CN113677581A

CN113677581A - Lane keeping method, vehicle-mounted device and storage medium

Info

Publication number: CN113677581A
Application number: CN201980002776.8A
Authority: CN
Inventors: 胡子豪; 王子涵; 刘洋
Original assignee: Uisee Shanghai Automotive Technologies Ltd
Current assignee: Uisee Shanghai Automotive Technologies Ltd
Priority date: 2019-11-29
Filing date: 2019-11-29
Publication date: 2021-11-19
Also published as: WO2021102957A1

Abstract

A lane keeping method, an in-vehicle apparatus, and a storage medium, the method comprising: acquiring environmental information (501) around the host vehicle; determining lane change information (502) of vehicles around the host vehicle based on the environmental information; determining a following mode (503) of the host vehicle based on the environment information and the lane change information; planning a driving path (504) based on the following mode; the vehicle is controlled to travel (505) according to the travel path. Under the condition of traffic jam, the method determines lane change information of vehicles around the vehicle and decides a following mode from a plurality of following modes for lane keeping based on the environment information around the vehicle, so as to plan a driving path and control the vehicles to keep driving in the current lane.

Description

Lane keeping method, vehicle-mounted device and storage medium

Technical Field

The embodiment of the disclosure relates to the technical field of intelligent driving, in particular to a lane keeping method, vehicle-mounted equipment and a storage medium.

Background

With the development of intelligent driving technology, the driving experience of a driver and passengers is improved. Traffic jam working conditions belong to common and complicated working conditions, and therefore, a lane keeping scheme suitable for the traffic jam working conditions needs to be provided urgently, and the safety of traveling under the traffic jam working conditions is improved.

The above description of the discovery process of the problems is only for the purpose of aiding understanding of the technical solutions of the present disclosure, and does not represent an admission that the above is prior art.

Disclosure of Invention

To solve at least one problem of the prior art, at least one embodiment of the present disclosure provides a lane keeping method, an in-vehicle apparatus, and a storage medium.

In a first aspect, an embodiment of the present disclosure provides a lane keeping method, including:

acquiring environmental information around the vehicle;

determining lane change information of vehicles around the vehicle based on the environment information;

determining a following mode of the vehicle based on the environment information and the lane change information;

planning a driving path based on the following mode;

and controlling the vehicle to run according to the running path.

In a second aspect, an embodiment of the present disclosure further provides an on-board device, including: a processor and a memory; the processor is adapted to perform the steps of the method according to the first aspect by calling a program or instructions stored by the memory.

In a third aspect, the disclosed embodiments also propose a non-transitory computer-readable storage medium for storing a program or instructions for causing a computer to perform the steps of the method according to the first aspect.

It can be seen that, in at least one embodiment of the present disclosure, under a traffic congestion condition, a driving path is planned and a vehicle is controlled to keep driving in a current lane by determining lane change information of vehicles around a host vehicle and deciding one following mode from a plurality of following modes for lane keeping based on environment information around the host vehicle.

Drawings

To more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art according to the drawings.

Fig. 1 is an overall architecture diagram of an intelligent driving vehicle provided by an embodiment of the present disclosure;

FIG. 2 is a block diagram of an intelligent driving system provided by an embodiment of the present disclosure;

FIG. 3 is a block diagram of a lane keeping module provided by an embodiment of the present disclosure;

FIG. 4 is a block diagram of an in-vehicle device provided by an embodiment of the present disclosure;

FIG. 5 is a flowchart of a lane keeping method provided by an embodiment of the present disclosure;

fig. 6 is a schematic view of a traffic congestion condition according to an embodiment of the present disclosure.

Detailed Description

In order that the above objects, features and advantages of the present disclosure can be more clearly understood, the present disclosure will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the embodiments described are only a few embodiments of the present disclosure, and not all embodiments. The specific embodiments described herein are merely illustrative of the disclosure and are not intended to be limiting. All other embodiments derived by one of ordinary skill in the art from the described embodiments of the disclosure are intended to be within the scope of the disclosure.

It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions.

The traffic jam condition is a common and complex condition, as shown in fig. 6, 101 is a host vehicle, 102 to 107 are vehicles around the host vehicle, and 108 and 109 are lane lines. The embodiment of the disclosure provides a lane keeping scheme suitable for traffic jam working conditions, and the safety of traveling under the traffic jam working conditions is improved.

In some embodiments, the lane keeping scheme provided by the embodiments of the present disclosure may be applied to an intelligent driving vehicle. Fig. 1 is an overall architecture diagram of an intelligent driving vehicle according to an embodiment of the present disclosure.

As shown in fig. 1, the smart driving vehicle includes: sensor groups, smart driving system 100, vehicle floor management systems, and other components that may be used to propel a vehicle and control the operation of the vehicle.

And the sensor group is used for acquiring data of the external environment of the vehicle and detecting position data of the vehicle. The sensor group includes, for example, but not limited to, at least one of a camera, a laser radar, a millimeter wave radar, an ultrasonic radar, a GPS (Global Positioning System), and an IMU (Inertial Measurement Unit).

In some embodiments, the sensor group is further used for collecting dynamic data of the vehicle, and the sensor group further includes, for example and without limitation, at least one of a wheel speed sensor, a speed sensor, an acceleration sensor, a steering wheel angle sensor, and a front wheel angle sensor.

The intelligent driving system 100 is used for acquiring data of a sensor group, and all sensors in the sensor group transmit data at a high frequency in the driving process of the intelligent driving vehicle.

The intelligent driving system 100 is further configured to perform environment sensing and vehicle positioning based on the data of the sensor group, perform path planning and decision making based on the environment sensing information and the vehicle positioning information, and generate a vehicle control instruction based on the planned path, so as to control the vehicle to travel according to the planned path.

In some embodiments, the intelligent driving system 100 is further configured to obtain environmental information around the host vehicle; determining lane change information of vehicles around the vehicle based on the environmental information; thereby determining a following mode of the host vehicle based on the environment information and the lane change information; planning a driving path based on the following mode; and controlling the vehicle to run according to the running path.

