CN114715148B

CN114715148B - Lane keeping method, lane keeping control device and lane keeping system

Info

Publication number: CN114715148B
Application number: CN202210427280.9A
Authority: CN
Inventors: 森田光彦; 邵俊俏
Original assignee: Zhejiang Geely Holding Group Co Ltd; Ningbo Geely Automobile Research and Development Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Ningbo Geely Automobile Research and Development Co Ltd
Priority date: 2022-04-21
Filing date: 2022-04-21
Publication date: 2025-01-24
Anticipated expiration: 2042-04-21
Also published as: CN114715148A

Abstract

A lane keeping method, a lane keeping control device and a lane keeping system. The lane keeping method comprises: obtaining lane line information and wheel speed information; and performing a lane keeping function according to the lane line information and the wheel speed information. The lane keeping method provided in the embodiment of the present application can detect the transverse slope of the road surface on which the vehicle is traveling in real time according to the wheel speed information, and adjust the lane keeping function according to the detection result, so that the LKS function can stably control the vehicle to travel in the center of the lane and reduce the snaking caused by the influence of the road surface.

Description

Lane keeping method, lane keeping control device, and lane keeping system

Technical Field

The present disclosure relates to, but is not limited to, lane keeping technology, and more particularly to a lane keeping method, a lane keeping control apparatus, and a lane keeping system.

Background

Among the functions of driving assistance (ADAS, advanced Driving Assistance System, advanced driving assistance system), LKS (LANE KEEPING SYSTEM ) functions that assist steering control to keep the vehicle running in the center of the lane are included. The lateral control of the current LKS, the left rotation and the right rotation are controlled by the same control amount. However, the actual road is constructed such that the road surface 504 is inclined to one side for better drainage, as shown in fig. 2. For example, when the road surface on the right side in the traveling direction of the vehicle 502 is low (as shown in fig. 2), the control amount may be excessively large when the LKS control vehicle turns from the left side to the right side as shown in fig. 1, whereas when the LKS control vehicle turns from the right side to the left side, the control amount may be excessively small as shown in fig. 1. Therefore, the vehicle may be subject to a large degree of lateral hunting, and the lateral gradient of the road is not constant, which is difficult to solve.

Disclosure of Invention

The embodiment of the application provides a lane keeping method, a lane keeping control device and a lane keeping system, wherein the transverse gradient of a road can be estimated through wheel speed information of wheels, so that left and right control gains of LKS are adjusted, the hunting amplitude in the lane keeping process is reduced, and the use experience of LKS functions is optimized.

The embodiment of the application provides a lane keeping method, which comprises the steps of obtaining lane line information and wheel speed information, and executing a lane keeping function according to the lane line information and the wheel speed information.

The lane keeping method provided by the embodiment of the application can comprehensively combine the lane line information and the wheel speed information to execute the lane keeping function (namely LKS function) so as to keep the vehicle running in the center of the lane. Therefore, the lane line information and the wheel speed information can be used together as the control basis of the lane keeping function. Since the wheel speed information can indirectly reflect the lateral gradient of the current road, the lateral gradient of the current road can be estimated from the wheel speed information during the execution of the lane keeping function, and the lateral control amount of the lane keeping function can be adjusted according to the lateral gradient of the current road. Therefore, the transverse control of the lane keeping function comprehensively considers the lane line information and the transverse gradient of the current road, so that the meandering amplitude in the lane keeping process is reduced, and the use experience of the LKS function is optimized.

The embodiment of the application presumes the transverse gradient of the current road through the wheel speed information, does not need to quantitatively calculate the specific value of the transverse gradient of the current road, is beneficial to simplifying the electric control logic, and is an effective scheme for detecting the current road gradient in real time because the wheel speed information corresponds to the transverse gradient of the current road in real time.

In one exemplary embodiment, the method for performing a lane keeping function according to the lane line information and the wheel speed information includes determining a steering direction and a reference steering control value according to the lane line information, determining steering control value gain information according to the wheel speed information, and determining a steering request control value according to the steering direction, the reference steering control value and the steering control value gain information, so that a steering system of a vehicle performs a steering operation according to the steering direction and the steering request control value to keep the vehicle running in the center of a lane.

In one exemplary embodiment, the determining steering control value gain information based on the wheel speed information includes determining a wheel speed difference of a right side wheel and a left side wheel based on the wheel speed information, and determining the steering control value gain information based on the wheel speed difference.

In an exemplary embodiment, the steering control value gain information includes a left control gain coefficient and a right control gain coefficient, the determining the steering control value gain information based on the wheel speed difference includes determining the left control gain coefficient and the right control gain coefficient based on the wheel speed difference, the determining the steering request control value based on the steering direction, the reference steering control value, and the steering control value gain information includes determining a steering control value gain coefficient based on the steering direction, determining a product of the reference steering control value and the steering control value gain coefficient as the steering request control value, and determining a steering control value gain coefficient based on the steering direction includes determining the left control gain coefficient as the steering control value gain coefficient based on the steering direction being a leftward rotation, and determining the right control gain coefficient as the steering control value gain coefficient based on the steering direction being a rightward rotation.

In one exemplary embodiment, the left control gain coefficient is greater than the right control gain coefficient when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a first set value, the right control gain coefficient is greater than the left control gain coefficient when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a second set value, and the first set value is greater than or equal to 0 and the second set value is greater than or equal to 0.

