of the target vehicle and the estimated starting point position of the target vehicle adjacent to the target avoidance object.

And S750, controlling the target vehicle to travel to the target travel track line according to the pre-aiming point track, and automatically driving according to the target travel track line.

And S760, if a driving intervention event triggered by the driver of the target vehicle is detected, and the driving intervention event enables the target vehicle to leave the current lane keeping boundary, acquiring a current driving intervention factor of the driver.

And S770, when the driving intervention factor at the current moment is larger than the first set factor threshold, expanding the lane keeping boundary of the target vehicle in a preset range, and realizing a lane keeping function on the target vehicle according to the expanded lane keeping boundary.

Typically, the control method for L2-level automatic driving provided by the present embodiment is applicable to the system shown in fig. 8. As shown in fig. 8, the driver driving analysis unit is configured to analyze a current driving intervention factor of the driver; the track line virtual dividing unit is used for determining at least two track lines to be driven in the current driving lane of the target vehicle according to the road condition information; the target position/track determining unit is used for selecting one track line to be traveled from at least two track lines to be traveled as a target travel track line; the track pre-aiming unit is used for pre-aiming a point track when the running route of the target vehicle is adjusted; and the man-machine driving sharing algorithm unit is used for deciding the power parameters of the target vehicle according to the related information.

The hardware system used in the technical scheme is realized by the existing sensors and controllers of the automatic driving vehicle, and comprises a wheel speed sensor, a steering wheel angle sensor, a yaw rate sensor, an intelligent forward-looking camera and the like, and the hardware cost is not required to be additionally increased.

Moreover, in the technical scheme, the track of the target vehicle in the current driving lane can be adjusted according to the road condition, the target vehicle does not always drive along the center line of the lane, and the driving route of the vehicle is stably controlled in a mode more consistent with the expectation of a driver. Meanwhile, the lane keeping control area can be adjusted according to the experience and driving intention of the driver, the driver is allowed to adjust autonomously within a certain range, and the requirements of different drivers on high-grade driving performance are met.

Example four

Fig. 9 is a schematic structural diagram of a control device for L2-level automatic driving according to a fourth embodiment of the present invention, which is applicable to a case where a target avoidance object (for example, a guardrail, a large truck, or the like) exists in front of a target vehicle to adjust a driving track of the target vehicle in a current driving lane, and the control device can be implemented in software and/or hardware, and can be generally integrated into an on-board device.

As shown in fig. 9, the control device for L2-level autonomous driving specifically includes: the system comprises a lane information acquisition module 910, a lane to-be-driven trajectory line determination module 920 and a lane driving trajectory line switching module 930. Wherein the content of the first and second substances,

the lane information acquiring module 910 is configured to acquire road condition information and obstacle information in front of the target vehicle through a camera;

a lane to-be-driven trajectory line determining module 920 configured to determine at least two to-be-driven trajectory lines in the current driving lane of the target vehicle according to the road condition information;

a lane driving trajectory line switching module 930 configured to select one to-be-driven trajectory line from the at least two to-be-driven trajectory lines as a target driving trajectory line when it is determined that the current driving lane of the target vehicle is adjacent to the target avoidance according to the obstacle information, and control the target vehicle to automatically drive according to the target driving trajectory line so as to increase a lateral distance between the target vehicle and the target avoidance; wherein the lateral direction is a direction perpendicular to a traveling direction of the target vehicle.

According to the technical scheme provided by the embodiment of the invention, under the condition that the current driving lane of the target vehicle is adjacent to the target avoidance object, one of a plurality of predetermined to-be-driven tracks is selected as the target driving track, and the target vehicle is controlled to automatically drive according to the target driving track, so that the target vehicle transversely moves away from the target avoidance object in the current driving lane. In the technical scheme, the driving track of the target vehicle in the current driving lane is adjusted, so that the target vehicle is driven far away from the target avoidance object as far as possible, the psychological expectation of the driver on semi-automatic driving under the condition of driving danger is met, the target vehicle is prevented from being in a dangerous environment, the optimization of the active lane keeping function facing the L2-level automatic driving is realized, and the man-machine driving sharing performance facing the L2-level automatic driving is improved.

In an example, the lane driving trajectory line switching module 930 is specifically configured to select one to-be-driven trajectory line with the largest lateral distance from the target avoidance as the target driving trajectory line from the at least two to-be-driven trajectory lines.

In another example, the lane driving trajectory line switching module 930 is specifically configured to obtain a lateral safety threshold distance between the target avoidance and the target vehicle; and selecting one track line to be traveled from the at least two track lines to be traveled as a target travel track line, wherein the transverse distance between the target travel track line and the target avoidance object is greater than the transverse safety critical distance.

Further, the lane driving trajectory line switching module 930 is specifically configured to determine a pre-aiming trajectory for driving the target vehicle to the target driving trajectory line according to the current driving position of the target vehicle and the estimated starting point position of the target vehicle adjacent to the target avoidance object; and controlling the target vehicle to travel to the target travel track line according to the pre-aiming point track, and automatically driving according to the target travel track line.

