CN113677581B - Lane keeping method, vehicle-mounted equipment and storage medium - Google Patents
Lane keeping method, vehicle-mounted equipment and storage medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
- B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
- B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
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Abstract
A lane keeping method, an in-vehicle apparatus, and a storage medium, the method including: acquiring environmental information (501) around the host vehicle; determining lane change information of vehicles around the host vehicle based on the environmental information (502); determining a following mode of the host vehicle based on the environmental information and the lane change information (503); planning a travel path (504) based on the following pattern; the control vehicle runs according to the running path (505). Under the traffic jam working condition, the method determines the lane change information of vehicles around the vehicle, and decides one following mode from a plurality of following modes for lane keeping based on the environmental information around the vehicle, so as to plan a driving path and control the vehicle to keep driving in the current lane.
Description
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 drivers and passengers is improved. The traffic jam working condition belongs to a common and complex working condition, and therefore, a lane keeping scheme suitable for the traffic jam working condition is needed to be provided, and the driving safety under the traffic jam working condition is improved.
The above description of the discovery process of the problem is merely for aiding in understanding the technical solution of the present disclosure, and does not represent an admission that the above is prior art.
Disclosure of Invention
In order to solve at least one problem existing in 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 proposes 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 proposes an in-vehicle apparatus, including: a processor and a memory; the processor is configured to perform the steps of the method according to the first aspect by calling a program or instructions stored in the memory.
In a third aspect, the disclosed embodiments also propose 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 the first aspect.
It can be seen that, in at least one embodiment of the present disclosure, in 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 the vehicle and deciding one following mode from among a plurality of following modes for lane keeping based on environmental information around the vehicle.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present disclosure, and other drawings may be obtained according to these drawings to those of ordinary skill in the art.
FIG. 1 is an overall architecture diagram of an intelligent drive vehicle provided in 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 apparatus provided by an embodiment of the present disclosure;
FIG. 5 is a flow chart of a lane keeping method provided by an embodiment of the present disclosure;
Fig. 6 is a schematic diagram of a traffic congestion condition provided by an embodiment of the present disclosure.
Detailed Description
In order that the above-recited objects, features and advantages of the present disclosure may be more clearly understood, a more particular description of the disclosure will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. It is to be understood that the described embodiments are some, but not all, of the embodiments of the present disclosure. The specific embodiments described herein are to be considered in an illustrative rather than a restrictive sense. All other embodiments derived by a person of ordinary skill in the art based on the described embodiments of the present disclosure fall within the scope of the present disclosure.
It should be noted that in this document, relational terms such as "first" and "second" and the like are 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 conditions belong to common and complex conditions, 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 a traffic jam working condition, and improves driving safety under the traffic jam working condition.
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 intelligent driving vehicle includes: sensor clusters, intelligent drive system 100, vehicle floor actuation systems, and other components that may be used to drive and control the operation of the vehicle.
And the sensor group is used for collecting data of the external environment of the vehicle and position data of the detection vehicle. The sensor group includes, for example, but not limited to, at least one of a camera, a lidar, a millimeter wave radar, an ultrasonic radar, a GPS (Global Positioning System ) and an IMU (Inertial Measurement Unit, inertial measurement unit).
In some embodiments, the sensor set is further configured to collect kinetic data of the vehicle, and the sensor set further includes, for example, but not limited to, at least one of a wheel speed sensor, a speed sensor, an acceleration sensor, a steering wheel angle sensor, and a front wheel steering angle sensor.
The intelligent driving system 100 is configured to acquire data of a sensor group, where all sensors in the sensor group transmit data at a relatively high frequency during a driving process of the intelligent driving vehicle.
The intelligent driving system 100 is further configured to perform environmental awareness and vehicle positioning based on the data of the sensor group, perform path planning and decision based on the environmental awareness 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; further, based on the environmental information, determining lane changing information of vehicles around the vehicle; thereby determining the 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 some embodiments, intelligent driving system 100 may be a software system, a hardware system, or a combination of software and hardware systems. For example, the intelligent driving system 100 is a software system running on an operating system, and the in-vehicle hardware system is a hardware system supporting the running of the operating system.
In some embodiments, the intelligent driving system 100 is further configured to wirelessly communicate with a cloud server to interact with various information. In some embodiments, the intelligent driving system 100 communicates wirelessly with the cloud server 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 configured to orchestrate and manage intelligent driving vehicles. In some embodiments, the cloud server may be used to interact with one or more intelligent driving vehicles, orchestrate the management of the scheduling of multiple intelligent driving vehicles, and the like.
In some embodiments, the cloud server is a cloud server established by a vehicle facilitator, providing cloud storage and cloud computing functionality. In some embodiments, a vehicle-side profile is established in the cloud server. In some embodiments, various information uploaded by the intelligent driving system 100 is stored in a vehicle-side profile. In some embodiments, the cloud server may synchronize driving data generated at the vehicle end in real time.
In some embodiments, the cloud server may be a server or a server group. The server farm may be centralized, or may be distributed. The distributed server is beneficial to distributing and optimizing tasks among a plurality of distributed servers, and overcomes the defects of resource shortage and response bottleneck of the traditional centralized server. In some embodiments, the cloud server may be local or remote.