In one exemplary embodiment, the left control gain coefficient is positively correlated with the absolute value of the wheel speed difference when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a first set value, and the right control gain coefficient is positively correlated with the absolute value of the wheel speed difference when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a second set value.

In an exemplary embodiment, the left control gain factor is equal to the right control gain factor equal to 1 when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, and the right control gain factor is equal to the left control gain factor equal to 1 when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the second set value, and the first set value is greater than 0 and the second set value is greater than 0.

In an exemplary embodiment, the right control gain factor is equal to 1 when the wheel speed of the right wheel is greater than the wheel speed of the left wheel, and the left control gain factor is equal to 1 when the wheel speed of the right wheel is less than the wheel speed of the left wheel.

In one exemplary embodiment, the determining the wheel speed difference between the right wheel and the left wheel according to the wheel speed information comprises determining a right wheel speed value and a left wheel speed value according to the wheel speed information, and determining the difference between the right wheel speed value and the left wheel speed value as the wheel speed difference.

In an exemplary embodiment, after the step of determining a right wheel speed value and a left wheel speed value according to the wheel speed information, the step of determining a wheel speed difference value between a right wheel and a left wheel according to the wheel speed information further includes performing a low pass filtering process on the right wheel speed value and the left wheel speed value, and the step of determining the difference value between the right wheel speed value and the left wheel speed value as the wheel speed difference value includes determining the difference value between the right wheel speed value and the left wheel speed value after the low pass filtering process as the wheel speed difference value.

In one exemplary embodiment, the determining of the right and left wheel speed values from the wheel speed information includes determining a right front wheel speed as the right wheel speed value, a left front wheel speed as the left wheel speed value, or a right rear wheel speed as the right wheel speed value, a left rear wheel speed as the left wheel speed value, or an average of wheel speeds of a right front wheel and a right rear wheel as the right wheel speed value, and an average of wheel speeds of a left front wheel and a left rear wheel as the left wheel speed value.

The embodiment of the application also provides a lane keeping control device, which comprises a processor and a memory storing a computer program, wherein the processor realizes the steps of the lane keeping method according to any one of the embodiments when executing the computer program.

The embodiment of the application also provides a lane keeping system which comprises a driving environment condition detection device, a wheel speed detection device and a lane keeping control device, wherein the driving environment condition detection device is used for detecting driving environment conditions, the wheel speed detection device is used for detecting wheel speeds, and the lane keeping control device is used for acquiring lane line information and wheel speed information according to detection results of the driving environment condition detection device and the wheel speed detection device and executing a lane keeping function according to the lane line information and the wheel speed information.

In one exemplary embodiment, the lane keeping control apparatus includes a gain control module configured to determine steering control value gain information based on the wheel speed information, and a lane keeping control module configured to determine a steering direction and a reference steering control value based on the lane line information, and determine a steering request control value based on the steering direction, the reference steering control value, and the steering control value gain information, so that a steering system of a vehicle performs a steering operation based on the steering direction and the steering request control value to keep the vehicle running in the center of a lane.

In one exemplary embodiment, the steering control value gain information includes a left control gain coefficient and a right control gain coefficient, and the gain control module includes:

a right wheel speed determination module configured to determine a right wheel speed value from the wheel speed information;

A left wheel speed determination module configured to determine a left wheel speed value from the wheel speed information;

the low-pass filtering processing module is used for carrying out low-pass filtering processing on the wheel speed value of the right wheel and the wheel speed value of the left wheel;

a calculation module configured to determine a difference between the wheel speed value of the right wheel and the wheel speed value of the left wheel after the low-pass filtering process as a wheel speed difference between the right wheel and the left wheel, and

A gain determination module configured to determine the left control gain factor and the right control gain factor from the wheel speed difference;

The lane keeping control module is configured to determine a steering direction and a reference steering control value according to the lane line information, determine the left control gain coefficient as a steering control value gain coefficient based on the steering direction being a left turn, determine the right control gain coefficient as a steering control value gain coefficient based on the steering direction being a right turn, and determine a product of the reference steering control value and the steering control value gain coefficient as the steering request control value, so that a steering system of the vehicle performs a steering operation according to the steering direction and the steering request control value to keep the vehicle running in the center of the lane.

Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the application. Other advantages of the application may be realized and attained by the structure particularly pointed out in the written description and drawings.

Drawings

The accompanying drawings are included to provide an understanding of the principles of the application, and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain, without limitation, the principles of the application.

FIG. 1 is a schematic diagram of a related art vehicle performing an LKS function;

FIG. 2 is a schematic illustration of the vehicle and road surface of FIG. 1;

FIG. 3 is a flow chart of a lane keeping method according to an embodiment of the present application;

FIG. 4 is a schematic representation of wheel load versus tire radius;

FIG. 5 is a schematic diagram showing the relationship between gain coefficient of steering control value and wheel speed difference according to one embodiment of the present application;

fig. 6 is a schematic structural view of a lane keeping control apparatus according to an embodiment of the present application;

FIG. 7 is a schematic illustration of a vehicle according to an embodiment of the present application;

FIG. 8 is a schematic illustration of a vehicle according to one embodiment of the present application;

Fig. 9 is a schematic diagram of a lane keeping system according to an embodiment of the present application when performing LKS functions.