Further, the above apparatus further comprises: and the lane running track line recovery module is used for controlling the target vehicle to automatically drive according to the central line of the current running lane when the target vehicle is determined to exceed the target avoidance object along the running direction after the target vehicle is controlled to automatically drive according to the target running track line.

On the basis of the technical scheme, the device further comprises: a lane keeping boundary adjusting module, configured to, when it is determined that a current driving lane of the target vehicle is adjacent to a target avoidance object according to the obstacle information, if a driving intervention event triggered by a driver of the target vehicle is detected, and the driving intervention event causes the target vehicle to leave a current lane keeping boundary, obtain a current-time driving intervention factor of the driver; wherein the driving intervention factor is indicative of the driver's suspicion of the level L2 autonomous driving; and when the current driving intervention factor is larger than a first set factor threshold value, expanding the lane keeping boundary of the target vehicle in a preset range, and realizing the lane keeping function for the target vehicle according to the expanded lane keeping boundary.

Further, the above apparatus further comprises: the lane keeping boundary recovery module is set to acquire the current driving intervention factor of the driver in real time; and when the current driving intervention factor is smaller than a second set factor threshold value, reducing the lane keeping boundary of the target vehicle within a preset range, and realizing a lane keeping function for the target vehicle according to the reduced lane keeping boundary.

The control device for the L2-level automatic driving can execute the control method for the L2-level automatic driving provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects for executing the control method for the L2-level automatic driving.

EXAMPLE five

Fig. 10 is a schematic diagram of a hardware structure of an on-vehicle device according to a fifth embodiment of the present invention. FIG. 10 illustrates a block diagram of an exemplary vehicle-mounted device 12 suitable for use in implementing embodiments of the present invention. The in-vehicle apparatus 12 shown in fig. 10 is merely an example, and should not bring any limitation to the function and the range of use of the embodiment of the present invention.

As shown in fig. 10, the in-vehicle apparatus 12 is represented in the form of a general-purpose computing apparatus. Components of the in-vehicle device 12 may include, but are not limited to: one or more processors or processing units 16, a system memory 28, and a bus 18 that couples various system components including the system memory 28 and the processing unit 16.

Bus 18 represents one or more of any of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, and a processor or local bus using any of a variety of bus architectures. By way of example, such architectures include, but are not limited to, Industry Standard Architecture (ISA) bus, micro-channel architecture (MAC) bus, enhanced ISA bus, Video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnect (PCI) bus.

The in-vehicle device 12 typically includes a variety of computer system readable media. Such media may be any available media that is accessible by in-vehicle device 12 and includes both volatile and nonvolatile media, removable and non-removable media.

The system memory 28 may include computer system readable media in the form of volatile memory, such as Random Access Memory (RAM)30 and/or cache memory 32. The in-vehicle device 12 may further include other removable/non-removable, volatile/nonvolatile computer system storage media. By way of example only, storage system 34 may be used to read from and write to non-removable, nonvolatile magnetic media (not shown in FIG. 10, and commonly referred to as a "hard drive"). Although not shown in FIG. 10, a magnetic disk drive for reading from and writing to a removable, nonvolatile magnetic disk (e.g., a "floppy disk") and an optical disk drive for reading from or writing to a removable, nonvolatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 18 by one or more data media interfaces. System memory 28 may include at least one program product having a set (e.g., at least one) of program modules that are configured to carry out the functions of embodiments of the invention.

A program/utility 40 having a set (at least one) of program modules 42 may be stored, for example, in system memory 28, such program modules 42 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each of which examples or some combination thereof may comprise an implementation of a network environment. Program modules 42 generally carry out the functions and/or methodologies of the described embodiments of the invention.

In-vehicle device 12 may also communicate with one or more external devices 14 (e.g., keyboard, pointing device, display 24, etc.), with one or more devices that enable a user to interact with in-vehicle device 12, and/or with any devices (e.g., network card, modem, etc.) that enable in-vehicle device 12 to communicate with one or more other computing devices. Such communication may be through an input/output (I/O) interface 22. Also, the in-vehicle device 12 may communicate with one or more networks (e.g., a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network such as the Internet) via the network adapter 20. As shown, the network adapter 20 communicates with the other modules of the in-vehicle device 12 via the bus 18. It should be appreciated that although not shown in FIG. 10, other hardware and/or software modules may be used in conjunction with the in-vehicle device 12, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, among others.

The processing unit 16 executes various functional applications and data processing by executing programs stored in the system memory 28, for example, to implement a control method for automatic driving at level L2 according to an embodiment of the present invention. That is, the processing unit implements, when executing the program: acquiring road condition information and obstacle information in front of the running of a target vehicle through a camera; determining at least two to-be-driven track lines in the current driving lane of the target vehicle according to the road condition information; when the current driving lane of the target vehicle is determined to be adjacent to a target avoidance object according to the obstacle information, selecting one to-be-driven track line from the at least two to-be-driven track lines as a target driving track line, and controlling the target vehicle to automatically drive according to the target driving track line so as to increase the transverse distance between the target vehicle and the target avoidance object; wherein the lateral direction is a direction perpendicular to a traveling direction of the target vehicle.