In some embodiments, the cloud server may be used to charge a vehicle for parking, road passing, etc. In some embodiments, the cloud server is further configured to analyze driving behavior of the driver and perform a security level assessment of the driving behavior of the driver.
In some embodiments, the cloud server may be used to obtain information of a Road monitoring Unit (RSU) and an intelligent driving vehicle, and may send the information to the intelligent driving vehicle. In some embodiments, the cloud server may send detection information corresponding to the intelligent driving vehicle in the road monitoring unit to the intelligent driving vehicle according to the information of the intelligent 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 awareness sensor, e.g., a camera, lidar, etc., as well as a road device, e.g., a V2X device, roadside traffic light apparatus, etc. In some embodiments, the road monitoring units may monitor road conditions affiliated with the respective road monitoring units, e.g., by type, speed, priority level, etc. of the vehicle. After the road monitoring unit collects the road monitoring information, the road monitoring information can be sent to the cloud server and also can be sent to the intelligent driving vehicle passing through the road.
And the vehicle bottom execution system is used for receiving the vehicle control instruction and realizing the control on the running of the vehicle. In some embodiments, the vehicle under-floor execution system includes, but is not limited to: steering system, braking system and driving system. Steering system, braking system and actuating system belong to the well-established system in the vehicle field, and are not repeated here.
In some embodiments, the intelligent drive vehicle may also include a vehicle CAN bus, not shown in fig. 1, that interfaces with the vehicle under-floor execution system. Information interaction between the intelligent driving system 100 and the vehicle floor execution system is transferred through the vehicle CAN bus.
In some embodiments, the intelligent drive vehicle may control vehicle travel by both the driver and the intelligent drive system 100. In the manual driving mode, the driver drives the vehicle by operating the means for controlling the travel of the vehicle, including, for example, but not limited to, a brake pedal, a steering wheel, an accelerator pedal, and the like. The device for controlling the running of the vehicle can directly operate the vehicle under-floor execution system to control the running of the vehicle.
In some embodiments, the intelligent driving vehicle may also be an unmanned vehicle, and 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 provided in an embodiment of the present disclosure. In some embodiments, intelligent driving system 200 may be implemented as intelligent driving system 100 in fig. 1 or as part of intelligent driving system 100 for controlling vehicle travel.
As shown in fig. 2, the intelligent driving system 200 may be divided into a plurality of modules, which may include, for example: a perception module 201, a planning module 202, a control module 203, a lane keeping module 204, and some other modules that may be used for intelligent driving.
The sensing module 201 is used for sensing and positioning environment. In some embodiments, the sensing module 201 is configured to obtain sensor data, V2X (Vehicle to X) data, high-precision map data, and the like. In some embodiments, the sensing module 201 is configured to perform environmental sensing and positioning based on at least one of acquired sensor data, V2X (Vehicle to X) data, high-precision map, and the like.
In some embodiments, the sensing module 201 is configured to generate sensing positioning information, so as to implement obstacle sensing, identification of a drivable area of a camera image, positioning of a vehicle, and the like.
Environmental awareness (Environmental Perception) may be understood as a semantic classification of data for the scene understanding capabilities of the environment, such as the location of obstacles, detection of road signs/markers, detection of pedestrians/vehicles, etc. In some embodiments, the environmental awareness may be performed by fusing data from multiple sensors, such as cameras, lidars, millimeter wave radars, and the like.
Positioning (Localization) is part of the perception, which is the ability to determine the location of an intelligent driving vehicle relative to the environment. The positioning can be as follows: GPS positioning, the positioning precision of the GPS is in the order of tens of meters to centimeters, and the positioning precision is high; positioning can also adopt a positioning method of combining a GPS and an inertial navigation system (Inertial Navigation System). Positioning can also employ SLAM (Simultaneous Localization AND MAPPING, synchronous positioning and mapping), which uses the map to position the target of SLAM while constructing the map, and SLAM determines the location of the current vehicle and the location of the current observed feature by using the already observed environmental features.
V2X is a key technology of an intelligent transportation system, so that vehicles can communicate with each other, vehicles can communicate with base stations, and the base stations can communicate with each other, so that a series of traffic information such as real-time road conditions, road information, pedestrian information and the like can be obtained, intelligent driving safety can be improved, congestion can be reduced, traffic efficiency can be improved, vehicle-mounted entertainment information can be provided, and the like.
The high-precision map is a geographic map used in the intelligent driving field, and compared with the traditional map, the high-precision map is different in that: 1) High-precision maps include a large amount of driving assistance information, such as accurate three-dimensional characterization by way of a road network: including intersection office and road sign location, etc.; 2) The high-precision map also includes a large amount of semantic information, such as reporting the meaning of different colors on traffic lights, and also, for example, indicating the speed limit of the road, and the position where the left turn lane starts; 3) The high-precision map can reach centimeter-level precision, and safe running of the intelligent driving vehicle is ensured.
The planning module 202 is configured to perform path planning and decision-making based on the perceived positioning information generated by the perceiving module 201.
In some embodiments, the planning module 202 is configured to perform path planning and decision-making based on the perceived positioning information generated by the perceiving module 201, in combination with at least one of V2X data, high-precision map, and the like.
