CN116729384A - Detour planning method and device in lane keeping state and vehicle - Google Patents
Detour planning method and device in lane keeping state and vehicle Download PDFInfo
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Abstract
The invention belongs to the technical field of intelligent auxiliary driving, and discloses a detour planning method and device in a lane keeping state and a vehicle. The method comprises the following steps: while keeping the current lane, determining a detour target in the current lane according to a preset detour condition, wherein the detour target comprises at least one static target or dynamic target; determining a detour parameter of a detour target, and determining a desired offset and a safe offset threshold according to the detour parameter; acquiring a current offset, and determining a target offset according to the expected offset, a safe offset threshold and the current offset; carrying out detour planning according to the target offset and the environment information, and determining a detour path and detour speed; and carrying out detour according to the detour path and the detour speed. By means of the method, the system and the device, in the lane keeping state, the dynamic target overrun detouring is supported, the multi-target continuous detouring is supported, detouring path planning can be effectively conducted in a complex scene, and detouring safety is guaranteed while passing efficiency is improved.
Description
Technical Field
The invention relates to the technical field of intelligent auxiliary driving, in particular to a detour planning method and device in a lane keeping state and a vehicle.
Background
In the lane keeping state, if the intelligent auxiliary driving system finds that a less invasive dynamic and static obstacle exists at the edge of the lane, a small-amplitude lateral deviation (bias) is often required to realize safe and comfortable detouring or realize the behavior exceeding the target. The function mainly comprises two key steps, namely bypass target identification and bypass path generation, wherein for bypass target identification, a traditional scheme is usually only aimed at single and static targets, and is difficult to effectively process scenes such as multi-target continuous bypass, dynamic target overrun bypass and the like, and for bypass path generation, the traditional scheme is usually based on algorithms such as A-Star (A), potential field and optimization, but problems such as solving failure, time consumption in calculation, unstable decision and the like are easy to occur in complex scenes, and the passing efficiency of a bicycle is influenced.
The foregoing is provided merely for the purpose of facilitating understanding of the technical solutions of the present invention and is not intended to represent an admission that the foregoing is prior art.
Disclosure of Invention
The invention mainly aims to provide a detour planning method and device in a lane keeping state and a vehicle, and aims to solve the technical problem that a traditional detour scheme in the prior art is difficult to effectively process a complex detour scene and affects the passing efficiency of a vehicle.
To achieve the above object, the present invention provides a detour planning method in a lane keeping state, the method comprising the steps of:
while keeping a current lane, determining a detour target in the current lane according to a preset detour condition, wherein the detour target comprises at least one static target or dynamic target;
determining a detour parameter of the detour target, and determining an expected offset and a safe offset threshold according to the detour parameter;
acquiring a current offset, and determining a target offset according to the expected offset, the safe offset threshold and the current offset;
performing detour planning according to the target offset and the environment information, and determining a detour path and detour speed;
and carrying out detour according to the detour path and the detour speed.
Optionally, the determining the detour target in the current lane according to a preset detour condition includes:
acquiring motion data of other targets in the current lane, wherein the motion data at least comprises a transverse distance, a longitudinal distance, a motion speed, a speed difference value and an angle difference value;
when the motion data simultaneously meets the following preset detour conditions, determining that the other targets are detour targets;
The preset detour condition includes:
the longitudinal distance is greater than or equal to a lower longitudinal distance limit and less than or equal to an upper longitudinal distance limit;
the lateral distance is greater than or equal to a lateral distance lower limit and less than or equal to a lateral distance upper limit;
the speed difference value is larger than or equal to a preset speed difference threshold value;
when the movement speed is greater than a preset speed threshold, the angle difference value is within a preset angle range.
Optionally, the detour planning method in the lane keeping state further includes:
determining a longitudinal distance lower limit according to the length of the vehicle and the longitudinal overlapping coefficient;
determining the upper limit of the longitudinal distance corresponding to the other targets according to the speed difference value, the preset safety time interval and the preset longitudinal distance threshold value of the other targets;
determining a transverse distance lower limit according to the width of the vehicle and the transverse overlapping coefficient;
and determining the upper limit of the transverse distance according to the width of the vehicle and the preset transverse safety distance.
Optionally, the preset longitudinal distance threshold includes a preset longitudinal distance threshold upper limit and a preset longitudinal distance threshold lower limit, and the determining the longitudinal distance upper limit corresponding to the other targets according to the speed difference value, the preset safety time interval and the preset longitudinal distance threshold of the other targets includes:
Determining the longitudinal safety distance of the other targets according to the speed difference value of the other targets and a preset safety time interval;
when the longitudinal safety distance of the other targets is smaller than the preset longitudinal distance threshold lower limit, determining that the longitudinal distance upper limit of the other targets is the preset longitudinal distance threshold lower limit;
when the longitudinal safety distance of the other targets is larger than the preset longitudinal distance threshold upper limit, determining that the longitudinal distance upper limit of the other targets is the preset longitudinal distance threshold upper limit;
and when the longitudinal safety distance of the other targets is larger than or equal to the lower limit of the preset longitudinal distance threshold and smaller than or equal to the upper limit of the preset longitudinal distance threshold, determining the upper limit of the longitudinal distance of the other targets as the longitudinal safety distance.
Optionally, the detour parameter includes at least a lateral detour offset, and the determining the detour parameter of the detour target includes:
acquiring a transverse distance parameter between the detour target and the central line of the current lane;
acquiring a corresponding relation among the lane width, a preset transverse safety distance threshold value, the transverse distance parameter and the transverse detour offset;
And obtaining the transverse detour offset of the detour target according to the transverse distance parameter, the lane width of the current lane, the preset transverse safety distance threshold and the corresponding relation.
Optionally, the determining the expected offset and the safe offset threshold according to the detour parameter includes:
determining a detour direction according to the detour parameters of the detour target, and acquiring traffic flow information and road information of adjacent lanes according to the detour direction;
determining a safe detour target according to the road information and the traffic flow information of the adjacent lane, and determining a safe offset corresponding to the safe detour target;
determining a safe offset threshold according to the safe offset of the safe detour target, wherein the safe offset threshold is the minimum safe offset in the safe offsets;
and determining the expected offset according to the lateral detour offset of the detour target, wherein the expected offset is the maximum lateral detour offset in the lateral detour offsets.