In some embodiments, the smart driving system 100 may be a software system, a hardware system, or a combination of software and hardware. For example, the smart driving system 100 is a software system running on an operating system, and the in-vehicle hardware system is a hardware system supporting the operating system.

In some embodiments, the smart driving system 100 is further configured to wirelessly communicate with a cloud server to interact with various information. In some embodiments, the smart driving system 100 and the cloud server communicate wirelessly via a wireless communication network (e.g., a wireless communication network including, but not limited to, a GPRS network, a Zigbee network, a Wifi network, a 3G network, a 4G network, a 5G network, etc.).

In some embodiments, the cloud server is used for overall coordination and management of the intelligent driving vehicle. In some embodiments, the cloud server may be configured to interact with one or more intelligent driving vehicles, orchestrate and coordinate the scheduling of multiple intelligent driving vehicles, and the like.

In some embodiments, the cloud server is a cloud server established by a vehicle service provider, and provides cloud storage and cloud computing functions. In some embodiments, the cloud server builds the vehicle-side profile. In some embodiments, the vehicle-side profile stores various information uploaded by the intelligent driving system 100. In some embodiments, the cloud server may synchronize the driving data generated by the vehicle side in real time.

In some embodiments, the cloud server may be a server or a server group. The server group may be centralized or distributed. The distributed servers are beneficial to the distribution and optimization of tasks in a plurality of distributed servers, and the defects of resource shortage and response bottleneck of the traditional centralized server are overcome. In some embodiments, the cloud server may be local or remote.

In some embodiments, the cloud server may be used to perform parking charges, road passing charges, etc. for the vehicle end. In some embodiments, the cloud server is further configured to analyze the driving behavior of the driver and perform a safety level assessment on the driving behavior of the driver.

In some embodiments, the cloud server may be configured to obtain information about Road monitoring units (RSUs) and smart driving vehicles, and may send the information to the smart driving vehicles. In some embodiments, the cloud server may send detection information corresponding to the smart driving vehicle in the road monitoring unit to the smart driving vehicle according to information of the smart driving vehicle.

In some embodiments, a road monitoring unit may be used to collect road monitoring information. In some embodiments, the road monitoring unit may be an environmental perception sensor, such as a camera, a lidar, etc., and may also be a road device, such as a V2X device, a roadside traffic light device, etc. In some embodiments, the road monitoring units may monitor road conditions pertaining to the respective road monitoring units, e.g., by type of vehicle, speed, priority level, etc. The road monitoring unit can send the road monitoring information to the cloud server after collecting the road monitoring information, and can also send the intelligent driving vehicle through the road.

And the vehicle bottom layer execution system is used for receiving the vehicle control instruction and realizing the control of vehicle running. In some embodiments, vehicle under-floor execution systems include, but are not limited to: a steering system, a braking system and a drive system. The steering system, the braking system and the driving system belong to mature systems in the field of vehicles, and are not described in detail herein.

In some embodiments, the smart-drive vehicle may also include a vehicle CAN bus, not shown in FIG. 1, that connects to the vehicle's underlying implement system. Information interaction between the intelligent driving system 100 and the vehicle bottom layer execution system is transmitted through a vehicle CAN bus.

In some embodiments, the intelligent driving vehicle may control the vehicle to travel by both the driver and the intelligent driving system 100. In the manual driving mode, the driver drives the vehicle by operating devices for controlling the vehicle to run, such as, but not limited to, a brake pedal, a steering wheel, an accelerator pedal, and the like. The device for controlling the vehicle to run can directly operate the vehicle bottom layer execution system to control the vehicle to run.

In some embodiments, the intelligent driving vehicle may also be an unmanned vehicle, and the driving control of the vehicle is performed by the intelligent driving system 100.

Fig. 2 is a block diagram of an intelligent driving system 200 according to an embodiment of the present disclosure. In some embodiments, the intelligent driving system 200 may be implemented as the intelligent driving system 100 of fig. 1 or a part of the intelligent driving system 100 for controlling the vehicle to run.

As shown in fig. 2, the smart driving system 200 may be divided into a plurality of modules, for example, may include: a perception module 201, a planning module 202, a control module 203, a lane keeping module 204, and other modules that may be used for intelligent driving.

The sensing module 201 is used for sensing and positioning the environment. In some embodiments, the sensing module 201 is used to obtain sensor data, V2X (Vehicle to X) data, high precision maps, and the like. In some embodiments, the sensing module 201 is configured to sense and locate the environment based on at least one of acquired sensor data, V2X (Vehicle to X) data, high-precision maps, and the like.

In some embodiments, the sensing module 201 is configured to generate sensing and positioning information, so as to sense an obstacle, identify a travelable area of a camera image, position a vehicle, and the like.

Environmental awareness (Environmental awareness) may be understood as a semantic classification of data with respect to the context of the scene understanding capabilities of the environment, such as the location of obstacles, the detection of road signs/markers, the detection of pedestrians/vehicles, etc. In some embodiments, the environmental sensing may be performed by fusing data of various sensors such as a camera, a laser radar, and a millimeter wave radar.

Localization (Localization) is part of the perception, and is the ability to determine the position of an intelligent driving vehicle relative to the environment. The positioning can be as follows: GPS positioning, wherein the positioning accuracy of the GPS is in the order of tens of meters to centimeters, and the positioning accuracy is high; the positioning method combining the GPS and the Inertial Navigation System (Inertial Navigation System) can also be used for positioning. The positioning may also be performed by using a SLAM (Simultaneous Localization And Mapping), where the target of the SLAM is to construct a map And to perform positioning using the map, And the SLAM determines the position of the current vehicle And the position of the current observed feature by using the environmental features that have been observed.