In some embodiments, the planning module 202 is configured to plan a path, decision: behavior (e.g., including but not limited to following, passing, stopping, bypassing, etc.), vehicle heading, vehicle speed, desired acceleration of the vehicle, desired steering wheel angle, etc., generates planning decision information.
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 instructions for the vehicle under-floor execution system and issue the control instructions to cause the vehicle under-floor execution system to control the vehicle to travel along a desired path, such as by controlling a steering wheel, braking, and throttle to control the vehicle laterally and longitudinally.
In some embodiments, the control module 203 is further configured to calculate the front wheel corner based on a path tracking algorithm.
In some embodiments, the expected path curve in the path tracking process is irrelevant to time parameters, and during tracking control, it can be assumed that the intelligent driving vehicle advances at a constant speed, and the driving path approaches to the expected path with a certain cost rule; in track tracking, the expected path curve is related to time and space, and the intelligent driving vehicle is required to reach a certain preset reference path point in a specified time.
Path tracking is different from trajectory tracking, is not subject to time constraints, and only needs to track a desired path within a certain error range.
The lane keeping module 204 is used for acquiring environmental information around the host vehicle; further, based on the environmental information, determining lane changing information of vehicles around the vehicle; thereby determining the 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 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 module independent of 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 modules. For example, the lane keeping module 204 is a software module running on an operating system, and the on-board 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 by an embodiment of the present disclosure. In some embodiments, the lane keeping module 300 may be implemented as the lane keeping module 204 in fig. 2 or as part of the lane keeping module 204.
As shown in fig. 3, the lane keeping module 300 may include, but is not limited to, the following: 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 the sensor data, and the environmental information may include, but is not limited to, at least one of: lane line information, vehicle information in front 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 a lane where the vehicle is located; the left lane of the host vehicle can be understood as a lane adjacent to the host lane and positioned at the left side of the host lane; the host vehicle right lane may be understood as a lane adjacent to and to the right of the host vehicle lane.
In some embodiments, lane line information may include, but is not limited to: location, linearity, and confidence. The present lane front vehicle information may include, but is not limited to: the relative distance and relative speed of two vehicles (e.g., 102 and 103 in fig. 6) in front of the host lane from the host vehicle. Vehicle information for the left lane of the host vehicle may include, but is not limited to: the relative distance and relative speed of the host vehicle's left neighbor (e.g., 104 in fig. 6) to the host vehicle, and the relative distance and relative speed of the host vehicle's left front (e.g., 105 in fig. 6) to the host 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 right-hand vehicle (e.g., 106 in fig. 6) to the host vehicle, and the relative distance and relative speed of the right-hand vehicle (e.g., 107 in fig. 6) to the host vehicle. In some embodiments, the lane line information, the vehicle information in front of the own lane, the vehicle information in the left lane of the own vehicle, and the vehicle information in the right lane of the own vehicle are all obtained by sensing based on the sensor data, and the specific manner can be the existing manner and will not be described again.
In some embodiments, the two vehicles in front of the host lane may be two vehicles in front of the host lane. A vehicle in front of the vehicle is understood to be a vehicle traveling in a lane in which the vehicle is located and in front of the vehicle, with respect to the left and right front.
The first determining unit 302 is configured to determine lane change information of vehicles around the host vehicle based on the environmental information. In some embodiments, lane change information for vehicles surrounding the host vehicle may include, but is not limited to: the vehicle information of the host lane cut out from the vehicle in front of the host lane, for example, the identifier of the vehicle cut out from the host lane to the left lane of the host vehicle, and the identifier of the vehicle cut out from the host lane to the right lane of the host vehicle, for example, those skilled in the art will understand that the vehicle information is not limited to the identifier, but may be other information such as the lane change direction (lane change to the left or the lane change to the right). The cutting of the own lane is understood as switching from the own lane to an adjacent lane. The adjacent lane may be understood as a left lane or a right lane of the host vehicle.
In some embodiments, lane change information for vehicles surrounding the host vehicle may include, but is not limited to: the vehicle information of the host vehicle left lane and host vehicle right lane cut into the host vehicle lane, for example, the identification of the vehicle cut into the host vehicle lane from the host vehicle left lane, and the identification of the vehicle cut into the host vehicle lane from the host vehicle right lane, for example. The cutting into the own lane is understood as switching from the adjacent lane to the own lane.
In some embodiments, the first determining unit 302 determines whether the lane line is valid, and determines lane change information of vehicles around the host vehicle based on the determination result, where the lane line is valid or invalid may be determined in the existing manner, which is not described again. In some embodiments, lane-line effectiveness may be understood as: at least one lane line on the left side and the right side exists and has better quality. Lane line nullification can be understood as: the lane lines on the left and right sides are invalid, wherein the invalidation can be understood as follows: lane line loss or poor quality. In some embodiments, the quality of the lane line is determined based on 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 host vehicle is in a preset distance range, the line of the lane line is a straight line or a curve with curvature in a preset curvature range, and the reliability is not lower than a preset reliability threshold, determining 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 credibility threshold value can be set based on actual needs, and the embodiment is not limited to specific values.