Wherein, the reference numerals are as follows:

101 turn signal switches, 102 accelerator pedal sensor, 103 brake pedal sensor, 104 turn angle sensor, 105 hand torque sensor, 106 vehicle speed sensor, 107 radar sensor, 108 camera sensor, 109 yaw rate sensor, 110 longitudinal acceleration sensor, 111 lateral acceleration sensor, 112 right front wheel speed sensor, 113 left front wheel speed sensor, 114 right rear wheel speed sensor, 115 left rear wheel speed sensor;

1071 first radar sensor, 1072 second radar sensor, 1073 third radar sensor, 1074 fourth radar sensor, 1075 fifth radar sensor, 1076 sixth radar sensor, 1081 first camera sensor, 1082 second camera sensor, 1083 third camera sensor;

200 driving assistance control device, 201 lane keeping control device, 2011 lane keeping control module, 2021 right wheel speed determining module, 2022 left wheel speed determining module, 2023 first low-pass filtering processing module, 2024 second low-pass filtering processing module, 2025 calculating module, 2026 gain determining module, 205 processor, 206 memory;

301 engine ECU,311 engine, 302 brake ECU,312 brake system, 303 steering ECU,313 steering system, 304 information display ECU,314 information display device;

400 driving environment condition detecting means;

502 vehicles, 504 roadways.

Detailed Description

The present application has been described in terms of several embodiments, but the description is illustrative and not restrictive, and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible within the scope of the described embodiments. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Any feature or element of any embodiment may be used in combination with or in place of any other feature or element of any other embodiment unless specifically limited.

The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The disclosed embodiments, features and elements of the present application may also be combined with any conventional features or elements to form a unique inventive arrangement as defined by the claims. Any feature or element of any embodiment may also be combined with features or elements from other inventive arrangements to form another unique inventive arrangement as defined in the claims. It is therefore to be understood that any of the features shown and/or discussed in the present application may be implemented alone or in any suitable combination. Accordingly, the embodiments are not to be restricted except in light of the attached claims and their equivalents. Further, various modifications and changes may be made within the scope of the appended claims.

Furthermore, in describing representative embodiments, the specification may have presented the method and/or process as a particular sequence of steps. However, to the extent that the method or process does not rely on the particular order of steps set forth herein, the method or process should not be limited to the particular sequence of steps described. Other sequences of steps are possible as will be appreciated by those of ordinary skill in the art. Accordingly, the particular order of the steps set forth in the specification should not be construed as limitations on the claims. Furthermore, the claims directed to the method and/or process should not be limited to the performance of their steps in the order written, and one skilled in the art can readily appreciate that the sequences may be varied and still remain within the spirit and scope of the embodiments of the present application.

In the related art, the detection of the road lateral gradient may be estimated by an acceleration sensor or may be detected by a road lateral gradient detection tool. With the scheme of estimating the road lateral gradient by the acceleration sensor, the acceleration sensor is too noisy and is easily affected by road surface excitation, and long time is required for detecting the road lateral gradient, and the real-time performance is insufficient, which is difficult to realize in the driving process. The road cross slope detection tool can be used only in a static state, and the required measurement time is too long, so that the tool is not suitable for running.

The inventor of the present application has found through research that wheel speeds of wheels on different sides of the same vehicle have correlation with the transverse gradient of the current road. Therefore, the lateral gradient of the current road surface can be estimated from the wheel speed information. Based on the above, the lane keeping method provided by the embodiment of the application can infer the transverse gradient of the current road surface according to the wheel speed information, and comprehensively regulate and control the control amounts of the left and right sides by combining the lane line information and the transverse gradient of the current road surface in the process of executing the LKS function, thereby being beneficial to reducing the hunting amplitude in the lane keeping process and optimizing the use experience of the lane keeping function. The following is a detailed description.

As shown in fig. 3, an embodiment of the present application provides a lane keeping method, including:

s10, lane line information and wheel speed information are obtained;

and S20, performing a lane keeping function according to the lane line information and the wheel speed information.

In one exemplary embodiment, performing a lane keeping function based on lane line information and wheel speed information includes:

determining a steering direction and a reference steering control value according to the lane line information;

determining steering control value gain information according to wheel speed information;

and determining a steering request control value according to the steering direction, the reference steering control value and the steering control value gain information, so that a steering system of the vehicle performs steering operation according to the steering direction and the steering request control value to keep the vehicle running in the center of the lane.

With regard to the lane keeping function, the position of the vehicle in the current lane and thus the relative position of the vehicle to the center of the lane can be determined from the lane line information, whereby the steering direction of the vehicle and the reference steering control value can be determined. For example, when the vehicle is in a position with the lane to the left, the vehicle needs to rotate to the right to return to the center of the lane, and when the vehicle is in a position with the lane to the right, the vehicle needs to rotate to the left to return to the center of the lane. When the vehicle deviates from the center of the lane, a larger reference steering control value is needed to return to the center of the lane, and when the vehicle deviates from the center of the lane, a smaller reference steering control value is needed to return to the center of the lane.

The transverse gradient of the current lane can be estimated according to the wheel speed information, the steering control value gain information is further determined according to the transverse gradient of the current lane, and the finally output steering request control value is determined, so that the finally output steering request control value is matched with the transverse gradient of the current road, the hunting amplitude of the vehicle in the lane keeping process is reduced as much as possible, the vehicle is kept to travel in the center of the lane as much as possible, and the driving experience is further optimized.