The V2X is a key technology of the intelligent transportation system, so that the vehicles, the vehicles and the base stations can communicate with each other, a series of traffic information such as real-time road conditions, road information and pedestrian information can be obtained, the intelligent driving safety is improved, the congestion is reduced, the traffic efficiency is improved, and vehicle-mounted entertainment information is provided.

The high accuracy map is the geographical map that uses in the intelligent driving field, compares with traditional map, and the difference lies in: 1) high-precision maps comprise a large amount of driving assistance information, for example by means of an accurate three-dimensional representation of the road network: including intersection places, landmark positions, and the like; 2) high-precision maps also include a large amount of semantic information, such as reporting the meaning of different colors on traffic lights, in turn, for example, indicating the speed limit of roads, and the location where left-turn lanes begin; 3) the high-precision map can reach centimeter-level precision, and the safe driving of the intelligent driving vehicle is ensured.

The planning module 202 is configured to perform path planning and decision making based on the perceptual positioning information generated by the perceptual module 201.

In some embodiments, the planning module 202 is configured to perform path planning and decision-making based on the perceptual positioning information generated by the perception module 201, in combination with at least one of V2X data, high-precision maps, and the like.

In some embodiments, the planning module 202 is used to plan a path, deciding: the planning decision information is generated based on the behavior (e.g., including but not limited to following, passing, parking, detouring, etc.), vehicle heading, vehicle speed, desired acceleration of the vehicle, desired steering wheel angle, etc.

The control module 203 is configured to perform path tracking and trajectory tracking based on the planning decision information generated by the planning module 202.

In some embodiments, the control module 203 is configured to generate control commands for the vehicle floor-based execution system and issue the control commands, so that the vehicle floor-based execution system controls the vehicle to travel according to a desired path, for example, controls the steering wheel, the brake, and the throttle to control the vehicle laterally and longitudinally.

In some embodiments, the control module 203 is further configured to calculate a front wheel steering angle based on a path tracking algorithm.

In some embodiments, the expected path curve in the path tracking process is independent of time parameters, and during tracking control, the intelligent driving vehicle can be assumed to advance at a constant speed at the current speed, so that the driving path approaches to the expected path according to a certain cost rule; during track tracking, the expected path curve is related to both time and space, and the intelligent driving vehicle is required to reach a certain preset reference path point within a specified time.

Path tracking differs from trajectory tracking in that it is not subject to time constraints and only requires the desired path to be tracked within a certain error range.

The lane keeping module 204 is configured to obtain environmental information around the vehicle; determining lane change information of vehicles around the vehicle based on the environmental information; thereby determining a following mode of the host vehicle based on the environment information and the lane change information; planning a driving path based on the following mode; and controlling the vehicle to run according to the running path.

In some embodiments, the functions of the lane keeping module 204 may be integrated into the perception module 201, the planning module 202, or the control module 203, or may be configured as a separate module from the intelligent driving system 200, and the lane keeping module 204 may be a software module, a hardware module, or a combination of software and hardware. For example, the lane keeping module 204 is a software module running on an operating system, and the in-vehicle hardware system is a hardware system supporting the operation of the operating system.

Fig. 3 is a block diagram of a lane keeping module 300 provided in an embodiment of the present disclosure. In some embodiments, the lane keeping module 300 may be implemented as the lane keeping module 204 or as part of the lane keeping module 204 in fig. 2.

As shown in fig. 3, the lane keeping module 300 may include, but is not limited to, the following units: an acquisition unit 301, a first determination unit 302, a second determination unit 303, a planning unit 304, and a control unit 305.

An acquisition unit 301 for acquiring environmental information around the vehicle. In some embodiments, the environmental information is information perceived based on sensor data, and the environmental information may include, but is not limited to, at least one of: lane line information, vehicle information ahead of the own lane, vehicle information of the left lane of the own vehicle, and vehicle information of the right lane of the own vehicle. The lane can be understood as the lane where the vehicle is located; the left lane of the vehicle can be understood as a lane adjacent to and on the left side of the vehicle; the right lane of the host vehicle may be understood as a lane adjacent to and located on the right side of the host vehicle.

In some embodiments, lane line information may include, but is not limited to: location, alignment, and confidence. The vehicle information in front of the own lane may include, but is not limited to: the relative distance and relative velocity of two vehicles (e.g., 102 and 103 in fig. 6) in front of the host-vehicle's track from the host-vehicle. The vehicle information of the left lane of the host vehicle may include, but is not limited to: the relative distance and relative speed of the vehicle left adjacent vehicle (e.g. 104 in fig. 6) and the vehicle, and the relative distance and relative speed of the vehicle left front vehicle (e.g. 105 in fig. 6) and the vehicle. The vehicle information for the right lane of the host vehicle may include, but is not limited to: the relative distance and relative speed of the vehicle right adjacent vehicle (e.g. 106 in fig. 6) and the vehicle, and the relative distance and relative speed of the vehicle right front vehicle (e.g. 107 in fig. 6) and the vehicle. In some embodiments, the lane line information, the vehicle information in front of the vehicle lane, the vehicle information in the left lane of the vehicle, and the vehicle information in the right lane of the vehicle are obtained by sensing based on sensor data, and the specific manner may follow the existing manner and is not described again.

In some embodiments, the two vehicles in front of the host lane may be the two vehicles directly in front of the host lane. The straight ahead is relative to the left front and the right front, and a vehicle straight ahead may be understood as a vehicle traveling in the lane where the host vehicle is located and located in front of the host vehicle.

A first determination unit 302 configured to determine lane change information of vehicles around the host vehicle based on the environment information. In some embodiments, lane change information for vehicles around the host vehicle may include, but is not limited to: the vehicle information extracted from the vehicle ahead of the host lane is, for example, a sign of a vehicle extracted from the host lane to the left lane of the host lane, or a sign of a vehicle extracted from the host lane to the right lane of the host lane. Cutting out the lane may be understood as changing lanes from the lane to an adjacent lane. The adjacent lane may be understood as a left lane or a right lane of the vehicle.