In some embodiments, the first determining unit 302 determines lane change information of vehicles around the host vehicle using lane line information based on the lane line being valid. In some embodiments, the first determination unit 302 determines the vehicle information in which the own lane is cut out in the own-lane-ahead vehicle based on the lane line information and the own-lane-ahead vehicle information in the environment information. In some embodiments, the first determining unit 302 determines the vehicle information cut into the own lane among the own left lane and the own right lane based on the lane line information in the environment information, the vehicle information of the own left lane, and the vehicle information of the own right lane.
In some embodiments, the first determining unit 302 determines lane change information of vehicles around the host vehicle using the motion information of the host vehicle based on the lane line being invalid. Wherein, the motion information of the host vehicle can include, but is not limited to: the speed of the vehicle, the steering wheel rotation angle, the yaw rate and the like. In some embodiments, the first determining unit 302 determines a motion trajectory of the host vehicle 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. Further, the first determination unit 302 determines vehicle information in which the own lane is cut out from the vehicle in front of the own lane, based on the lateral boundary of the movement locus and the vehicle information in front of the own lane. In some embodiments, the first determining unit 302 determines the vehicle information cut into the own lane among the own left lane and the own right lane based on the lateral boundary of the movement locus, the vehicle information of the own left lane, and the vehicle information of the own right lane.
A second determining unit 303, configured to determine a following mode of the host vehicle based on the environmental information around the host vehicle and the lane change information of the host vehicle. In some embodiments, the second determining unit 303 determines one following mode from among a plurality of following modes for lane keeping by determining lane change information of a vehicle around the host vehicle and based on environmental information around the host vehicle under a traffic congestion condition.
In some embodiments, the follow mode may include, but is not limited to: a following line mode, a following mode, and a degraded mode. Wherein, the line following mode includes: the vehicle keeps a lane along with the lane line; the following mode includes: the vehicle keeps a lane along with the vehicle in front; the degraded mode includes: the vehicle does not cut out of the lane along with the vehicle in front of the vehicle, so that the stability of the vehicle when other vehicles cut into the lane is kept. In some embodiments, the vehicle stability of other vehicles as they cut into the vehicle lane is maintained, for example: the braking force is not greater than a preset braking force threshold value, the steering wheel rotation angle 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 vehicle shaking and instability caused by sudden braking, sudden steering and the like are prevented. The preset braking force threshold value and the preset angle threshold value can be set according to actual needs, and the embodiment is not limited to specific values. It will be appreciated that the manner of maintaining the stability of the vehicle may be other manners of preventing the occurrence of unstable situations such as vehicle sway, jerk, and sudden stop.
In some embodiments, the second determining unit 303 determines that the following mode is the following mode based on the lane line being valid and no lane change information. In some embodiments, the second determining unit 303 determines that the following mode is the following mode based on the lane line being invalid and there being no lane change information. In some embodiments, the second determining unit 303 determines that the following mode is the degraded mode based on the lane change information including vehicle information cutting out the own lane in the vehicle ahead of the own lane and/or vehicle information cutting in the own lane in the own-vehicle left lane and the own-vehicle right lane.
A planning unit 304 for planning a travel path based on the following pattern 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 following mode. Wherein the status of the lane lines includes both valid and invalid. In some embodiments, the planning unit 304 determines the lane centerline based on the lane line information and the status of the lane line; and then planning a travel 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, in particular: if both side lane lines (e.g., 108 and 109 in FIG. 6) are valid, a lane centerline is generated based on the both side lane lines; if one side lane line is valid and the other side lane line is invalid, a lane center line is generated based on the valid side lane line and the lane width. In some embodiments, there are two ways to generate a lane centerline based on the effective side lane line and the lane width. Mode one: directly generating a lane center line based on the effective side lane line and the lane width; mode two: an invalid side lane line is generated based on the valid side lane line and the lane width, and then a lane center line is generated by the valid side lane line and the invalid side lane line. In the embodiment, when only the single-side lane line is effective, the vehicle can be stably controlled 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 environmental information, specifically: determining the relative position of a vehicle in front of a lane and the vehicle as a path end point; generating a plurality of path curves from the vehicle to the path end point; thereby screening the path curve meeting the conditions as a driving path; wherein the condition is that the average distance of the vehicle (e.g., 102 to 107 in fig. 6) around the host vehicle from the path curve is maximum. In some embodiments, a plurality of path curves from the vehicle to the path end point may be generated based on a conventional spline function generating method, which will not be described again. In this embodiment, when the lane lines on both sides are invalid, the following mode is added, so that the host vehicle can keep running in the current lane along with the front vehicle.
In some embodiments, the planning unit 304 plans the travel path based on the motion information of the host vehicle and 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 a driving path based on the vehicle information of the host lane cut out from the vehicles in front of the host lane, using the motion information of the host vehicle, the history planning path, and the first information of the vehicles around the host vehicle, to prevent the host vehicle from cutting out from the host lane following the vehicles in front; wherein the first information includes: the vehicle information of the lane, the vehicle information of the left lane and the vehicle information of the right lane of the vehicle are not cut out of the vehicles in front of the lane. In some embodiments, the planning unit 304 plans the driving path based on the vehicle information of the host vehicle cut into the left lane and the right lane of the host vehicle, and uses the motion information of the host vehicle, the history planning path and the second information of the vehicles around the host vehicle to prevent the jump of the planning path of the host vehicle due to the change of the path end point; wherein the second information includes: the information of the vehicle in front of the lane, the information of the left adjacent vehicle of the vehicle and the information of the right adjacent vehicle of the vehicle.