Optionally, the determining a target offset according to the expected offset, the safe offset threshold, and the current offset includes:
Comparing the expected offset with the current offset when the expected offset is less than or equal to the safe offset threshold;
when the expected offset is greater than or equal to the current offset, determining that the target offset is the expected offset;
and when the expected offset is smaller than the current offset, determining the target offset as the current offset.
Optionally, after comparing the expected offset with the safe offset threshold, the method further includes:
comparing the safe offset threshold with the current offset when the expected offset is greater than the safe offset threshold;
when the safe offset threshold value is greater than or equal to the current offset value, determining that the target offset value is the safe offset threshold value;
and when the safe offset threshold value is smaller than the current offset, determining the target offset as the current offset.
In addition, in order to achieve the above object, the present invention also proposes a detour planning apparatus in a lane keeping state, the detour planning apparatus in a lane keeping state including:
the target recognition module is used for determining a detour target in the current lane according to a preset detour condition while keeping the current lane, wherein the detour target comprises at least one static target or dynamic target;
The deviation determining module is used for determining a detour parameter of the detour target and determining a desired deviation amount and a safe deviation amount threshold value according to the detour parameter;
the offset determining module is further configured to obtain a current offset, and determine a target offset according to the expected offset, the safe offset threshold, and the current offset;
the detour planning module is used for detour planning according to the target offset and the environment information, and determining a detour path and detour speed;
and the detour planning module is also used for detour according to the detour path and the detour speed.
In addition, in order to achieve the above object, the present invention also proposes a vehicle that includes the detour planning apparatus in the above-described lane keeping state, and is configured to implement the steps of the detour planning method in the above-described lane keeping state.
In the invention, while maintaining a current lane, a detour target in the current lane is determined according to a preset detour condition, the detour target comprises at least one static target or dynamic target, a detour parameter of the detour target is determined, a desired offset and a safe offset threshold are determined according to the detour parameter, the current offset is acquired, the target offset is determined according to the desired offset, the safe offset threshold and the current offset, a detour planning is performed according to the target offset and environmental information, a detour path and a detour speed are determined, and a detour is performed according to the detour path and the detour speed. Compared with the traditional scheme, which is generally only aimed at single and static targets and is difficult to effectively process complex scenes, the method and the system construct a simple, robust and universal detour behavior planning scheme, can accurately identify the detour targets in a lane keeping state, support the overrun and detour of the dynamic targets, support the continuous overrun and detour of multiple targets, effectively perform detour path planning in complex scenes, comprehensively consider various influencing factors, have high decision stability, and can ensure the detour safety while improving the traffic efficiency.
Drawings
FIG. 1 is a schematic flow chart of a first embodiment of a detour planning method in a lane keeping state according to the present invention;
FIG. 2 is a schematic diagram of a lateral detour offset in an embodiment of a detour planning method in a lane keeping state according to the present invention;
FIG. 3 is a flow chart of a second embodiment of a detour planning method in a lane keeping state according to the present invention;
FIG. 4 is a schematic diagram illustrating a detour target recognition method in a lane keeping state according to an embodiment of the present invention;
FIG. 5 is a flow chart of a third embodiment of a detour planning method in a lane keeping state according to the present invention;
FIG. 6 is a schematic diagram of a left-hand detour procedure of an embodiment of a detour planning method in a lane keeping state according to the present invention;
fig. 7 is a block diagram showing the construction of a first embodiment of the detour planning apparatus in the lane keeping state of the present invention.
The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.
Detailed Description
It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
An embodiment of the present invention provides a detour planning method in a lane keeping state, and referring to fig. 1, fig. 1 is a schematic flow chart of a first embodiment of a detour planning method in a lane keeping state.
In this embodiment, the detour planning method in the lane keeping state includes the following steps:
step S10: while keeping the current lane, determining a detour target in the current lane according to a preset detour condition, wherein the detour target comprises at least one static target or dynamic target.
It should be noted that, the execution body of the embodiment is a vehicle, in which a detour planning device in a lane keeping state is provided, and a detour target can be identified and a detour track can be planned in the lane keeping state, and in which a device/apparatus for collecting relevant data required in the embodiment is further provided, for example: the camera, sensor, and radar may be provided with other devices/apparatuses, which are not limited in this embodiment.
It will be understood that the current lane refers to the lane in which the own vehicle is currently traveling, and all the steps of the scheme in this embodiment are implemented in the lane keeping state, that is, in the following steps, the own vehicle keeps traveling in the current lane, and does not change other lanes to travel. In this embodiment, the default own vehicle runs on the current lane center line.
It should be understood that the detour target refers to a target that the own vehicle can detour or needs to detour, and may be a static target (static target), for example: an obstacle in a lane may also be a dynamic target (dynamic target), such as: other running vehicles are not limited in this regard, and need to be identified according to actual situations. The preset detour condition refers to a constraint condition for judging whether or not it is a detour target, and generally, the detour target is required to satisfy the following conditions: rather than a lane-changing vehicle that is cutting in (out), a stationary, slow obstacle is located relatively close to both the lateral and longitudinal directions of the vehicle.
It should be noted that, in this embodiment, the number of the detour targets is at least one, that is, the number of the detour targets that is finally determined may be one, may be two, or may be multiple, and when the number of the detour targets is greater than 2, the detour targets may be static targets, may be both dynamic targets, or may have both dynamic targets and static targets, which is determined according to the actual situation, and this embodiment is not limited.
In a specific implementation, a detour target in a lane is identified according to a set detour condition in a state where a current driving lane is maintained.
Step S20: and determining a detour parameter of the detour target, and determining an expected offset and a safe offset threshold according to the detour parameter.
It should be understood that the detour parameters refer to related parameters that need to be considered when detour each detour target, and each detour target has its corresponding detour parameter, and in this embodiment, the detour parameters include at least a lateral detour offset, that is, a lateral offset of a driving path of a vehicle after detour with respect to a lane center line, and may also have other parameters, which is not limited in this embodiment.