For example, when the road surface on the right side in the traveling direction of the vehicle is low, the steering request control value for the LKS control vehicle to steer from the left side to the right side may be relatively small, so that excessive right-hand movement of the vehicle due to the lateral gradient of the road can be avoided, and the steering request control value for the LKS control vehicle to steer from the right side to the left side may be relatively large, so that excessive left-hand movement of the vehicle due to the lateral gradient of the road can be avoided. When the road surface on the left side in the traveling direction of the vehicle is low, the steering request control value for the LKS control vehicle to steer from the left side to the right side may be relatively large, so that the vehicle is prevented from moving too little to the right due to the lateral gradient of the road, and the steering request control value for the LKS control vehicle to steer from the right side to the left side may be relatively small, so that the vehicle is prevented from moving too much to the left due to the lateral gradient of the road.

Wherein determining the steering direction and the reference steering control value according to the lane line information includes:

calculating a lane center position and a vehicle position according to lane line information;

a steering direction and a reference steering control value are determined based on the lane center position and the vehicle position.

In the running process of the vehicle, the driving environment condition detection device such as a camera sensor of the vehicle can acquire lane line information on two sides of a lane. The central position of the lane can be calculated according to the lane line information on the two sides. The distance between the vehicle and the lane lines at the two sides can be calculated according to the lane line information at the two sides, so that the position of the vehicle in the lane is calculated. The position and the amplitude of the vehicle deviating from the center of the lane can be determined according to the center position of the lane and the position of the vehicle, the steering direction is further determined, and an appropriate reference steering control value is calculated so that the vehicle can return to the center of the lane and keep running in the center of the lane.

In one exemplary embodiment, the category of the reference steering control value includes at least one of a reference steering torque and a reference steering angle. Accordingly, the kind of the steering request control value includes at least one of a steering request torque and a steering request angle.

In the actual application process, the output of the LKS function can be a request rotation angle or a request torque. The steering system may perform a steering operation according to a steering direction and a requested steering angle, or may perform a steering operation according to a steering direction and a requested torque to keep the vehicle running in the center of the lane.

Thus, the reference steering control value may be the reference steering torque, and the steering request control value is the steering request torque. Or the reference steering control value may be the reference steering angle, the steering request control value is the steering request steering angle.

In one exemplary embodiment, determining steering control value gain information from wheel speed information includes:

determining a wheel speed difference value between a right wheel and a left wheel according to the wheel speed information;

And determining steering control value gain information according to the wheel speed difference value.

It was found that the larger the tire load, the smaller the tire radius, as shown in fig. 4. In order to keep the vehicle moving forward normally, the rotation speed of the side wheel is increased relative to the rotation speed of the other side wheel, so that the linear speed of the side wheel is moderately increased relative to the linear speed of the other side wheel, but the increase amplitude does not influence the normal movement of the vehicle, but can reflect the transverse gradient of the current road. Therefore, the wheel speed of the wheel according to the embodiment of the present application may be the angular speed of the wheel (i.e., the rotational speed of the wheel), or may be the linear speed of the wheel.

It follows that the larger the tire load, the smaller the tire radius and the faster the wheel speed. Conversely, when the tire load becomes smaller, the tire radius becomes larger, and the wheel speed becomes smaller. Therefore, the transverse gradient of the current road can be estimated according to the wheel speed difference value of the wheels at the left side and the right side, and further the steering control value gain information is determined.

For example, when the road surface on the right side in the traveling direction of the vehicle is low, the vehicle leans right, the right-side wheel load becomes large, the wheel speed becomes fast, and conversely, the left-side wheel load becomes small, and the wheel speed becomes small. The degree of inclination of the vehicle due to the influence of the lateral gradient of the current road can be estimated from the wheel speed difference on the left and right sides. Therefore, the lateral gradient of the current road can be estimated from the left-right wheel speed difference.

In one exemplary embodiment, the steering control value gain information includes a left control gain coefficient and a right control gain coefficient, as shown in fig. 5.

The steering control value gain information is determined from the wheel speed difference, including determining a left control gain coefficient and a right control gain coefficient from the wheel speed difference.

Determining a steering request control value from the steering direction, the reference steering control value, and the steering control value gain information, comprising:

determining a steering control value gain coefficient according to the steering direction;

The product of the reference steering control value and the steering control value gain coefficient is determined as the steering request control value.

Wherein determining a steering control value gain factor according to a steering direction includes:

Determining a left control gain coefficient as a steering control value gain coefficient based on the steering direction being left rotation;

the right control gain coefficient is determined as the steering control value gain coefficient based on the steering direction being a rightward rotation.

According to the lane keeping method, the left control gain coefficient and the right control gain coefficient can be determined according to the wheel speed difference value, and the determined left control gain coefficient and right control gain coefficient are matched with the transverse gradient of the current road. Therefore, when the vehicle turns leftward, it is necessary to calculate the steering request control value from the left control gain coefficient and the reference steering control value. When the vehicle turns right, it is necessary to calculate a steering request control value from the right control gain coefficient and the reference steering control value. Thus, the control amounts at the left side and the right side of the lane keeping function can be matched with the transverse gradient of the current road, so that the lane keeping function is optimized, and the hunting caused by the influence of the road surface is reduced.

In one exemplary embodiment, as shown in fig. 5, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, the left control gain coefficient is greater than the right control gain coefficient. When the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference is larger than the second set value, the right control gain coefficient is larger than the left control gain coefficient. The first set value is greater than or equal to 0, and the second set value is greater than or equal to 0.