And a control unit 305 for controlling the host 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 instructions and longitudinal control instructions of the vehicle based on the travel path; and then the transverse control command and the longitudinal control command are sent to a vehicle chassis controller to control the vehicle to keep the lane. Wherein the vehicle chassis controller is part of the vehicle under-floor execution system shown in fig. 1.
In some embodiments, the control unit 305 generates lateral control instructions based on the travel path, specifically: determining a pre-aiming longitudinal distance based on the motion information of the vehicle and the curvature of the road; further, based on the driving path, determining a transverse relative position corresponding to the pre-aiming longitudinal distance; thereby generating a vehicle lateral control command based on the pre-sighting longitudinal distance and the lateral relative position. The pre-aiming longitudinal distance is the longitudinal distance of a front aiming point relative to the vehicle, which is related to the speed of the vehicle and the pre-aiming time coefficient, belongs to key parameters in the traditional geometric vehicle transverse control method, and can 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: steering wheel angle commands, torque control commands. The torque control command is a transverse control command sent to the steering mechanism 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 host vehicle and the speed of the vehicle in front of the host lane based on the motion information of the host vehicle, lane changing information of vehicles around the host vehicle, road curvature and driving paths; further, a longitudinal control command is generated based on the acceleration of the host vehicle and the speed of the vehicle ahead of the host lane. In some embodiments, the longitudinal control instructions may include, but are not limited to: axle end torque command, braking 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 the units in the lane keeping module 300 is only one logic function division, and there may be other division manners in actual implementation, 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 acquisition unit 301, the first determination unit 302, the second determination unit 303, the planning unit 304 or the control unit 305 may also be divided into a plurality of sub-units. It is understood that each unit or sub-unit can be implemented in electronic hardware, or in combinations 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 solution. Those skilled in the art can implement the described functionality using different methods for each particular application.
Fig. 4 is a schematic structural diagram of an in-vehicle apparatus provided in an embodiment of the present disclosure. The in-vehicle device may support operation of the intelligent driving system.
As shown in fig. 4, the in-vehicle 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. It is appreciated that the bus system 404 serves to facilitate connected communications between these components. The bus system 404 includes a power bus, a control bus, and a status signal bus in addition to the data bus. The various buses are labeled as bus system 404 in fig. 4 for clarity of illustration.
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 implementations, the memory 402 stores the following elements, executable units or data structures, or a subset thereof, or an extended set thereof: an operating system and application programs.
The operating system includes various system programs, such as a framework layer, a core library layer, a driving layer, and the like, and is used for realizing various basic services and processing hardware-based tasks. Applications, including various applications such as a media player (MEDIA PLAYER), 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 the application program.
In the embodiment of the present disclosure, the processor 401 is configured to execute the steps of each embodiment of the lane keeping method provided in 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 embodiments 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 capability. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware in the processor 401 or by instructions in the form of software. The Processor 401 described above may be a general purpose Processor, a digital signal Processor (DIGITAL SIGNAL Processor, DSP), an Application SPECIFIC INTEGRATED Circuit (ASIC), an off-the-shelf programmable gate array (Field Programmable GATE ARRAY, FPGA) or other programmable logic device, discrete gate or transistor logic device, 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 in the embodiments of the present disclosure may be directly embodied and executed by a hardware decoding processor, or may be executed by a combination of hardware and software units in the decoding processor. The software elements may be located in a random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, registers, etc. as well known in the art. The storage medium is located in a memory 402 and the processor 401 reads the information in the memory 402 and in combination with its hardware performs the steps of the method.
Fig. 5 is a flow chart of a lane keeping method according to an embodiment of the present disclosure. The method is performed by a vehicle-mounted device, and in some embodiments, the method is performed by an intelligent driving system supported by the vehicle-mounted device.
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 the sensor data, and the environmental information may include, but is not limited to, at least one of: lane line information, vehicle information in front 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 a lane where the vehicle is located; the left lane of the host vehicle can be understood as a lane adjacent to the host lane and positioned at the left side of the host lane; the host vehicle right lane may be understood as a lane adjacent to and to the right of the host vehicle lane.
In some embodiments, lane line information may include, but is not limited to: location, linearity, and confidence. The present lane front vehicle information may include, but is not limited to: the relative distance and relative speed of two vehicles (e.g., 102 and 103 in fig. 6) in front of the host lane from the host vehicle. Vehicle information for the left lane of the host vehicle may include, but is not limited to: the relative distance and relative speed of the host vehicle's left neighbor (e.g., 104 in fig. 6) to the host vehicle, and the relative distance and relative speed of the host vehicle's left front (e.g., 105 in fig. 6) to the host 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 right-hand vehicle (e.g., 106 in fig. 6) to the host vehicle, and the relative distance and relative speed of the right-hand vehicle (e.g., 107 in fig. 6) to the host vehicle. In some embodiments, the lane line information, the vehicle information in front of the own lane, the vehicle information in the left lane of the own vehicle, and the vehicle information in the right lane of the own vehicle are all obtained by sensing based on the sensor data, and the specific manner can be the existing manner and will not be described again.