EXAMPLE six

Sixth embodiment of the present invention provides a computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements a control method for L2-level automatic driving, according to all embodiments of the present invention: that is, the program when executed by the processor implements: acquiring road condition information and obstacle information in front of the running of a target vehicle through a camera; determining at least two to-be-driven track lines in the current driving lane of the target vehicle according to the road condition information; when the current driving lane of the target vehicle is determined to be adjacent to a target avoidance object according to the obstacle information, selecting one to-be-driven track line from the at least two to-be-driven track lines as a target driving track line, and controlling the target vehicle to automatically drive according to the target driving track line so as to increase the transverse distance between the target vehicle and the target avoidance object; wherein the lateral direction is a direction perpendicular to a traveling direction of the target vehicle.

Any combination of one or more computer-readable media may be employed. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take many forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

Computer program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A control method for automatic driving at level L2 is characterized by comprising the following steps:

when the current driving lane of the target vehicle is determined to be adjacent to a target avoidance object according to the obstacle information, selecting one to-be-driven track line from the at least two to-be-driven track lines as a target driving track line, and controlling the target vehicle to automatically drive according to the target driving track line so as to increase the transverse distance between the target vehicle and the target avoidance object; wherein the lateral direction is a direction perpendicular to a direction of travel of the target vehicle;

when the current driving lane of the target vehicle is determined to be adjacent to a target avoidance object according to the obstacle information, if a driving intervention event triggered by a driver of the target vehicle is detected, and the driving intervention event enables the target vehicle to leave a current lane keeping boundary, a current-time driving intervention factor of the driver is obtained; wherein the driving intervention factor is indicative of the driver's suspicion of the level L2 autonomous driving;

and when the current driving intervention factor is larger than a first set factor threshold value, expanding the lane keeping boundary of the target vehicle in a preset range, and realizing the lane keeping function for the target vehicle according to the expanded lane keeping boundary.

2. The method according to claim 1, wherein selecting one of the at least two to-be-traveled trajectory lines as a target travel trajectory line comprises:

and selecting one to-be-traveled trajectory line with the largest transverse distance with the target avoidance object from the at least two to-be-traveled trajectory lines as a target travel trajectory line.

3. The method according to claim 1, wherein selecting one of the at least two to-be-traveled trajectory lines as a target travel trajectory line comprises:

acquiring a transverse safety critical distance between the target avoidance object and the target vehicle;

and selecting one track line to be traveled from the at least two track lines to be traveled as a target travel track line, wherein the transverse distance between the target travel track line and the target avoidance object is greater than the transverse safety critical distance.

4. The method of claim 1, wherein controlling the target vehicle to autonomously drive in accordance with the target travel trajectory line comprises:

determining a pre-aiming point trace enabling the target vehicle to travel to the target travel track trace according to the current travel position of the target vehicle and the estimated starting point position of the target vehicle adjacent to the target avoidance object;

and controlling the target vehicle to travel to the target travel track line according to the pre-aiming point track, and automatically driving according to the target travel track line.

5. The method of claim 1, further comprising, after controlling the target vehicle to autonomously drive in accordance with the target travel trajectory line:

and when the target vehicle is determined to exceed the target avoidance along the driving direction, controlling the target vehicle to automatically drive according to the center line of the current driving lane.

6. The method according to claim 5, further comprising, after expanding the lane-keeping boundary of the target vehicle within a preset range:

acquiring a current driving intervention factor of the driver in real time;

and when the current driving intervention factor is smaller than a second set factor threshold value, reducing the lane keeping boundary of the target vehicle within a preset range, and realizing a lane keeping function for the target vehicle according to the reduced lane keeping boundary.

7. A control device for automatic driving at level L2, comprising:

the lane running track line switching module is used for selecting one to-be-run track line from the at least two to-be-run track lines as a target running track line when the current running lane of the target vehicle is determined to be adjacent to a target avoidance object according to the obstacle information, and controlling the target vehicle to automatically drive according to the target running track line so as to increase the transverse distance between the target vehicle and the target avoidance object; wherein the lateral direction is a direction perpendicular to a direction of travel of the target vehicle;

a lane keeping boundary adjusting module, configured to, when it is determined that a current driving lane of the target vehicle is adjacent to a target avoidance object according to the obstacle information, if a driving intervention event triggered by a driver of the target vehicle is detected, and the driving intervention event causes the target vehicle to leave a current lane keeping boundary, obtain a current-time driving intervention factor of the driver; wherein the driving intervention factor is indicative of the driver's suspicion of the level L2 autonomous driving; and when the current driving intervention factor is larger than a first set factor threshold value, expanding the lane keeping boundary of the target vehicle in a preset range, and realizing the lane keeping function for the target vehicle according to the expanded lane keeping boundary.

8. An in-vehicle device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the method according to any of claims 1-6 when executing the program.

9. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the method according to any one of claims 1-6.