Further, to calculate a lateral detour offset corresponding to each detour target, the determining a detour parameter of the detour target includes: and acquiring a transverse distance parameter between the bypass target and the central line of the current lane, acquiring a corresponding relation among the lane width, a preset transverse safety distance threshold value, the transverse distance parameter and the transverse bypass offset, and acquiring the transverse bypass offset of the bypass target according to the transverse distance parameter, the lane width of the current lane, the preset transverse safety distance threshold value and the corresponding relation.
It should be understood that the lateral distance parameter refers to the minimum distance from the detour target to the center line of the current lane, the lane width refers to the width of the current lane, and the preset lateral safety distance threshold refers to the safety threshold of the lateral distance between the detour target and the own vehicle, and may be a preset fixed constant, or a speed-related set value, which may be set according to practical situations and related experiences, and this embodiment is not limited thereto.
The corresponding relation among the lane width, the preset lateral safety distance threshold value, the lateral distance parameter and the lateral detour offset refers to a calculation relation of the lateral detour offset, as follows:
l i ＝w/2-d i -l safe
wherein, I i Represents the lateral detour offset corresponding to detour target i, w represents the lane width, d i Representing the lateral distance parameter corresponding to the detour target i, l safe Representing a preset lateral safety distance threshold.
In specific implementation, substituting the width of the current lane, a preset transverse safety distance threshold value and the minimum distance from each detour target to the central line of the current lane into a calculation relation of the transverse detour offset to obtain the transverse detour offset of each detour target. The schematic diagram of the lateral detour offset is shown in fig. 2, in which a represents the own vehicle, a' represents the own vehicle during detour, and B represents the detour target i, l i Represents the lateral detour offset corresponding to detour target i, w represents the lane width, d i Representing the lateral distance parameter corresponding to the detour target i, l safe Representing a preset lateral safety distance threshold.
It will be appreciated that the desired offset refers to the offset required to steer the vehicle around the identified detour target, and is determined based on the lateral detour offset of each detour target, typically the maximum of the lateral detour offsets of all detour targets, but an excessive offset may cause a safety hazard, for example: vehicles that hit obstacles (e.g., guardrails), hit adjacent lanes, may violate traffic rules, such as: crossing the lane solid line, it is therefore necessary to determine a safety offset threshold, i.e. the maximum lateral offset in the winding with safety assurance, for example: when the vehicle is in a left-hand winding, the winding targets are usually positioned on the right side, the required offset for the vehicle to be shifted to the left can be determined according to the transverse winding offset of the winding targets, and a threshold value for the left shift is also required to be determined at the moment because the guardrail or the traffic flow of the adjacent lanes possibly exist on the left side so as to ensure the safety of the vehicle after the left shift.
It should be appreciated that since the default host vehicle is traveling in accordance with the current lane centerline, the calculated expected offset and the safe offset threshold are both offsets relative to the current lane centerline.
In a specific implementation, the detour needs to ensure that the lateral distance from the vehicle to the left and right side barriers/detour targets is relatively long, so that the blocking and stall are avoided, and the safety is ensured.
Step S30: and acquiring a current offset, and determining a target offset according to the expected offset, the safe offset threshold and the current offset.
It should be noted that, according to the expected offset and the safe offset threshold, the offset of the own vehicle during winding under the condition of ensuring safety, that is, the initial target offset may be determined, if the expected offset is smaller than the initial target offset, the expected offset is enough to be the initial target offset, and if the expected offset is greater than or equal to the safe offset threshold, the initial target offset is only the safe offset threshold at the maximum, so in order to ensure safety, the embodiment takes the smaller value of the expected offset and the safe offset threshold as the initial target offset, for example: when the left-hand winding is performed, the maximum value (expected offset) of the transverse winding offset of all the right-hand winding targets is 0.5m, and the safety offset threshold of the left-hand winding target is 0.4m, so that the initial target offset is 0.4m, and the left-hand safety can be ensured while the right-hand winding targets are wound.
It will be appreciated that since it is difficult to keep running on the lane center line completely when the vehicle is running on the current lane, there is a certain offset relative to the lane center line, and therefore, when determining the offset for the final detour, it is also necessary to consider the already existing lateral offset of the vehicle relative to the lane center line, i.e. the current offset, in order to improve the stability of the decision. According to the initial target offset and the current offset, determining the offset finally required by the own vehicle, namely the target offset, if the current offset is larger than or equal to the initial target offset, the offset of the own vehicle is not required to be additionally adjusted at this time, and the own vehicle directly bypasses according to the current offset gauge, so that the larger value in the initial target offset and the current offset is used as the target offset, for example: when the winding is left, the initial target offset is 0.4m, the current offset is 0.45m, and the target offset is 0.45m.
It should be understood that the calculation relation of the target offset in this embodiment is as follows:
L d ＝max(min(L need ，L limit )，L e )
wherein L is d Represents the target offset, L need Represents the desired offset, L limit Represents a safe offset threshold, L e Representing the current offset.
In a specific implementation, when the expected offset is less than or equal to the safe offset threshold, the expected offset is compared with the current offset, when the expected offset is greater than or equal to the current offset, the target offset is determined to be the expected offset, and when the expected offset is less than the current offset, the target offset is determined to be the current offset. And comparing the safe offset threshold with the current offset when the expected offset is greater than the safe offset threshold, determining the target offset as the safe offset threshold when the safe offset threshold is greater than or equal to the current offset, and determining the target offset as the current offset when the safe offset threshold is less than the current offset.
Step S40: and carrying out detour planning according to the target offset and the environment information, and determining a detour path and detour speed.
It should be understood that the environmental information refers to the surrounding environmental conditions at the time of traveling, for example: road surface conditions, weather conditions, speed limit conditions, etc., which are not limited in this embodiment. The detour path refers to a path track which is planned to be followed when detour, usually a path track which meets the constraints of the motor vehicle kinematics and dynamics, the detour speed refers to a speed when detour is planned to be obtained, and different speeds can be planned at different stages in the detour path, which is not limited in this embodiment.
In a specific implementation, a comfortable detour path meeting the constraints of the motor vehicle kinematics and dynamics can be generated through a path planner, and reasonable speed planning is performed by considering environmental information, so that subsequent safe and efficient detour can be completed.
Step S50: and carrying out detour according to the detour path and the detour speed.