In some embodiments, the two vehicles in front of the host lane may be two vehicles in front of the host lane. A vehicle in front of the vehicle is understood to be a vehicle traveling in a lane in which the vehicle is located and in front of the vehicle, with respect to the left and right front.
502. And determining lane change information of vehicles around the vehicle based on the environment information. In some embodiments, lane change information for vehicles surrounding the host vehicle may include, but is not limited to: the vehicle information of the host lane cut out from the vehicle in front of the host lane, for example, the identifier of the vehicle cut out from the host lane to the left lane of the host vehicle, and the identifier of the vehicle cut out from the host lane to the right lane of the host vehicle, for example, those skilled in the art will understand that the vehicle information is not limited to the identifier, but may be other information such as the lane change direction (lane change to the left or the lane change to the right). The cutting of the own lane is understood as switching from the own lane to an adjacent lane. The adjacent lane may be understood as a left lane or a right lane of the host vehicle.
In some embodiments, lane change information for vehicles surrounding the host vehicle may include, but is not limited to: the vehicle information of the host vehicle left lane and host vehicle right lane cut into the host vehicle lane, for example, the identification of the vehicle cut into the host vehicle lane from the host vehicle left lane, and the identification of the vehicle cut into the host vehicle lane from the host vehicle right lane, for example. The cutting into the own lane is understood as switching from the adjacent lane to the own lane.
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, where the lane line is valid or invalid may be determined in an existing manner, which is not described again. In some embodiments, lane-line effectiveness may be understood as: at least one lane line on the left side and the right side exists and has better quality. Lane line nullification can be understood as: the lane lines on the left and right sides are invalid, wherein the invalidation can be understood as follows: lane line loss or poor quality. In some embodiments, the quality of the lane line is determined based on 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 host vehicle is in a preset distance range, the line of the lane line is a straight line or a curve with curvature in a preset curvature range, and the reliability is not lower than a preset reliability threshold, determining 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 credibility threshold value can be set based on actual needs, and the embodiment is not limited to specific values.
In some embodiments, lane change information for vehicles surrounding the host vehicle is determined using lane line information based on the lane line being valid. In some embodiments, vehicle information of a host lane cut out in a vehicle ahead of the host lane is determined based on lane line information in the environmental information and the host lane front vehicle information. In some embodiments, the vehicle information for cutting into the host lane in the host left lane and the host right lane is determined based on lane line information in the environmental information, vehicle information for the host left lane, and vehicle information for the host right lane.
In some embodiments, lane change information for vehicles surrounding the host vehicle is determined using the motion information of the host vehicle based on the lane-line being invalid. Wherein, the motion information of the host vehicle can include, but is not limited to: the speed of the vehicle, the steering wheel rotation angle, the yaw rate and the like. In some embodiments, determining a motion trajectory of the host vehicle based on 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 vehicle cutting out the own lane in the vehicle in front of the own lane based on the transverse boundary of the motion trail and the vehicle information in front of the own lane. In some embodiments, the vehicle information for cutting into the host lane in the host left lane and the host right lane is determined based on the lateral boundaries of the motion trajectories, the vehicle information for the host left lane, and the vehicle information for the host right lane.
503. And determining the following mode of the vehicle based on the surrounding environment information of the vehicle and the lane change information of the vehicle around the vehicle. In some embodiments, during traffic congestion conditions, a following mode is determined from among 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.
In some embodiments, the follow mode may include, but is not limited to: a following line mode, a following mode, and a degraded mode. Wherein, the line following mode includes: the vehicle keeps a lane along with the lane line; the following mode includes: the vehicle keeps a lane along with the vehicle in front; the degraded mode includes: the vehicle does not cut out of the lane along with the vehicle in front of the vehicle, so that the stability of the vehicle when other vehicles cut into the lane is kept. In some embodiments, the vehicle stability of other vehicles as they cut into the vehicle lane is maintained, for example: the braking force is not greater than a preset braking force threshold value, the steering wheel rotation angle 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 vehicle shaking and instability caused by sudden braking, sudden steering and the like are prevented. The preset braking force threshold value and the preset angle threshold value can be set according to actual needs, and the embodiment is not limited to specific values. It will be appreciated that the manner of maintaining the stability of the vehicle may be other manners of preventing the occurrence of unstable situations such as vehicle sway, jerk, and sudden stop.
In some embodiments, the following mode is determined to be a heel mode based on the lane lines being valid and no lane change information. In some embodiments, the following mode is determined to be a following mode based on the lane line being invalid and there being no lane change information. In some embodiments, the following mode is determined to be a degraded mode based on lane change information including vehicle information cutting out a host lane in a vehicle in front of the host lane and/or vehicle information cutting in a host lane in a host left lane and a host right lane.
504. Based on the determined following pattern, a travel path is planned. In some embodiments, when the following mode is the following mode, the travel path is planned based on the lane line information and the state of the lane line. Wherein the status of the lane lines includes both valid and invalid. In some embodiments, the lane centerline is determined based on the lane line information and the status of the lane line; and then planning a travel path based on the lane center line.