In some embodiments, lane change information for vehicles around the host vehicle may include, but is not limited to: the vehicle information of the vehicle left lane and the vehicle right lane cut into the own lane includes, for example, a sign of a vehicle cut into the own lane from the vehicle left lane, and a sign of a vehicle cut into the own lane from the vehicle right lane. Wherein, cutting into the lane can be understood as changing lanes from the adjacent lane to the lane.

In some embodiments, the first determining unit 302 determines whether the lane line is valid, and determines the lane change information of the vehicles around the vehicle based on the determination result, wherein the validity or invalidity of the lane line may be determined in the conventional manner, and is not described again. In some embodiments, lane marking may be effectively understood as: at least one lane line on the left side and the right side exists and has better quality. Lane line invalidation may be understood as: the lane lines on the left side and the right side are invalid, wherein the invalidity can be understood as: lane lines are lost or of poor quality. In some embodiments, the quality of the lane line is determined based on the lane line information, i.e., based on the position, alignment, and confidence of the lane line. In some embodiments, if the relative distance between the position of the lane line and the vehicle is within a preset distance range, the line shape of the lane line is a straight line or a curve with a curvature within a preset curvature range, and the reliability is not lower than a preset reliability threshold, it is determined that the quality of the lane line is better; otherwise, the quality of the lane line is determined to be poor. The preset distance range, the preset curvature range and the preset reliability threshold value can be set based on actual needs, and specific values are not limited in this embodiment.

In some embodiments, the first determination unit 302 determines lane change information of the vehicle around the host vehicle using lane line information based on the lane line validity. In some embodiments, the first determination unit 302 determines vehicle information for cutting out the own lane from the own-lane front vehicle based on the lane line information and the own-lane front vehicle information in the environment information. In some embodiments, the first determination unit 302 determines the vehicle information cut into the own lane from among the left lane of the own vehicle and the right lane of the own vehicle, based on the lane line information, the vehicle information of the left lane of the own vehicle, and the vehicle information of the right lane of the own vehicle in the environment information.

In some embodiments, the first determination unit 302 determines lane change information of the vehicle around the host vehicle using the motion information of the host vehicle based on the lane line invalidity. The motion information of the host vehicle may include, but is not limited to: the speed of the vehicle, the steering wheel angle, the yaw rate, etc. In some embodiments, the first determination unit 302 determines the movement trajectory of the host vehicle based on the movement information of the host vehicle; and determining lane change information of vehicles around the vehicle based on the boundary of the motion trail. In some embodiments, the boundary of the motion trajectory is a lateral boundary of the motion trajectory, wherein the lateral direction is a direction perpendicular to the lane line. Further, the first determination unit 302 determines the vehicle information of the extracted own lane from the own-lane front vehicle based on the lateral boundary of the movement trajectory and the own-lane front vehicle information. In some embodiments, the first determination unit 302 determines the vehicle information cut into the own lane from among the left lane of the own vehicle and the right lane of the own vehicle, based on the lateral boundary of the motion trajectory, the vehicle information of the left lane of the own vehicle, and the vehicle information of the right lane of the own vehicle.

A second determination unit 303 for determining a following pattern of the host vehicle based on the environmental information around the host vehicle and the lane change information of the vehicles around the host vehicle. In some embodiments, the second determination unit 303 determines one following mode from a plurality of following modes for lane keeping by determining lane change information of vehicles around the host vehicle and based on environmental information around the host vehicle under a traffic congestion condition.

In some embodiments, the following mode may include, but is not limited to: a line following mode, a car following mode, and a degraded mode. Wherein, the following mode includes: the vehicle keeps a lane following a lane line; the car following mode includes: the vehicle keeps a lane following the vehicle right ahead; the degraded mode includes: the vehicle cuts out the own lane without following the vehicle right ahead, and the stability of the vehicle when other vehicles cut into the own lane is kept. In some embodiments, the stability of the host vehicle when other vehicles cut into the host lane is maintained, for example: the braking force is not greater than a preset braking force threshold value, the rotating angle of the steering wheel is not greater than a preset angle threshold value, the application of the braking force and the rotation of the steering wheel are not completed at one time, and the situations of shaking and instability of the vehicle caused by sudden braking, sudden steering and the like are prevented. The preset braking force threshold and the preset angle threshold may be set according to actual needs, and specific values are not limited in this embodiment. It is understood that the manner of maintaining the stability of the vehicle may be other manners for preventing unstable situations such as shaking, sharp turning, and sudden stop of the vehicle.

In some embodiments, the second determining unit 303 determines that the following mode is the following mode based on that the lane line is valid and there is no lane change information. In some embodiments, the second determination unit 303 determines that the following mode is the following mode based on that the lane line is invalid and there is no lane change information. In some embodiments, the second determination unit 303 determines that the following mode is the degraded mode based on the lane change information including vehicle information of cutting out the own lane from the vehicle ahead of the own lane and/or vehicle information of cutting in the own lane from the left lane and the right lane of the own vehicle.

A planning unit 304, configured to plan a driving path based on the following mode determined by the second determining unit 303. In some embodiments, the planning unit 304 plans the travel path based on the lane line information and the state of the lane line when the following mode is the line following mode. Wherein the state of the lane line includes both active and inactive. In some embodiments, the planning unit 304 determines a lane center line based on the lane line information and the state of the lane line; and planning a driving path based on the lane center line.

In some embodiments, the planning unit 304 determines the center line of the lane based on the lane line information and the state of the lane line, specifically: if both side lane lines (e.g., 108 and 109 in fig. 6) are valid, generating lane centerlines based on both side lane lines; if one side lane line is valid and the other side lane line is invalid, generating a lane center line based on the valid side lane line and the lane width. In some embodiments, there are two ways to generate the lane center line based on the active side lane lines and lane width. The first method is as follows: directly generating a lane center line based on the effective side lane line and the lane width; the second method comprises the following steps: and generating an invalid side lane line based on the effective side lane line and the lane width, and then generating a lane central line by the effective side lane line and the invalid side lane line. In this embodiment, even when only one lane line is valid, the host vehicle can be controlled smoothly to keep running in the current lane.