It should be noted that, since the detour target in this embodiment may be a running vehicle, at this time, the dynamic target overrun and detour may be implemented according to the planned detour path and detour speed, and if there are multiple detour targets, the multi-target continuous overrun and detour may be implemented.
In this embodiment, while maintaining the current lane, a detour target in the current lane is determined according to a preset detour condition, the detour target includes at least one static target or dynamic target, a detour parameter of the detour target is determined, a desired offset and a safe offset threshold are determined according to the detour parameter, the current offset is obtained, the target offset is determined according to the desired offset, the safe offset threshold and the current offset, a detour planning is performed according to the target offset and environmental information, a detour path and a detour speed are determined, and a detour is performed according to the detour path and the detour speed. Compared with the traditional scheme, which is generally only aimed at single and static targets and is difficult to effectively process complex scenes, the method and the system construct a simple, robust and universal detour behavior planning scheme, and in the lane keeping state, the detour targets can be accurately identified, so that not only are dynamic target overrun and detour supported, but also multi-target continuous overrun and detour supported, detour path planning can be effectively carried out in complex scenes, various influencing factors are comprehensively considered, the decision stability is high, and the detour safety can be ensured while the traffic efficiency is improved.
Referring to fig. 3, fig. 3 is a flowchart illustrating a second embodiment of a detour planning method in a lane keeping state according to the present invention.
Based on the above embodiment, the step S10 includes:
step S101: and acquiring motion data of other targets in the current lane, wherein the motion data at least comprises a transverse distance, a longitudinal distance, a motion speed, a speed difference value and an angle difference value.
It should be noted that other objects refer to all possible vehicles in the current lane except for the own vehicleThe goal of detour is required to include all static obstacles/vehicles and all dynamic obstacles/vehicles. The motion data refer to the motion condition of other targets relative to the vehicle, including a lateral distance, a longitudinal distance and a speed difference value, wherein the lateral distance refers to the minimum lateral distance between the other targets and the vehicle, the longitudinal distance refers to the minimum longitudinal distance between the other targets and the vehicle, the motion speed refers to the speed of the other targets, the speed difference value refers to the difference value between the motion speed of the other targets and the speed of the vehicle, and the angle difference value refers to the difference value between the long axis direction of the other targets and the projection direction of the other targets on the central line of the lane. As shown in FIG. 4, A represents a vehicle, C represents another object, deltal represents a lateral distance, deltas represents a longitudinal distance, v e Indicating the speed of the vehicle, v o Representing the movement speed of other targets, wherein the speed difference Deltav is Deltav=v e -v o θ represents the angle difference.
Step S102: and when the motion data simultaneously meets the following preset detour conditions, determining that the other targets are detour targets, wherein the preset detour conditions comprise: the longitudinal distance is greater than or equal to the lower limit of the longitudinal distance and less than or equal to the upper limit of the longitudinal distance, the transverse distance is greater than or equal to the lower limit of the transverse distance and less than or equal to the upper limit of the transverse distance, the speed difference value is greater than or equal to a preset speed difference threshold value, and the angle difference value is within a preset angle range when the movement speed is greater than the preset speed threshold value.
It may be understood that the preset detour conditions in this embodiment include a longitudinal distance condition, a lateral distance condition, a speed difference condition, and an angle difference condition, where the longitudinal distance condition is a condition that a minimum lateral distance longitudinal distance between a detour target and a host vehicle needs to be satisfied, the lateral distance condition is a condition that a minimum lateral distance between a detour target and a host vehicle needs to be satisfied, the speed difference condition is a condition that a speed difference between a detour target and a host vehicle needs to be satisfied, and the angle difference condition is a condition that an angle difference between a long axis direction of other targets and a direction of a projection point thereof on a lane center line needs to be satisfied. Typically, the longitudinal distance condition, the lateral distance condition, and the speed difference condition are used to determine stationary, slow targets that are relatively close to both the lateral and longitudinal directions of the host vehicle, and the angle difference condition is used to determine non-cut-in and cut-out targets in the lane.
It should be understood that the longitudinal distance condition is that the longitudinal distance is greater than or equal to the lower longitudinal distance limit and less than or equal to the upper longitudinal distance limit, and the lower longitudinal distance limit and the upper longitudinal distance limit are respectively a set minimum longitudinal distance value and a set maximum longitudinal distance value, which are determined according to practical requirements. The transverse distance condition is that the transverse distance is larger than or equal to the lower limit of the transverse distance and smaller than or equal to the upper limit of the transverse distance, the lower limit of the transverse distance and the upper limit of the transverse distance are respectively a set minimum value and a set maximum value of the transverse distance, and the transverse distance and the upper limit of the transverse distance are determined according to actual requirements. The speed difference condition is that the speed difference is greater than or equal to a preset speed difference threshold, the preset speed difference threshold is a preset speed difference threshold, and is usually an empirical parameter greater than 0, which can be determined according to actual requirements, and the embodiment is not limited to this. The angle difference condition is that the angle difference is within a preset angle range when the movement speed is greater than a preset speed threshold, the speed threshold is a preset movement speed threshold, usually an empirical parameter greater than 0, and the empirical parameter can be determined according to practical requirements, and the angle difference condition is not limited in this embodiment, and the preset angle range, that is, the range in which the set angle difference needs to be met, includes two angle ranges: the first angle range and the second angle range (may be satisfied), the first angle range is determined by the first angle threshold and the second angle threshold, the second angle threshold is greater than the first angle threshold, the second angle range is determined by the third angle threshold and the fourth angle threshold, the fourth angle threshold is greater than the third angle threshold, and the third angle threshold is greater than the second angle threshold, so that the angle difference value refers to that the first angle threshold is less than the angle difference value and less than the second angle threshold, or the third angle threshold is less than the angle difference value and less than the fourth angle threshold, generally, the first angle threshold is 0 °, the fourth angle threshold is 180 °, and specific values of the second angle threshold and the third angle threshold are generally determined according to actual requirements, which is not limited in this embodiment.
In a specific implementation, for the detour target, the longitudinal distance between the detour target and the own vehicle needs to be greater than or equal to the lower limit of the longitudinal distance and less than or equal to the upper limit of the longitudinal distance, the transverse distance between the detour target and the own vehicle needs to be greater than or equal to the lower limit of the transverse distance and less than or equal to the upper limit of the transverse distance, the speed difference between the detour target and the own vehicle needs to be greater than or equal to the preset speed difference threshold, and if the speed is greater than the preset speed threshold, the angle difference between the long axis direction and the projection direction of the detour target on the lane center line needs to be within the preset angle range, so that if other targets meet the constraint conditions, the other targets can be considered as detour targets.