In some embodiments, the center line of the lane is determined based on 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, a lane centerline is generated based on the both side lane lines; if one side lane line is valid and the other side lane line is invalid, a lane center line is generated based on the valid side lane line and the lane width. In some embodiments, there are two ways to generate a lane centerline based on the effective side lane line and the lane width. Mode one: directly generating a lane center line based on the effective side lane line and the lane width; mode two: an invalid side lane line is generated based on the valid side lane line and the lane width, and then a lane center line is generated by the valid side lane line and the invalid side lane line. In the embodiment, when only the single-side lane line is effective, the vehicle can be stably controlled to keep running in the current lane.
In some embodiments, when the following mode is the following mode, the travel path is planned based on the environmental information. In some embodiments, the travel path is planned based on the environmental information, in particular: determining the relative position of a vehicle in front of a lane and the vehicle as a path end point; generating a plurality of path curves from the vehicle to the path end point; thereby screening the path curve meeting the conditions as a driving path; wherein the condition is that the average distance of the vehicle (e.g., 102 to 107 in fig. 6) around the host vehicle from the path curve is maximum. In some embodiments, a plurality of path curves from the vehicle to the path end point may be generated based on a conventional spline function generating method, which will not be described again. In this embodiment, when the lane lines on both sides are invalid, the following mode is added, so that the host vehicle can keep running in the current lane along with the front vehicle.
In some embodiments, when the following mode is the degraded mode, the travel path is planned based on the motion information of the host vehicle and lane change information of vehicles around the host vehicle. In some embodiments, based on the vehicle information of the host lane cut out from the vehicle in front of the host lane, a driving path is planned by using the motion information of the host vehicle, the history planning path and the first information of the vehicles around the host vehicle, so as to prevent the host vehicle from cutting out from the host lane following the vehicle in front; wherein the first information includes: the vehicle information of the lane, the vehicle information of the left lane and the vehicle information of the right lane of the vehicle are not cut out of the vehicles in front of the lane. In some embodiments, based on the vehicle information of the host vehicle cut into the host vehicle left lane and the host vehicle right lane, the movement information of the host vehicle, the history planning path and the second information of the vehicles around the host vehicle are utilized to plan the driving path, so as to prevent the jump of the planning path of the host vehicle caused by the change of the path end point; wherein the second information includes: the information of the vehicle in front of the 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, lateral control commands and longitudinal control commands of the vehicle are generated based on the travel path; and then the transverse control command and the longitudinal control command are sent to a vehicle chassis controller to control the vehicle to keep the lane. Wherein the vehicle chassis controller is part of the vehicle under-floor execution system shown in fig. 1.
In some embodiments, the lateral control instruction is generated based on the travel path, specifically: determining a pre-aiming longitudinal distance based on the motion information of the vehicle and the curvature of the road; further, based on the driving path, determining a transverse relative position corresponding to the pre-aiming longitudinal distance; thereby generating a vehicle lateral control command based on the pre-sighting longitudinal distance and the lateral relative position. The pre-aiming longitudinal distance is the longitudinal distance of a front aiming point relative to the vehicle, which is related to the speed of the vehicle and the pre-aiming time coefficient, belongs to key parameters in the traditional geometric vehicle transverse control method, and can 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: steering wheel angle commands, torque control commands. The torque control command is a transverse control command sent to the steering mechanism controller for execution.
In some embodiments, the longitudinal control instructions are generated based on the travel path, in particular: determining the acceleration of the host vehicle and the speed of the vehicle in front of the host lane based on the motion information of the host vehicle, lane changing information of vehicles around the host vehicle, road curvature and driving paths; further, a longitudinal control command is generated based on the acceleration of the host vehicle and the speed of the vehicle ahead of the host lane. In some embodiments, the longitudinal control instructions may include, but are not limited to: axle end torque command, braking deceleration command. Wherein the shaft end torque command is a longitudinal control command sent to the engine for execution.
It should be noted that, for simplicity of description, the foregoing method embodiments are all expressed as a series of combinations of actions, but those skilled in the art can appreciate that the disclosed embodiments are not limited by the order of actions described, as some steps may occur in other orders or concurrently in accordance with the disclosed embodiments. In addition, those skilled in the art will appreciate that the embodiments described in the specification are all alternatives.
The embodiments of the present disclosure also provide a non-transitory computer readable storage medium storing a program or instructions that cause a computer to perform steps such as the embodiments of the lane keeping method, and are not described herein in detail to avoid repetition of the description.
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 like 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 but not others included in other embodiments, 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 descriptions of the various embodiments are each focused on, and that portions of one embodiment that are not described in detail may be referred to as related descriptions of other embodiments.
Although embodiments of the present disclosure have been described with reference to the accompanying drawings, various modifications and variations may be made by those skilled in the art without departing from the spirit and scope of the disclosure, and such modifications and variations fall within the scope defined by the appended claims.
Industrial applicability
In the embodiment of the disclosure, under the traffic congestion working condition, the lane change information of the vehicles around the vehicle is determined, and based on the surrounding environment information of the vehicle, one following mode is decided from a plurality of following modes for lane keeping, so that a driving path is planned and the vehicle is controlled to keep driving in the current lane, and the method has industrial practicability.
Claims (18)
1. A lane keeping method, the method comprising:
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 travel path based on the following pattern, comprising: if the following mode is the following mode, determining the relative position of the vehicle in front of the lane and the vehicle as a path end point; generating a plurality of path curves from the vehicle to the path end point; screening a path curve meeting the condition as a driving path; wherein, the condition is that the average distance of the distance path curve of the vehicle around the vehicle is the largest;
And controlling the vehicle to run according to the running path.