When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, it is indicated that the right road surface in the traveling direction of the vehicle is low and the lateral gradient is relatively large. Therefore, the left control gain coefficient is larger than the right control gain coefficient, so that the steering request control value when the LKS controls the vehicle to rotate leftwards is relatively larger, and the steering request control value when the LKS controls the vehicle to rotate rightwards is relatively smaller, and the transverse control quantity of the left side and the right side of the LKS is matched with the transverse gradient of the current road.

When the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference is larger than the second set value, it is indicated that the left road surface in the traveling direction of the vehicle is low and the lateral gradient is relatively large. Therefore, the right control gain coefficient is larger than the left control gain coefficient, so that the steering request control value when the LKS controls the vehicle to rotate rightwards is relatively larger, and the steering request control value when the LKS controls the vehicle to rotate leftwards is relatively smaller, and the transverse control quantity of the left side and the right side of the LKS is matched with the transverse gradient of the current road.

In an exemplary embodiment, as shown in fig. 5, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, the left control gain coefficient is positively correlated (may be linearly positively correlated or non-linearly positively correlated) with the absolute value of the wheel speed difference.

As shown in fig. 5, when the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference is larger than the second set value, the right control gain coefficient is positively correlated (may be linearly positively correlated or non-linearly positively correlated) with the absolute value of the wheel speed difference.

When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, it is indicated that the right road surface in the traveling direction of the vehicle is low, and the absolute value of the wheel speed difference is positively correlated with the magnitude of the lateral gradient. Therefore, the left control gain coefficient is positively correlated with the absolute value of the wheel speed difference value, so that the steering request control value when the LKS control vehicle rotates leftwards can be positively correlated with the transverse gradient value of the current road, and the problem of hunting caused by road surface influence is solved.

When the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference is larger than the second set value, it is indicated that the left road surface in the traveling direction of the vehicle is low, and the absolute value of the wheel speed difference is positively correlated with the magnitude of the lateral gradient. Therefore, the right control gain coefficient is positively correlated with the absolute value of the wheel speed difference value, so that the steering request control value when the LKS controls the vehicle to rotate rightwards can be positively correlated with the transverse gradient value of the current road, and the problem of hunting caused by road surface influence is solved.

In an exemplary embodiment, as shown in fig. 5, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, the left control gain coefficient is equal to the right control gain coefficient is equal to 1.

As shown in fig. 5, when the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference is smaller than or equal to the second set value, the right control gain coefficient is equal to the left control gain coefficient is equal to 1.

Wherein the first set value is greater than 0, and the second set value is greater than 0.

When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, the right road surface is indicated to be lower in the traveling direction of the vehicle, and the transverse gradient is relatively smaller and negligible, so that the left control gain coefficient and the right control gain coefficient are both 1, that is, the steering request control values of the left and right sides are both equal to the reference steering control value.

When the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference is larger than the second set value, the left road surface is indicated to be lower in the traveling direction of the vehicle, and the transverse gradient is relatively smaller and negligible, so that the left control gain coefficient and the right control gain coefficient are both 1, that is, the steering request control values of the left side and the right side are both equal to the reference steering control value.

In one exemplary embodiment, as shown in FIG. 5, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel, the right control gain factor is equal to 1. When the wheel speed of the right wheel is smaller than that of the left wheel, the left control gain coefficient is equal to 1.

When the wheel speed of the right wheel is greater than that of the left wheel, it indicates that the right road surface is low in the traveling direction of the vehicle. At this time, the influence of the road surface lateral gradient to which the LKS control vehicle is subjected when turning right is relatively small compared with the case where the LKS control vehicle turns left, and therefore the right control gain coefficient is equal to 1, and the steering request control value is equal to the reference steering control value, which is advantageous in simplifying the electric control logic.

When the wheel speed of the right wheel is smaller than that of the left wheel, it indicates that the left road surface is low in the traveling direction of the vehicle. At this time, the influence of the road surface lateral gradient to which the LKS control vehicle is subjected when turning left is relatively small compared with the case where the LKS control vehicle is turned right, and therefore the left control gain coefficient is equal to 1 and the steering request control value is equal to the reference steering control value, which is advantageous in simplifying the control logic.

FIG. 5 is a schematic diagram illustrating steering control gain factor versus wheel speed difference in one embodiment of the present application. In fig. 5, a thin solid line represents the right control gain coefficient, and a thick solid line represents the left control gain coefficient. The wheel speed difference is the right wheel speed value-the left wheel speed value. The wheel speed value is the linear speed of the wheel. The first set point is 0.1kph and the second set point is-0.1 kph. As can be seen from fig. 5, when the wheel speed difference value is-0.1 kph, the right control gain coefficient=1, and when the wheel speed difference value is less than or equal to-0.1 kph, the right control gain coefficient is >1, and the right control gain coefficient is linearly and positively correlated with the absolute value of the wheel speed difference value. When the wheel speed difference is more than 0.1kph, the left control gain coefficient is more than 1, and the left control gain coefficient is linearly and positively correlated with the absolute value of the wheel speed difference, and when the wheel speed difference is less than or equal to 0.1kph, the left control gain coefficient=1.

Of course, the relation between the wheel speed difference and the left control gain coefficient and the right control gain coefficient is not limited to the above scheme, and linear correlation or nonlinear correlation or other relations can be presented according to the characteristics of different vehicles.