Before the step S10, the method further includes:
step S00: and determining a longitudinal distance lower limit according to the length of the vehicle and a longitudinal overlapping coefficient, determining a longitudinal distance upper limit corresponding to other targets according to a speed difference value of the other targets, a preset safety time interval and a preset longitudinal distance threshold, determining a transverse distance lower limit according to the width of the vehicle and a transverse overlapping coefficient, and determining a transverse distance upper limit according to the width of the vehicle and a preset transverse safety distance.
The length and width of the vehicle are the length and width of the vehicle, and the longitudinal overlap coefficient and the transverse overlap coefficient are two set overlap coefficients, -1-c l ≤0，0.25≤c e Less than or equal to 0.5, wherein, c l And c e Representing the longitudinal overlap factor and the transverse overlap factor, respectively. The preset safety time interval refers to a preset safety time interval required to be satisfied between the detour target and the own vehicle, and is usually an empirical parameter greater than 0, which can be determined according to actual requirements, and the embodiment is not limited thereto. The preset longitudinal distance threshold refers to a preset longitudinal distance threshold, including an upper limit of the preset longitudinal distance threshold and a lower limit of the preset longitudinal distance threshold, that is, a maximum longitudinal distance threshold and a minimum longitudinal distance threshold, which are usually experience parameters greater than 0, and can be determined according to actual requirements, which is not limited in this embodiment. The preset transverse safety distance refers to a preset transverse safety distance to be kept between the detour target and the vehicle, and can be determined according to actual requirements, wherein the constraint effect is generally smaller than that of a preset transverse safety distance threshold.
It is understood that the lower limit of the longitudinal distance is defined by the vehicleThe length and the longitudinal overlap coefficient are determined, and the calculation expression is as follows: s is(s) 1 ＝c l *l e Wherein s is 1 Represents the lower limit of the longitudinal distance, l e Representing the length of the bicycle, c l Representing the longitudinal overlap factor. The lower limit of the transverse distance is determined by the width of the vehicle and the transverse overlapping coefficient, and the calculation expression is as follows: l (L) 1 ＝c e *w e Wherein l is 1 Represents the lower limit of the transverse distance, w e Representing width of bicycle, c e Representing the lateral overlap factor. The upper limit of the transverse distance is determined by the width of the vehicle and a preset transverse safety distance, and the calculation expression is as follows: l (L) 2 ＝l min +0.5*w e Wherein l is 2 Represents the upper limit of the transverse distance, w e Representing the width of the vehicle.
Further, the determining the upper limit of the longitudinal distance corresponding to the other target according to the speed difference value, the preset safety time interval and the preset longitudinal distance threshold of the other target includes: determining the longitudinal safety distance of the other targets according to the speed difference value of the other targets and a preset safety time interval, determining the longitudinal distance upper limit of the other targets as the preset longitudinal distance threshold lower limit when the longitudinal safety distance of the other targets is smaller than the preset longitudinal distance threshold lower limit, determining the longitudinal distance upper limit of the other targets as the preset longitudinal distance threshold upper limit when the longitudinal safety distance of the other targets is larger than the preset longitudinal distance threshold upper limit, and determining the longitudinal distance upper limit of the other targets as the longitudinal safety distance when the longitudinal safety distance of the other targets is larger than or equal to the preset longitudinal distance threshold lower limit and smaller than or equal to the preset longitudinal distance threshold upper limit.
It can be understood that the lower longitudinal distance limit, the lower transverse distance limit and the upper transverse distance limit can be directly determined according to the length of the vehicle, the width of the vehicle, the longitudinal overlapping coefficient, the transverse overlapping coefficient and the preset transverse safety distance, the upper longitudinal distance limit is required to be determined according to the speed difference of other targets, and different other targets correspond to different upper longitudinal distance limit values. The upper limit of the longitudinal distance in this embodiment can be calculated using the following expression:
wherein s is 2 Represents the upper limit of the longitudinal distance, t s Represents a preset safety time interval, deltav represents a speed difference, s min Representing a preset longitudinal distance threshold lower limit, s max Representing a preset upper longitudinal distance threshold.
It should be understood that, in this embodiment, the longitudinal safety distance is a product of a preset safety time interval and a speed difference, as an intermediate variable for determining an upper limit of the longitudinal distance, the longitudinal safety distance is compared with a preset upper limit of the longitudinal distance and a preset lower limit of the longitudinal distance, according to the above-mentioned calculation expression of the upper limit of the longitudinal distance, the longitudinal safety distance is smaller than the preset lower limit of the longitudinal distance, a value corresponding to the preset lower limit of the longitudinal distance is regarded as the upper limit of the longitudinal distance, the longitudinal safety distance is greater than or equal to the preset lower limit of the longitudinal distance and less than the preset upper limit of the longitudinal distance, a value corresponding to the longitudinal safety distance is regarded as the upper limit of the longitudinal distance, and a value corresponding to the preset upper limit of the longitudinal distance is regarded as the upper limit of the longitudinal distance.
In specific implementation, a lower longitudinal distance limit is calculated according to the length of the vehicle and a longitudinal overlap coefficient, an upper longitudinal distance limit corresponding to each other target is calculated according to a speed difference value, a preset safety time interval and a preset longitudinal distance threshold, a lower transverse distance limit is calculated according to the width of the vehicle and a transverse overlap coefficient, an upper transverse distance limit is calculated according to the width of the vehicle and a preset transverse safety distance, and the obtained lower longitudinal distance limit, upper longitudinal distance limit, lower transverse distance limit and upper transverse distance limit are used for determining the subsequent bypassing targets.