2. The method of claim 1, wherein the environmental information comprises at least one of:
lane line information, vehicle information in front 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.
3. The method of claim 2, wherein the step of determining the position of the substrate comprises,
The lane line information includes: position, linearity and confidence;
The own-lane-ahead vehicle information includes: the 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 includes: the relative distance and relative speed between the left adjacent vehicle and the vehicle, and the relative distance and relative speed between the left front 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.
4. The method of claim 1, wherein the lane-change information comprises:
cutting out vehicle information of a lane from vehicles in front of the lane;
And the vehicle information of the vehicle cut into the own lane in the left lane and the right lane of the own vehicle.
5. The method of claim 2, wherein determining lane-change information for vehicles surrounding the host vehicle based on the environmental information comprises:
Judging whether the lane line is valid or not;
And determining lane change information of vehicles around the vehicle based on the judging result.
6. The method of claim 5, wherein determining lane change information for vehicles surrounding the host vehicle based on the determination result comprises:
determining lane change information of vehicles around the vehicle by utilizing the lane line information based on the lane line validity;
And determining lane change information of vehicles around the host vehicle by utilizing the motion information of the host vehicle based on the invalid lane line.
7. The method of claim 6, wherein determining lane change information for vehicles surrounding the host vehicle using the motion information of the host vehicle comprises:
Determining a motion trail of the host vehicle 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.
8. The method of claim 1, wherein the following mode comprises: a following line mode, a following mode, and a degraded mode;
Wherein, the line following mode includes: the vehicle keeps a lane along with the lane line;
the following mode includes: the vehicle keeps a lane along with the vehicle in front;
The degraded mode includes: the vehicle does not cut out of the lane along with the vehicle in front of the vehicle, so that the stability of the vehicle when other vehicles cut into the lane is kept.
9. The method of claim 8, wherein determining a following mode of the host vehicle based on the environmental information and the lane-change information comprises:
Based on the fact that the lane lines are effective and no lane change information exists, determining that the following mode is a following mode;
Determining that the following mode is a following mode based on the fact that the lane lines are invalid and no lane change information exists;
and determining that the following mode is a degradation mode based on the lane change information including vehicle information of cutting out the own lane in the vehicle in front of the own lane and/or vehicle information of cutting in the own lane in the left lane and the right lane of the own vehicle.
10. The method of claim 8, wherein planning a travel path based on the follow-up pattern comprises:
When the following mode is a following mode, planning a driving path based on lane line information and the state of lane lines;
And when the following mode is a degradation mode, planning a driving path based on the motion information of the vehicle and lane changing information of vehicles around the vehicle.
11. The method of claim 10, wherein planning the 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;
a travel path is planned based on the lane centerline.
12. The method of claim 11, wherein the determining the lane centerline based on lane line information and a state of the lane line comprises:
If both the lane lines are valid, generating a lane center line based on the lane lines;
If one side lane line is valid and the other side lane line is invalid, a lane center line is generated based on the valid side lane line and the lane width.
13. The method according to claim 10, wherein planning the travel path based on the motion information of the host vehicle and lane change information of vehicles around the host vehicle includes:
Based on the vehicle information of the cut-out own lane in the vehicles in front of the own lane, planning a driving path by utilizing the motion information of the own vehicle, the history planning path and the first information of the vehicles around the own vehicle; wherein the first information includes: vehicle information of a lane, vehicle information of a left lane and vehicle information of a right lane of the vehicle are not cut out from vehicles in front of the lane;
planning a driving path by utilizing the motion information of the host vehicle, the history planning path and the second information of vehicles around the host vehicle based on the vehicle information of the host vehicle cut into the host vehicle left lane and the host vehicle right lane; wherein the second information includes: the information of the vehicle in front of the lane, the information of the left adjacent vehicle of the vehicle and the information of the right adjacent vehicle of the vehicle.
14. The method of claim 1, wherein controlling the host vehicle to travel along the travel path comprises:
Generating a lateral control command and a longitudinal control command of the vehicle based on the travel path;
and sending the transverse control command and the longitudinal control command of the vehicle to a vehicle chassis controller to control the vehicle to keep a lane.
15. The method of claim 14, wherein generating lateral control instructions based on the travel path comprises:
Determining a pre-aiming longitudinal distance based on the motion information of the vehicle and the curvature of the road;
Based on the driving path, determining a transverse relative position corresponding to the pre-aiming longitudinal distance;
And generating a vehicle transverse control instruction based on the pre-aiming longitudinal distance and the transverse relative position.
16. The method of claim 14, wherein generating longitudinal control instructions based on the travel path comprises:
Determining the acceleration of the host vehicle and the speed of the vehicle in front of the host lane based on the motion information of the host vehicle, lane changing information of vehicles around the host vehicle, the road curvature and the running 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 lane.
17. An in-vehicle apparatus, characterized by comprising: a processor and a memory;
The processor is adapted to perform the steps of the method according to any of claims 1 to 16 by invoking a program or instruction stored in the memory.
18. A non-transitory computer readable storage medium storing a program or instructions that cause a computer to perform the steps of the method of any one of claims 1 to 16.
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