For example, when the wheel speed of the right wheel is greater than that of the left wheel, the right control gain coefficient is less than 1 and the right control gain coefficient is inversely related to the absolute value of the wheel speed difference, and when the wheel speed of the right wheel is less than that of the left wheel, the left control gain coefficient is less than 1 and the left control gain coefficient is inversely related to the absolute value of the wheel speed difference.

In one example, as shown in FIG. 5, the wheel speed is the linear speed of the wheel. First set point = second set point = 0.1kph, i.e. 0.1 km/h.

Of course, the first set value may be smaller than the second set value or larger than the second set value.

In one example, the first set point = second set point = 0.1kph.

In one exemplary embodiment, determining a wheel speed difference of a right side wheel and a left side wheel from wheel speed information of the wheels includes:

determining a right wheel speed value and a left wheel speed value according to the wheel speed information;

The difference between the right wheel speed value and the left wheel speed value is determined as the wheel speed difference.

Wherein the wheel speed of each wheel can be detected by a wheel speed sensor, and the wheel speed of each wheel is determined according to the detection result of the wheel speed sensor.

In one exemplary embodiment, after the step of determining the right wheel speed value and the left wheel speed value from the wheel speed information, the step of determining the wheel speed difference value of the right wheel and the left wheel from the wheel speed information further includes performing a low pass filtering process on the right wheel speed value and the left wheel speed value.

The difference between the right wheel speed value and the left wheel speed value is determined as a wheel speed difference, and the difference between the right wheel speed value and the left wheel speed value after the low-pass filtering processing is determined as a wheel speed difference.

The wheel speed sensor may be excessively noisy due to the large signal noise caused by the severe roughness of the road surface. Therefore, the low-pass filtering processing is carried out on the wheel speed value of the right wheel and the wheel speed value of the left wheel, so that the phenomenon that signal noise is large when the road surface is severely uneven can be avoided, and the control precision is improved.

In one exemplary embodiment, determining right and left wheel speed values from wheel speed information includes:

the front right wheel speed is determined as a front right wheel speed value, and the front left wheel speed is determined as a left wheel speed value.

In another exemplary embodiment, determining the right and left wheel speed values from the wheel speed information includes determining the right rear wheel speed as the right wheel speed value and the left rear wheel speed as the left wheel speed value.

In yet another exemplary embodiment, determining the right and left wheel speed values from the wheel speed information includes determining an average of wheel speeds of the right front and rear wheels as the right wheel speed value and an average of wheel speeds of the left front and rear wheels as the left wheel speed value.

The magnitude of the signal difference of the wheel speed sensor is different according to different vehicles, so that different difference taking modes can be adopted for calculation. The vehicle driving method can be reasonably selected according to factors such as load distribution of the vehicle, driving modes of the vehicle and the like.

As shown in fig. 6, an embodiment of the present application further provides a lane keeping control apparatus, which includes a processor 205 and a memory 206 storing a computer program, where the processor 205 implements the steps of the lane keeping method according to any one of the above embodiments when executing the computer program.

The processor may be an integrated circuit chip having signal processing capabilities. The processor may be a general-purpose processor including a central processing unit (Central Processing Unit, CPU for short), a network processor (Network Processor, NP for short), a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, etc. The disclosed methods, steps, and logic blocks in the embodiments of the present invention may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The embodiment of the application also provides a lane keeping system, which comprises a driving environment condition detecting device 400 (shown in fig. 9), a wheel speed detecting device and a lane keeping control device 201.

Wherein the driving environment condition detection means 400 is arranged to detect a driving environment condition.

The wheel speed detecting device is configured to detect a wheel speed.

The lane keeping control apparatus 201 is configured to acquire lane line information and wheel speed information based on detection results of the driving environment condition detection apparatus and the wheel speed detection apparatus, and to perform a lane keeping function based on the lane line information and the wheel speed information.

The lane keeping system provided by the embodiment of the application can comprehensively combine the lane line information and the wheel speed information to execute the lane keeping function (namely LKS function) so as to keep the vehicle running in the center of the lane. Therefore, the lane line information and the wheel speed information can be used together as the control basis of the lane keeping function. Since the wheel speed information can indirectly reflect the lateral gradient of the current road, the lateral gradient of the current road can be estimated from the wheel speed information during the execution of the lane keeping function, and the lateral control amount of the lane keeping function can be adjusted according to the lateral gradient of the current road. Therefore, the transverse control of the lane keeping function comprehensively considers the lane line information and the transverse gradient of the current road, so that the meandering amplitude in the lane keeping process is reduced, and the use experience of the LKS function is optimized.

As shown in fig. 7, the driving environment condition detection device 400 includes, but is not limited to, a radar sensor 107, a camera sensor 108, a lidar sensor, an ultrasonic sensor, and the like.

In one example, as shown in FIG. 8, the driving environment condition detection apparatus 400 includes a first radar sensor 1071 for sensing a front right-hand driving environment, a second radar sensor 1072 for sensing a front left-hand driving environment, a third radar sensor 1073 for sensing a front left-hand driving environment, a first camera sensor 1081 for sensing a front right-hand driving environment, a second camera sensor 1082 for sensing a left-hand driving environment of the vehicle, a third camera sensor 1083 for sensing a right-hand driving environment of the vehicle, a fourth radar sensor 1074 for sensing a right-hand driving environment, a fifth radar sensor 1075 for sensing a right-hand driving environment, and a sixth radar sensor 1076 for sensing a left-hand driving environment.