In this embodiment, by acquiring the motion data of other targets in the current lane, when the motion data simultaneously satisfies the following preset detour conditions, the other targets are determined to be detour targets, and the preset detour conditions include: the longitudinal distance is greater than or equal to the lower limit of the longitudinal distance and less than or equal to the upper limit of the longitudinal distance, the transverse distance is greater than or equal to the lower limit of the transverse distance and less than or equal to the upper limit of the transverse distance, and the speed difference is greater than or equal to a preset speed difference threshold. Compared with the traditional scheme, the method and the device for the automatic vehicle-passing through can accurately identify the detour targets in the lane keeping state, can identify not only single detour targets but also multiple detour targets, can identify not only static detour targets but also dynamic detour targets, can realize the following steps of the exceeding and detour of the dynamic targets and the continuous exceeding and detour of multiple targets, can effectively conduct detour path planning in complex scenes, and can improve the automatic vehicle-passing efficiency.
Referring to fig. 5, fig. 5 is a flowchart of a third embodiment of a detour planning method in a lane keeping state according to the present invention.
Based on the first embodiment, the step S20 includes:
step S201: and determining a detour direction according to the detour parameters of the detour target, and acquiring traffic flow information and road information of adjacent lanes according to the detour direction.
The detour direction, that is, the direction of detour of the own vehicle, may be left detour or right detour, and is determined according to the obtained detour parameter, which is not limited in this embodiment. The adjacent lane traffic information refers to traffic conditions in adjacent lanes corresponding to the detour direction, for example: when the vehicle passes left around, the traffic flow information of the adjacent lanes is the traffic flow condition of the left lane. Road information refers to lane-related situations, such as: guardrail conditions between lanes, lane line conditions between lanes, and the like.
Step S202: and determining a safe detour target according to the road information and the adjacent lane traffic flow information, and determining a safe offset corresponding to the safe detour target.
It will be appreciated that a security detour target refers to a target that needs to take into account a security distance when detour, and may be a static obstacle, for example: the guardrail can be a dynamic vehicle or a lane line on a road surface, and is not limited in this embodiment, and is determined according to actual conditions. If a guardrail exists between the lanes, the traffic flow condition in the adjacent lanes does not need to be considered at the moment, and the lane line of the road surface does not need to be considered, so that the guardrail is a safe detour target; if no guardrail exists between the lanes, the running vehicle in the adjacent lane is the safe detour target, and if the lane line is a solid line, the solid line lane line also needs to be considered as the safe detour target because the crossing solid line violates the traffic rules. The selection range of the security bypass target can be set according to practical situations, and the embodiment is not limited to this. The number of security detouring targets may be one, for example: the guard rail may be two or more, for example: the plurality of vehicles in the adjacent lanes are determined according to actual conditions, and the present embodiment does not limit this.
It should be appreciated that for driving safety, a certain safety distance needs to be maintained between the host vehicle and the safety detour target, for example: the value of the safety distance required to be kept between the own vehicle and the vehicle on the adjacent lane is a preset transverse safety distance threshold, and the safety distance can be determined according to actual conditions/actual experience, which is not limited in this embodiment. Based on the safety distance, the maximum deviation amount, namely the safety deviation amount, which can be born by each safety detour target during the self-vehicle detour can be calculated, and the calculation relational expression is as follows:
in the method, in the process of the invention,a security offset, x, representing a security detour target j j Representing the minimum distance, x, between the security detour target j and the host vehicle safe Indicating the safe distance to be maintained between the safe detour target j and the host vehicle.
In a specific implementation, a security detour target is determined based on road information and adjacent lane traffic information, and a security offset for each security detour target is calculated.
Step S203: and determining the safe offset threshold according to the safe offset of the safe detour target, wherein the safe offset threshold is the minimum safe offset in the safe offsets.
The safe offset threshold is the smallest safe offset among the safe offsets, i.e., the smallest of all the safe offsets is used as the safe offset threshold Wherein (1)>A security offset, L, representing a security detour target j limit Representing a safe offset threshold.
Step S204: and determining the expected offset according to the lateral detour offset of the detour target, wherein the expected offset is the maximum lateral detour offset in the lateral detour offsets.
It will be appreciated that the desired offset is the largest of the lateral detour offsets, i.e., the largest of all the lateral detour offsets is the desired offset L need ，Wherein L is need Representing the desired offset, +.>Representing the lateral detour offset of detour target i.
In specific implementation, the maximum value of the transverse detour offset of the detour target is taken as the expected offset, the safe detour target is determined based on the traffic information of the adjacent lanes and the road information, and the minimum value of the safe offset of the safe detour target is taken as the safe offset threshold.
As shown in the left-hand detour diagram of FIG. 6, the left-hand safe detour targets are X1 and X2, and the right-hand detour targets are Y1 and Y2, l safe Preset traverse for bypassing targetThe safety distance between the safety detour target and the own vehicle is l towards the safety distance threshold value safe The safe offsets corresponding to the safe detour targets X1 and X2 are respectively And->The lateral detour offsets corresponding to detour targets Y1 and Y2 are +.>And->At this time, a safe offset threshold value can be calculatedDesired offset +.>The vehicle is A (the vehicle runs according to the lane center line by default), the actual offset vehicle is A ", and the current offset of the vehicle is L p Combining the currently existing offset Le and the safe offset threshold L of the own vehicle limit Desired offset L need Obtaining the final target offset L d ＝max(min(L need ，L limit )，L e )。
In this embodiment, a detour direction is determined according to a detour parameter of a detour target, and adjacent lane traffic information and road information are obtained according to the detour direction, a safe detour target is determined according to the road information and the adjacent lane traffic information, a safe offset corresponding to the safe detour target is determined, a safe offset threshold is determined according to the safe offset of the safe detour target, the safe offset threshold is the minimum safe offset among the safe offsets, an expected offset is determined according to the lateral detour offset of the detour target, and the expected offset is the maximum lateral detour offset among the lateral detour offsets. Compared with the traditional scheme, which is generally only aimed at a single and static target, the method is difficult to effectively process complex scenes, the method is simple, robust and universal, the method can accurately identify the detour target in a lane keeping state, and can effectively perform detour path planning in the complex scenes, various influencing factors are comprehensively considered, the decision stability is high, and the detour safety can be ensured while the passing efficiency is improved.
Referring to fig. 7, fig. 7 is a block diagram showing the structure of a first embodiment of the detour planning apparatus in the lane keeping state of the present invention.