In some embodiments, the planning unit 304 plans the travel path based on the environmental information when the following mode is the following mode. In some embodiments, the planning unit 304 plans the driving path based on the environment information, specifically: determining the relative position of the vehicle in front of the lane and the vehicle as a path terminal point; generating a plurality of path curves from the vehicle to the path end point; screening a path curve meeting the conditions to be a driving path; wherein the condition is that the average distance of the vehicles (e.g., 102 to 107 in fig. 6) around the host vehicle from the path curve is maximum. In some embodiments, the multiple path curves from the vehicle to the path end point may be generated based on a conventional spline function generation method, which is not described in detail. In this embodiment, when both lane lines are invalid, the following mode is added, and the vehicle can keep running in the current lane following the vehicle ahead.

In some embodiments, the planning unit 304 plans the travel path based on the motion information of the host vehicle and the lane change information of the vehicles around the host vehicle when the following mode is the degraded mode. In some embodiments, the planning unit 304 plans the travel path based on the vehicle information of the own lane cut out from the vehicles ahead of the own lane, using the motion information of the own vehicle, the historical planned path, and the first information of the vehicles around the own vehicle, to prevent the own vehicle from cutting out the own lane following the vehicles ahead; wherein the first information comprises: the vehicle information of the own lane, the vehicle information of the left lane of the own vehicle and the vehicle information of the right lane of the own vehicle are not cut out from the vehicles in front of the own lane. In some embodiments, the planning unit 304 plans the driving path based on the vehicle information cut into the own lane in the left lane and the right lane of the own vehicle, by using the motion information of the own vehicle, the historical planned path and the second information of the vehicles around the own vehicle, and prevents the jump of the planned path of the own vehicle caused by the change of the path end point; wherein the second information comprises: the information of the vehicle in front of the vehicle lane, the information of the left adjacent vehicle of the vehicle and the information of the right adjacent vehicle of the vehicle.

A control unit 305 for controlling the vehicle to travel along the travel path. In some embodiments, the control unit 305 controls the host vehicle to keep traveling in the current lane based on the planned travel path. In some embodiments, the control unit 305 generates lateral control commands and longitudinal control commands for the vehicle based on the travel path; and further sending the transverse control command and the longitudinal control command to a vehicle chassis controller to control the vehicle to keep a lane. The vehicle chassis controller belongs to a part of the vehicle floor execution system shown in fig. 1.

In some embodiments, the control unit 305 generates a lateral control instruction based on the travel path, specifically: determining a preview longitudinal distance based on the motion information of the vehicle and the curvature of the road; further determining a transverse relative position corresponding to the preview longitudinal distance based on the driving path; thereby generating a vehicle lateral control command based on the pre-target longitudinal distance and the lateral relative position. The preview longitudinal distance is a longitudinal distance between a front aiming point related to the vehicle speed and a preview time coefficient and relative to the vehicle, belongs to a key parameter in a traditional geometric vehicle-based transverse control method, can also be determined by adopting the existing mode, and is not repeated. In some embodiments, the lateral control instructions may include, but are not limited to: a steering wheel angle command, a torque control command. Wherein the torque control command is a lateral control command sent to the steering controller for execution.

In some embodiments, the control unit 305 generates longitudinal control instructions based on the travel path, specifically: determining the acceleration of the vehicle and the speed of the vehicle in front of the vehicle on the basis of the motion information of the vehicle, the lane change information of the vehicles around the vehicle, the road curvature and the driving path; further, a vertical control command is generated based on the acceleration of the host vehicle and the speed of the vehicle ahead of the host vehicle. In some embodiments, the longitudinal control instructions may include, but are not limited to: shaft end torque command, brake deceleration command. Wherein the shaft end torque command is a longitudinal control command sent to the engine for execution.

In some embodiments, the division of each unit in the lane keeping module 300 is only one logical function division, and there may be another division manner when the actual implementation is performed, for example, the obtaining unit 301, the first determining unit 302, the second determining unit 303, the planning unit 304, and the control unit 305 may be implemented as one unit; the obtaining unit 301, the first determining unit 302, the second determining unit 303, the planning unit 304, or the control unit 305 may also be divided into a plurality of sub-units. It will be understood that the various units or sub-units may be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application.

Fig. 4 is a schematic structural diagram of an in-vehicle device provided in an embodiment of the present disclosure. The vehicle-mounted equipment can support the operation of the intelligent driving system.

As shown in fig. 4, the vehicle-mounted apparatus includes: at least one processor 401, at least one memory 402, and at least one communication interface 403. The various components in the in-vehicle device are coupled together by a bus system 404. A communication interface 403 for information transmission with an external device. Understandably, the bus system 404 is operative to enable connective communication between these components. The bus system 404 includes a power bus, a control bus, and a status signal bus in addition to a data bus. For clarity of illustration, the various buses are labeled as bus system 404 in fig. 4.

It will be appreciated that the memory 402 in this embodiment can be either volatile memory or nonvolatile memory, or can include both volatile and nonvolatile memory.

In some embodiments, memory 402 stores the following elements, executable units or data structures, or a subset thereof, or an expanded set thereof: an operating system and an application program.

The operating system includes various system programs, such as a framework layer, a core library layer, a driver layer, and the like, and is used for implementing various basic services and processing hardware-based tasks. The application programs, including various application programs such as a Media Player (Media Player), a Browser (Browser), etc., are used to implement various application services. A program for implementing the lane keeping method provided by the embodiment of the present disclosure may be included in an application program.

In the embodiment of the present disclosure, the processor 401 is configured to execute the steps of the embodiments of the lane keeping method provided by the embodiment of the present disclosure by calling a program or an instruction stored in the memory 402, specifically, a program or an instruction stored in an application program.