No requirement is made for the sensor type (radar, lidar, ultrasonic sensor, camera sensor 108, etc.) as long as the driving environment can be detected. The sensor for detecting the running environment can detect and identify the speed, the relative speed, the position, the angle, the size and the like of the three-dimensional objects around the bicycle.

Wherein, as long as the front driving environment can be detected, the execution of the lane keeping function (LKS) can be ensured, and the number of sensors is not required.

The wheel speed detecting means includes, but is not limited to, a right front wheel speed sensor 112, a left front wheel speed sensor 113, a right rear wheel speed sensor 114, and a left rear wheel speed sensor 115.

In one exemplary embodiment, the lane keeping control 201 includes a gain control module and a lane keeping control module (i.e., LKS control module 2011).

The gain control module is configured to determine steering control value gain information based on wheel speed information.

The lane keeping control module 2011 is configured to determine a steering direction and a reference steering control value according to lane line information, and determine a steering request control value according to the steering direction, the reference steering control value, and steering control value gain information, so that a steering system of the vehicle performs a steering operation according to the steering direction and the steering request control value to keep the vehicle running in the center of the lane.

With regard to the lane keeping function, the position of the vehicle in the current lane and thus the relative position of the vehicle to the center of the lane can be determined from the lane line information, whereby the steering direction of the vehicle and the reference steering control value can be determined.

In one exemplary embodiment, the steering control value gain information includes a left control gain coefficient and a right control gain coefficient. As shown in fig. 9, the gain control module includes a right wheel speed determination module 2021, a left wheel speed determination module 2022, a low-pass filter processing module, a calculation module 2025, and a gain determination module 2026.

Wherein the right wheel speed determination module 2021 is configured to determine a right wheel speed value from the wheel speed information.

The left wheel speed determination module 2022 is configured to determine a left wheel speed value based on the wheel speed information.

The low-pass filtering processing module is used for carrying out low-pass filtering processing on the wheel speed value of the right wheel and the wheel speed value of the left wheel. The low-pass filter processing module may include a first low-pass filter processing module (i.e., the first LPF module 2023) and a second low-pass filter processing module (i.e., the second LPF module 2024), as shown in fig. 9, configured to perform low-pass filter processing on the right wheel speed value and the left wheel speed value, respectively.

The calculation module 2025 is configured to determine a difference between the low-pass filtered right-side wheel speed value and the left-side wheel speed value as a difference between the right-side wheel speed value and the left-side wheel speed value, and

The gain determination module 2026 is configured to determine the left control gain coefficient and the right control gain coefficient based on the wheel speed difference.

The lane keeping control module 2011 is configured to determine a steering direction and a reference steering control value according to lane line information, determine a left control gain coefficient as a steering control value gain coefficient based on the steering direction being rotated to the left, determine a right control gain coefficient as a steering control value gain coefficient based on the steering direction being rotated to the right, and determine a product of the reference steering control value and the steering control value gain coefficient as a steering request control value, so that a steering system of the vehicle performs a steering operation according to the steering direction and the steering request control value to keep the vehicle running in the center of the lane.

In one exemplary embodiment, as shown in fig. 5, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, the left control gain coefficient is greater than the right control gain coefficient. When the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference is larger than the second set value, the right control gain coefficient is larger than the left control gain coefficient. The first set value is greater than or equal to 0, and the second set value is greater than or equal to 0. The technical effects of this embodiment can be partially understood with reference to the aforementioned lane keeping method, and will not be described here again.

In an exemplary embodiment, as shown in fig. 5, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than the first set value, the left control gain coefficient is positively correlated (may be linearly positively correlated or non-linearly positively correlated) with the absolute value of the wheel speed difference. As shown in fig. 5, when the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference is larger than the second set value, the right control gain coefficient is positively correlated (may be linearly positively correlated or non-linearly positively correlated) with the absolute value of the wheel speed difference. The technical effects of this embodiment can be partially understood with reference to the aforementioned lane keeping method, and will not be described here again.

In an exemplary embodiment, as shown in fig. 5, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, the left control gain coefficient is equal to the right control gain coefficient is equal to 1. As shown in fig. 5, when the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference is smaller than or equal to the second set value, the right control gain coefficient is equal to the left control gain coefficient is equal to 1. Wherein the first set value is greater than 0, and the second set value is greater than 0. The technical effects of this embodiment can be partially understood with reference to the aforementioned lane keeping method, and will not be described here again.

In one exemplary embodiment, as shown in FIG. 5, when the wheel speed of the right wheel is greater than the wheel speed of the left wheel, the right control gain factor is equal to 1. When the wheel speed of the right wheel is smaller than that of the left wheel, the left control gain coefficient is equal to 1. The technical effects of this embodiment can be partially understood with reference to the aforementioned lane keeping method, and will not be described here again.

As shown in fig. 7, the embodiment of the present application further provides a vehicle including the driving assist ECU 200 (i.e., the driving assist control device), and the driving assist ECU 200 includes the lane keeping control device 201 of any one of the above embodiments, so that all the above advantages are achieved, and will not be described in detail herein.

The vehicle further comprises a signal input system, a signal output system and an execution system.

As shown in fig. 7, the signal input system is configured to input a signal to the lane keep control apparatus 201 of the assisted driving system. The signal output system is configured to receive the output signal of the lane keeping control apparatus 201 and control the execution system to execute a corresponding operation according to the output signal.