As shown in fig. 7, the detour planning device in the lane keeping state according to the embodiment of the present invention includes:
the target recognition module 10 is configured to determine a detour target in the current lane according to a preset detour condition while keeping the current lane, where the detour target includes at least one static target or dynamic target.
The offset determining module 20 is configured to determine a detour parameter of the detour target, and determine a desired offset and a safe offset threshold according to the detour parameter.
The offset determining module 20 is further configured to obtain a current offset, and determine a target offset according to the desired offset, the safe offset threshold, and the current offset.
And the detour planning module 30 is configured to perform detour planning according to the target offset and the environmental information, and determine a detour path and a detour speed.
The detour planning module 30 is further configured to detour according to the detour path and the detour speed.
In this embodiment, while maintaining the current lane, a detour target in the current lane is determined according to a preset detour condition, the detour target includes at least one static target or dynamic target, a detour parameter of the detour target is determined, a desired offset and a safe offset threshold are determined according to the detour parameter, the current offset is obtained, the target offset is determined according to the desired offset, the safe offset threshold and the current offset, a detour planning is performed according to the target offset and environmental information, a detour path and a detour speed are determined, and a detour is performed according to the detour path and the detour speed. Compared with the traditional scheme, which is generally only aimed at single and static targets and is difficult to effectively process complex scenes, the method and the system construct a simple, robust and universal detour behavior planning scheme, and in the lane keeping state, the detour targets can be accurately identified, so that not only are dynamic target overrun and detour supported, but also multi-target continuous overrun and detour supported, detour path planning can be effectively carried out in complex scenes, various influencing factors are comprehensively considered, the decision stability is high, and the detour safety can be ensured while the traffic efficiency is improved.
In an embodiment, the object recognition module 10 is further configured to obtain motion data of other objects in the current lane, where the motion data includes at least a lateral distance, a longitudinal distance, a motion speed, a speed difference value, and an angle difference value;
when the motion data simultaneously meets the following preset detour conditions, determining that the other targets are detour targets;
the preset detour condition includes:
the longitudinal distance is greater than or equal to a lower longitudinal distance limit and less than or equal to an upper longitudinal distance limit;
the lateral distance is greater than or equal to a lateral distance lower limit and less than or equal to a lateral distance upper limit;
the speed difference value is larger than or equal to a preset speed difference threshold value;
when the movement speed is greater than a preset speed threshold, the angle difference value is within a preset angle range.
In one embodiment, the object recognition module 10 is further configured to determine a lower longitudinal distance limit according to the vehicle length and the longitudinal overlap coefficient;
determining the upper limit of the longitudinal distance corresponding to the other targets according to the speed difference value, the preset safety time interval and the preset longitudinal distance threshold value of the other targets;
determining a transverse distance lower limit according to the width of the vehicle and the transverse overlapping coefficient;
and determining the upper limit of the transverse distance according to the width of the vehicle and the preset transverse safety distance.
In an embodiment, the preset longitudinal distance threshold includes an upper preset longitudinal distance threshold and a lower preset longitudinal distance threshold, and the target recognition module 10 is further configured to determine a longitudinal safety distance of the other target according to the speed difference value of the other target and a preset safety time interval;
when the longitudinal safety distance of the other targets is smaller than the preset longitudinal distance threshold lower limit, determining that the longitudinal distance upper limit of the other targets is the preset longitudinal distance threshold lower limit;
when the longitudinal safety distance of the other targets is larger than the preset longitudinal distance threshold upper limit, determining that the longitudinal distance upper limit of the other targets is the preset longitudinal distance threshold upper limit;
and when the longitudinal safety distance of the other targets is larger than or equal to the lower limit of the preset longitudinal distance threshold and smaller than or equal to the upper limit of the preset longitudinal distance threshold, determining the upper limit of the longitudinal distance of the other targets as the longitudinal safety distance.
In an embodiment, the offset determining module 20 is further configured to obtain a lateral distance parameter between the detour target and a center line of the current lane;
acquiring a corresponding relation among the lane width, a preset transverse safety distance threshold value, the transverse distance parameter and the transverse detour offset;
And obtaining the transverse detour offset of the detour target according to the transverse distance parameter, the lane width of the current lane, the preset transverse safety distance threshold and the corresponding relation.
In an embodiment, the offset determining module 20 is further configured to determine a detour direction according to a detour parameter of the detour target, and obtain the traffic information and the road information of the adjacent lane according to the detour direction;
determining a safe detour target according to the road information and the traffic flow information of the adjacent lane, and determining a safe offset corresponding to the safe detour target;
determining a safe offset threshold according to the safe offset of the safe detour target, wherein the safe offset threshold is the minimum safe offset in the safe offsets;
and determining the expected offset according to the lateral detour offset of the detour target, wherein the expected offset is the maximum lateral detour offset in the lateral detour offsets.
In an embodiment, the offset determining module 20 is further configured to compare the expected offset with the current offset when the expected offset is less than or equal to the safe offset threshold;
When the expected offset is greater than or equal to the current offset, determining that the target offset is the expected offset;
and when the expected offset is smaller than the current offset, determining the target offset as the current offset.
In an embodiment, the offset determining module 20 is further configured to compare the safe offset threshold with the current offset when the expected offset is greater than the safe offset threshold;
when the safe offset threshold value is greater than or equal to the current offset value, determining that the target offset value is the safe offset threshold value;
and when the safe offset threshold value is smaller than the current offset, determining the target offset as the current offset.
In addition, an embodiment of the present application proposes a vehicle including the detour planning apparatus in the above-described lane keeping state, and implementing the steps of the detour planning method in the above-described lane keeping state.
It should be understood that, although the steps in the flowcharts in the embodiments of the present application are shown in order as indicated by the arrows, these steps are not necessarily performed in order as indicated by the arrows. The steps are not strictly limited in order and may be performed in other orders, unless explicitly stated herein. Moreover, at least some of the steps in the figures may include multiple sub-steps or stages that are not necessarily performed at the same time, but may be performed at different times, the order of their execution not necessarily occurring in sequence, but may be performed alternately or alternately with other steps or at least a portion of the other steps or stages.
It should be noted that the foregoing is merely illustrative, and the technical solution of the present invention is not limited in any way, and in specific applications, those skilled in the art may set the solution according to need, and the present invention is not limited thereto.