The lane keeping method provided by the embodiment of the present disclosure may be applied to the processor 401, or implemented by the processor 401. The processor 401 may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware or instructions in the form of software in the processor 401. The Processor 401 may be a general-purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, or discrete hardware components. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The steps of the lane keeping method provided by the embodiment of the present disclosure may be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software units in the decoding processor. The software elements may be located in ram, flash, rom, prom, or eprom, registers, among other storage media that are well known in the art. The storage medium is located in a memory 402, and the processor 401 reads information in the memory 402 and performs the steps of the method in combination with its hardware.

Fig. 5 is a flowchart of a lane keeping method according to an embodiment of the disclosure. The execution subject of the method is the vehicle-mounted equipment, and in some embodiments, the execution subject of the method is an intelligent driving system supported by the vehicle-mounted equipment.

As shown in fig. 5, the lane keeping method may include, but is not limited to, the following steps 501 to 505:

501. environmental information around the vehicle is acquired. In some embodiments, the environmental information is information perceived based on sensor data, and the environmental information may include, but is not limited to, at least one of: lane line information, vehicle information ahead of the own lane, vehicle information of the left lane of the own vehicle, and vehicle information of the right lane of the own vehicle. The lane can be understood as the lane where the vehicle is located; the left lane of the vehicle can be understood as a lane adjacent to and on the left side of the vehicle; the right lane of the host vehicle may be understood as a lane adjacent to and located on the right side of the host vehicle.

502. Based on the environmental information, lane change information of vehicles around the host vehicle is determined. In some embodiments, lane change information for vehicles around the host vehicle may include, but is not limited to: the vehicle information extracted from the vehicle ahead of the host lane is, for example, a sign of a vehicle extracted from the host lane to the left lane of the host lane, or a sign of a vehicle extracted from the host lane to the right lane of the host lane. Cutting out the lane may be understood as changing lanes from the lane to an adjacent lane. The adjacent lane may be understood as a left lane or a right lane of the vehicle.

In some embodiments, whether the lane line is valid is determined, and lane change information of vehicles around the vehicle is determined based on the determination result, wherein the validity or invalidity of the lane line can be determined in the conventional manner, and is not repeated. In some embodiments, lane marking may be effectively understood as: at least one lane line on the left side and the right side exists and has better quality. Lane line invalidation may be understood as: the lane lines on the left side and the right side are invalid, wherein the invalidity can be understood as: lane lines are lost or of poor quality. In some embodiments, the quality of the lane line is determined based on the lane line information, i.e., based on the position, alignment, and confidence of the lane line. In some embodiments, if the relative distance between the position of the lane line and the vehicle is within a preset distance range, the line shape of the lane line is a straight line or a curve with a curvature within a preset curvature range, and the reliability is not lower than a preset reliability threshold, it is determined that the quality of the lane line is better; otherwise, the quality of the lane line is determined to be poor. The preset distance range, the preset curvature range and the preset reliability threshold value can be set based on actual needs, and specific values are not limited in this embodiment.

In some embodiments, lane change information for vehicles around the host vehicle is determined using lane line information based on lane line validity. In some embodiments, the vehicle information of the cut-out own lane in the own-lane front vehicle is determined based on the lane line information and the own-lane front vehicle information in the environment information. In some embodiments, the vehicle information cut into the own lane from the left lane of the own vehicle and the right lane of the own vehicle is determined based on the lane line information, the vehicle information of the left lane of the own vehicle and the vehicle information of the right lane of the own vehicle in the environment information.

In some embodiments, lane change information of vehicles around the host vehicle is determined using the motion information of the host vehicle based on the lane line invalidity. The motion information of the host vehicle may include, but is not limited to: the speed of the vehicle, the steering wheel angle, the yaw rate, etc. In some embodiments, a motion trajectory of the host vehicle is determined based on the motion information of the host vehicle; and determining lane change information of vehicles around the vehicle based on the boundary of the motion trail. In some embodiments, the boundary of the motion trajectory is a lateral boundary of the motion trajectory, wherein the lateral direction is a direction perpendicular to the lane line. And determining the vehicle information of the lane cut out from the vehicles in front of the lane based on the transverse boundary of the motion trail and the vehicle information in front of the lane. In some embodiments, the vehicle information cut into the own lane from the left lane of the own vehicle and the right lane of the own vehicle is determined based on the lateral boundary of the motion trajectory, the vehicle information of the left lane of the own vehicle, and the vehicle information of the right lane of the own vehicle.

503. The following mode of the host vehicle is determined based on the environmental information around the host vehicle and the lane change information of the vehicles around the host vehicle. In some embodiments, one following mode is decided from a plurality of following modes for lane keeping under a traffic jam condition by determining lane change information of vehicles around the host vehicle and based on environment information around the host vehicle.

In some embodiments, the following mode is determined to be the lane following mode based on the lane line being valid and no lane change information. In some embodiments, the following mode is determined to be the following mode based on the lane line being invalid and no lane change information. In some embodiments, the following mode is determined to be the degraded mode based on the lane change information including vehicle information of a vehicle ahead of the own lane cut out of the own lane and/or vehicle information of a vehicle left lane and a vehicle right lane cut into the own lane.

504. And planning a driving path based on the determined following mode. In some embodiments, when the following mode is the line following mode, the travel path is planned based on the lane line information and the state of the lane line. Wherein the state of the lane line includes both active and inactive. In some embodiments, a lane centerline is determined based on lane line information and a state of the lane line; and planning a driving path based on the lane center line.