It will be appreciated that the above-described working procedure is merely illustrative, and does not limit the scope of the present invention, and in practical application, a person skilled in the art may select some or all of them according to actual needs to achieve the purpose of the embodiment, which is not limited herein.
In addition, technical details not described in detail in the present embodiment may refer to the detour planning method in the lane keeping state provided in any embodiment of the present invention, and are not described herein again.
Furthermore, 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 system 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 system. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. Read Only Memory)/RAM, magnetic disk, optical disk) and including several instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method according to the embodiments of the present invention.
The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the invention, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.
Claims (10)
1. A detour planning method in a lane keeping state, characterized by comprising:
while keeping a current lane, determining a detour target in the current lane according to a preset detour condition, wherein the detour target comprises at least one static target or dynamic target;
determining a detour parameter of the detour target, and determining an expected offset and a safe offset threshold according to the detour parameter;
acquiring a current offset, and determining a target offset according to the expected offset, the safe offset threshold and the current offset;
performing detour planning according to the target offset and the environment information, and determining a detour path and detour speed;
and carrying out detour according to the detour path and the detour speed.
2. The method of claim 1, wherein the determining a detour target in the current lane according to a preset detour condition comprises:
acquiring motion data of other targets in the current lane, wherein the motion data at least comprises a transverse distance, a longitudinal distance, a motion speed, a speed difference value and an angle difference value;
When the motion data simultaneously meets the following preset detour conditions, determining that the other targets are detour targets;
the preset detour condition includes:
the longitudinal distance is greater than or equal to a lower longitudinal distance limit and less than or equal to an upper longitudinal distance limit;
the lateral distance is greater than or equal to a lateral distance lower limit and less than or equal to a lateral distance upper limit;
the speed difference value is larger than or equal to a preset speed difference threshold value;
when the movement speed is greater than a preset speed threshold, the angle difference value is within a preset angle range.
3. The method of claim 2, wherein the detour planning method in the lane keeping state further comprises:
determining a longitudinal distance lower limit according to the length of the vehicle and the longitudinal overlapping coefficient;
determining the upper limit of the longitudinal distance corresponding to the other targets according to the speed difference value, the preset safety time interval and the preset longitudinal distance threshold value of the other targets;
determining a transverse distance lower limit according to the width of the vehicle and the transverse overlapping coefficient;
and determining the upper limit of the transverse distance according to the width of the vehicle and the preset transverse safety distance.
4. The method of claim 3, wherein the predetermined longitudinal distance threshold comprises an upper predetermined longitudinal distance threshold and a lower predetermined longitudinal distance threshold, and wherein the determining the upper predetermined longitudinal distance threshold corresponding to the other target based on the speed difference value, the predetermined safety time interval, and the predetermined longitudinal distance threshold comprises:
Determining the longitudinal safety distance of the other targets according to the speed difference value of the other targets and a preset safety time interval;
when the longitudinal safety distance of the other targets is smaller than the preset longitudinal distance threshold lower limit, determining that the longitudinal distance upper limit of the other targets is the preset longitudinal distance threshold lower limit;
when the longitudinal safety distance of the other targets is larger than the preset longitudinal distance threshold upper limit, determining that the longitudinal distance upper limit of the other targets is the preset longitudinal distance threshold upper limit;
and when the longitudinal safety distance of the other targets is larger than or equal to the lower limit of the preset longitudinal distance threshold and smaller than or equal to the upper limit of the preset longitudinal distance threshold, determining the upper limit of the longitudinal distance of the other targets as the longitudinal safety distance.
5. The method of claim 1, wherein the detour parameters include at least a lateral detour offset, and wherein the determining the detour parameters of the detour target comprises:
acquiring a transverse distance parameter between the detour target and the central line of the current lane;
acquiring a corresponding relation among the lane width, a preset transverse safety distance threshold value, the transverse distance parameter and the transverse detour offset;
And obtaining the transverse detour offset of the detour target according to the transverse distance parameter, the lane width of the current lane, the preset transverse safety distance threshold and the corresponding relation.
6. The method of claim 5, wherein said determining a desired offset and a safe offset threshold based on said detour parameter comprises:
determining a detour direction according to the detour parameters of the detour target, and acquiring traffic flow information and road information of adjacent lanes according to the detour direction;
determining a safe detour target according to the road information and the traffic flow information of the adjacent lane, and determining a safe offset corresponding to the safe detour target;
determining a safe offset threshold according to the safe offset of the safe detour target, wherein the safe offset threshold is the minimum safe offset in the safe offsets;
and determining the expected offset according to the lateral detour offset of the detour target, wherein the expected offset is the maximum lateral detour offset in the lateral detour offsets.
7. The method of claim 1, wherein the determining a target offset from the desired offset, the safe offset threshold, and the current offset comprises:
Comparing the expected offset with the current offset when the expected offset is less than or equal to the safe offset threshold;
when the expected offset is greater than or equal to the current offset, determining that the target offset is the expected offset;
and when the expected offset is smaller than the current offset, determining the target offset as the current offset.
8. The method of claim 7, wherein after comparing the desired offset to the safe offset threshold, further comprising:
comparing the safe offset threshold with the current offset when the expected offset is greater than the safe offset threshold;
when the safe offset threshold value is greater than or equal to the current offset value, determining that the target offset value is the safe offset threshold value;
and when the safe offset threshold value is smaller than the current offset, determining the target offset as the current offset.
9. A detour planning apparatus in a lane keeping state, characterized in that the detour planning apparatus in a lane keeping state includes:
the target recognition module is used for determining a detour target in the current lane according to a preset detour condition while keeping the current lane, wherein the detour target comprises at least one static target or dynamic target;
The deviation determining module is used for determining a detour parameter of the detour target and determining a desired deviation amount and a safe deviation amount threshold value according to the detour parameter;
the offset determining module is further configured to obtain a current offset, and determine a target offset according to the expected offset, the safe offset threshold, and the current offset;
the detour planning module is used for detour planning according to the target offset and the environment information, and determining a detour path and detour speed;
and the detour planning module is also used for detour according to the detour path and the detour speed.
10. A vehicle characterized in that it comprises a detour planning apparatus in a lane keeping state according to claim 9 and implements the steps of the detour planning method in a lane keeping state according to any one of claims 1 to 8.
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