In some embodiments, based on the lane line information and the state of the lane line, a center line of the lane is determined, specifically: if both side lane lines (e.g., 108 and 109 in fig. 6) are valid, generating lane centerlines based on both side lane lines; if the lane line on one side is valid and the lane line on the other side is invalid, generating a lane center line based on the valid lane line and the lane width. In some embodiments, there are two ways to generate the lane center line based on the active side lane lines and lane width. The first method is as follows: directly generating a lane center line based on the effective side lane line and the lane width; the second method comprises the following steps: and generating an invalid side lane line based on the effective side lane line and the lane width, and then generating a lane central line by the effective side lane line and the invalid side lane line. In this embodiment, even when only one lane line is valid, the host vehicle can be controlled smoothly to keep running in the current lane.

In some embodiments, when the following mode is the car following mode, the driving path is planned based on the environment information. In some embodiments, the planning of the driving path is based on the environmental information, specifically: determining the relative position of the vehicle in front of the lane and the vehicle as a path terminal point; generating a plurality of path curves from the vehicle to the path end point; screening a path curve meeting the conditions to be a driving path; wherein the condition is that the average distance of the vehicles (e.g., 102 to 107 in fig. 6) around the host vehicle from the path curve is maximum. In some embodiments, the multiple path curves from the vehicle to the path end point may be generated based on a conventional spline function generation method, which is not described in detail. In this embodiment, when both lane lines are invalid, the following mode is added, and the vehicle can keep running in the current lane following the vehicle ahead.

In some embodiments, when the following mode is the degraded mode, the driving path is planned based on the motion information of the host vehicle and the lane change information of the vehicles around the host vehicle. In some embodiments, a driving path is planned based on vehicle information of a self lane cut out from a vehicle in front of the self lane, and the self lane is prevented from being cut out from the self lane following the front vehicle by using the motion information of the self vehicle, a historical planned path and first information of vehicles around the self vehicle; wherein the first information comprises: the vehicle information of the own lane, the vehicle information of the left lane of the own vehicle and the vehicle information of the right lane of the own vehicle are not cut out from the vehicles in front of the own lane. In some embodiments, a driving path is planned based on vehicle information cut into the own lane in the left lane and the right lane of the own vehicle, and the movement information of the own vehicle, the historical planned path and second information of vehicles around the own vehicle are utilized to prevent the planned path of the own vehicle from jumping due to the change of the path end point; wherein the second information comprises: the information of the vehicle in front of the vehicle lane, the information of the left adjacent vehicle of the vehicle and the information of the right adjacent vehicle of the vehicle.

505. And controlling the vehicle to run according to the running path. In some embodiments, the host vehicle is controlled to remain traveling in the current lane based on the planned travel path. In some embodiments, based on the travel path, generating lateral control commands and longitudinal control commands for the vehicle; and further sending the transverse control command and the longitudinal control command to a vehicle chassis controller to control the vehicle to keep a lane. The vehicle chassis controller belongs to a part of the vehicle floor execution system shown in fig. 1.

In some embodiments, the lateral control command is generated based on the travel path, specifically: determining a preview longitudinal distance based on the motion information of the vehicle and the curvature of the road; further determining a transverse relative position corresponding to the preview longitudinal distance based on the driving path; thereby generating a vehicle lateral control command based on the pre-target longitudinal distance and the lateral relative position. The preview longitudinal distance is a longitudinal distance between a front aiming point related to the vehicle speed and a preview time coefficient and relative to the vehicle, belongs to a key parameter in a traditional geometric vehicle-based transverse control method, can also be determined by adopting the existing mode, and is not repeated. In some embodiments, the lateral control instructions may include, but are not limited to: a steering wheel angle command, a torque control command. Wherein the torque control command is a lateral control command sent to the steering controller for execution.

In some embodiments, based on the travel path, a longitudinal control instruction is generated, specifically: determining the acceleration of the vehicle and the speed of the vehicle in front of the vehicle on the basis of the motion information of the vehicle, the lane change information of the vehicles around the vehicle, the road curvature and the driving path; further, a vertical control command is generated based on the acceleration of the host vehicle and the speed of the vehicle ahead of the host vehicle. In some embodiments, the longitudinal control instructions may include, but are not limited to: shaft end torque command, brake deceleration command. Wherein the shaft end torque command is a longitudinal control command sent to the engine for execution.

It is noted that, for simplicity of description, the foregoing method embodiments are described as a series of acts or combination of acts, but those skilled in the art will appreciate that the disclosed embodiments are not limited by the order of acts described, as some steps may occur in other orders or concurrently with other steps in accordance with the disclosed embodiments. In addition, those skilled in the art can appreciate that the embodiments described in the specification all belong to alternative embodiments.

Embodiments of the present disclosure also provide a non-transitory computer-readable storage medium storing a program or instructions, where the program or instructions cause a computer to perform steps of embodiments of a lane keeping method, and details are not repeated herein in order to avoid repeated descriptions.

It should be noted that, in this document, the terms "comprises," "comprising," or any other variation 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 may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

Those skilled in the art will appreciate that while some embodiments described herein include some features included in other embodiments, rather than others, combinations of features of different embodiments are meant to be within the scope of the disclosure and form different embodiments.

Those skilled in the art will appreciate that the description of each embodiment has a respective emphasis, and reference may be made to the related description of other embodiments for those parts of an embodiment that are not described in detail.

Although the embodiments of the present disclosure have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present disclosure, and such modifications and variations fall within the scope defined by the appended claims.

Industrial applicability

In the embodiment of the disclosure, under a traffic jam condition, by determining lane change information of vehicles around the vehicle and deciding one following mode from a plurality of following modes for lane keeping based on environment information around the vehicle, a driving path is planned and the vehicles are controlled to keep driving in a current lane, so that the method has industrial applicability.

Claims

A lane keeping method, characterized in that the method comprises:

acquiring environmental information around the vehicle;

determining lane change information of vehicles around the vehicle based on the environment information;

determining a following mode of the vehicle based on the environment information and the lane change information;

planning a driving path based on the following mode;

and controlling the vehicle to run according to the running path.
The method of claim 1, wherein the environmental information comprises at least one of:

lane line information, vehicle information ahead of the own lane, vehicle information of the left lane of the own vehicle, and vehicle information of the right lane of the own vehicle.
The method of claim 2,

the lane line information includes: location, alignment, and confidence;

the lane front vehicle information includes: relative distance and relative speed between two vehicles in front of the lane and the vehicle;

the vehicle information of the left lane of the host vehicle comprises: the relative distance and the relative speed between the adjacent left vehicle and the vehicle, and the relative distance and the relative speed between the front left vehicle and the vehicle;

the vehicle information of the right lane of the host vehicle includes: the relative distance and relative speed between the right adjacent vehicle and the vehicle, and the relative distance and relative speed between the right front vehicle and the vehicle.
The method of claim 1, wherein the lane change information comprises:

cutting out vehicle information of the lane from the vehicle in front of the lane;

and vehicle information cut into the lane of the vehicle from the left lane of the vehicle and the right lane of the vehicle.
The method of claim 2, wherein determining lane change information for vehicles around the host vehicle based on the environmental information comprises:

judging whether the lane line is effective or not;

lane change information of vehicles around the host vehicle is determined based on the determination result.
The method according to claim 5, wherein the determining lane change information of the vehicle around the host vehicle based on the determination result comprises:

determining lane change information of vehicles around the vehicle by using the lane line information based on the effectiveness of the lane lines;

and determining lane change information of vehicles around the vehicle by using the motion information of the vehicle based on the invalidity of the lane line.
The method of claim 6, wherein determining lane change information for vehicles around the host vehicle using the motion information of the host vehicle comprises:

determining a motion trail of the vehicle based on the motion information of the vehicle;

and determining lane change information of vehicles around the vehicle based on the boundary of the motion trail.
The method of claim 1, wherein the following mode comprises: a following mode, a following mode and a degraded mode;

wherein the line following mode comprises: the vehicle keeps a lane following a lane line;

the car following mode includes: the vehicle keeps a lane following the vehicle right ahead;

the degraded mode includes: the vehicle cuts out the own lane without following the vehicle right ahead, and the stability of the vehicle when other vehicles cut into the own lane is kept.
The method of claim 8, wherein determining a following pattern of the host vehicle based on the environmental information and the lane-change information comprises:

determining that the following mode is the line following mode based on that the lane line is effective and no lane change information exists;

determining that the following mode is a following mode based on the fact that the lane line is invalid and no lane changing information exists;

and determining that the following mode is a degraded mode based on the lane change information including vehicle information of cutting out the own lane from the vehicles in front of the own lane and/or vehicle information of cutting into the own lane from the left lane and the right lane of the own vehicle.
The method of claim 8, wherein planning a travel path based on the follow mode comprises:

when the following mode is a line following mode, planning a driving path based on lane line information and the state of a lane line;

when the following mode is a car following mode, planning a driving path based on the environmental information;

and when the following mode is a degradation mode, planning a driving path based on the motion information of the vehicle and the lane change information of the vehicles around the vehicle.
The method of claim 10, wherein planning a travel path based on lane line information and a state of a lane line comprises:

determining a lane center line based on the lane line information and the state of the lane line;

and planning a driving path based on the lane center line.
The method of claim 11, wherein determining a lane centerline based on lane line information and a state of a lane line comprises:

if the lane lines on the two sides are effective, generating lane center lines based on the lane lines on the two sides;

if the lane line on one side is valid and the lane line on the other side is invalid, generating a lane center line based on the valid lane line and the lane width.
The method of claim 10, wherein planning a travel path based on the environmental information comprises:

determining the relative position of the vehicle in front of the lane and the vehicle as a path terminal point;

generating a plurality of path curves from the vehicle to the path end point;

screening a path curve meeting the conditions to be a driving path; wherein the condition is that the average distance of the vehicle around the vehicle from the path curve is maximum.
The method of claim 10, wherein planning the driving path based on the motion information of the host vehicle and the lane change information of the vehicles around the host vehicle comprises:

cutting out vehicle information of a vehicle lane from vehicles in front of the vehicle lane, and planning a driving path by using the motion information of the vehicle, a historical planning path and first information of vehicles around the vehicle; wherein the first information comprises: the vehicle information of the lane, the vehicle information of the left lane and the vehicle information of the right lane are not cut out from the vehicles in front of the lane;

planning a driving path by utilizing the motion information of the vehicle, the historical planning path and second information of vehicles around the vehicle based on the vehicle information cut into the vehicle lane in the left lane and the right lane of the vehicle; wherein the second information comprises: the information of the vehicle in front of the vehicle lane, the information of the left adjacent vehicle of the vehicle and the information of the right adjacent vehicle of the vehicle.
The method of claim 1, wherein said controlling the host vehicle to travel along the travel path comprises:

generating a transverse control instruction and a longitudinal control instruction of the vehicle based on the running path;

and sending the vehicle transverse control instruction and the longitudinal control instruction to a vehicle chassis controller to control the vehicle to keep a lane.
The method of claim 15, wherein generating lateral control commands based on the travel path comprises:

determining a preview longitudinal distance based on the motion information of the vehicle and the curvature of the road;

determining a transverse relative position corresponding to the preview longitudinal distance based on the driving path;

and generating a vehicle transverse control command based on the pre-aiming longitudinal distance and the transverse relative position.
The method of claim 15, wherein generating longitudinal control instructions based on the travel path comprises:

determining the acceleration of the vehicle and the speed of the vehicle in front of the vehicle on the basis of the motion information of the vehicle, the lane change information of the vehicles around the vehicle, the road curvature and the driving path;

a longitudinal control command is generated based on the acceleration of the host vehicle and the speed of the vehicle in front of the host vehicle.
An in-vehicle apparatus, characterized by comprising: a processor and a memory;

the processor is configured to perform the steps of the method of any one of claims 1 to 17 by calling a program or instructions stored in the memory.
A non-transitory computer-readable storage medium storing a program or instructions for causing a computer to perform the steps of the method according to any one of claims 1 to 17.