As shown in fig. 7, the signal input system may include a turn signal switch 101 that detects a driver's turn signal operation, an accelerator pedal sensor 102 that detects a driver's accelerator operation, a brake pedal sensor 103 that detects a driver's brake operation, a corner sensor 104 that detects a driver's turn operation, a hand moment sensor 105 that detects a driver's turn operation force, a vehicle speed sensor 106 that detects a vehicle speed, a yaw rate sensor 109 that detects a vehicle motion state, a longitudinal acceleration sensor 110, a lateral acceleration sensor 111, and wheel speed detection means (including a right front wheel speed sensor 112, a left front wheel speed sensor 113, a right rear wheel speed sensor 114, a left and right wheel speed sensor 115) and driving environment condition detection means 400 (e.g., a camera sensor 108 for detecting a surrounding environment, a radar sensor 107).

The signal output system may include an engine ECU 301, a brake ECU 302, a steering ECU 303, and an information display ECU 304.

The execution system may include an engine 311, a brake system 312, a steering system 313, and an information display device 314. The engine ECU 301 controls the engine 311 based on the output signal, mainly executing acceleration control. The brake ECU 302 controls the brake system 312 to mainly perform deceleration control. The steering ECU 303 controls the steering system 313 to mainly perform lateral steering control. The information display ECU 304 controls the information display device 314 to mainly provide the driver with display of the vehicle state and function control state information.

As shown in fig. 9, in LKS control, the driving environment condition detection device 400 (e.g., the camera sensor 108) may be used to acquire lane line information, and the LKS control module 2011 determines the steering direction and calculates a reference steering control value that may return the vehicle to the center of the lane. The right wheel speed determination module 2021 may determine the right wheel speed value from the front right wheel speed sensor 112 and/or the rear right wheel speed sensor 114. The left wheel speed determination module 2022 may determine the left wheel speed value from the left front wheel speed sensor 113 and/or the left rear wheel speed sensor 115. The right wheel speed value is processed by the first LPF module 2023 (LPF, low PASS FILTER, low-pass filtering processing), and then sent to the calculation module 2025. The left wheel speed value is processed by the second LPF module 2024 (i.e., the second low-pass filtering processing module) and then sent to the calculating module 2025. The calculation module 2025 may calculate a wheel speed difference. The gain determination module 2026 may determine a steering control value gain coefficient based on the relationship between the steering control value gain coefficient and the wheel speed difference in fig. 5, multiply the reference steering control value and the steering control value gain coefficient to obtain a final steering request control value, and output the final steering request control value to the steering ECU 303 to implement LKS control.

In summary, the lane keeping method, the lane keeping control device and the lane keeping system provided by the embodiments of the present application can detect the road transverse gradient of the vehicle driving road surface in real time according to the wheel speed information of the wheels, and adjust the lane keeping function according to the detection result, so that the LKS function can stably control the vehicle to drive in the center of the lane, and reduce the hunting caused by the road surface influence.

In any one or more of the exemplary embodiments described above, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium, and executed by a hardware-based processing unit. The computer-readable medium may comprise a computer-readable storage medium corresponding to a tangible medium, such as a data storage medium, or a communication medium that facilitates transfer of a computer program from one place to another, such as according to a communication protocol. In this manner, a computer-readable medium may generally correspond to a non-transitory tangible computer-readable storage medium or a communication medium such as a signal or carrier wave. Data storage media may be any available media that can be accessed by one or more computers or one or more processors to retrieve instructions, code and/or data structures for implementing the techniques described in this disclosure. The computer program product may include a computer-readable medium.

By way of example, and not limitation, such computer-readable storage media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, flash memory, or any other medium that can be used to store desired program code in the form of instructions or data structures and that can be accessed by a computer. Moreover, any connection may also be termed a computer-readable medium, for example, if the instructions are transmitted from a website, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. It should be appreciated, however, that computer-readable storage media and data storage media do not include connection, carrier wave, signal, or other transitory (transient) media, but are instead directed to non-transitory tangible storage media. Disk and disc, as used herein, includes Compact Disc (CD), laser disc, optical disc, digital Versatile Disc (DVD), floppy disk or blu-ray disc where disks usually reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

For example, instructions may be executed by one or more processors, such as one or more Digital Signal Processors (DSPs), general purpose microprocessors, application Specific Integrated Circuits (ASICs), field programmable logic arrays (FPGAs), or other equivalent integrated or discrete logic circuitry. Thus, the term "processor" as used herein may refer to any of the foregoing structure or any other structure suitable for implementation of the techniques described herein. Additionally, in some aspects, the functionality described herein may be provided within dedicated hardware and/or software modules configured for encoding and decoding, or incorporated in a combined codec. Also, the techniques may be fully implemented in one or more circuits or logic elements.

The technical solutions of the embodiments of the present disclosure may be implemented in a wide variety of devices or apparatuses, including wireless handsets, integrated Circuits (ICs), or a set of ICs (e.g., a chipset). Various components, modules, or units are described in this disclosure to emphasize functional aspects of devices configured to perform the described techniques, but do not necessarily require realization by different hardware units. Rather, as described above, the various units may be combined in a codec hardware unit or provided by a collection of interoperable hardware units (including one or more processors as described above) in combination with suitable software and/or firmware.

Claims

1. A lane keeping method, comprising:

Lane line information and wheel speed information are obtained;

executing a lane keeping function according to the lane line information and the wheel speed information;

The lane keeping function is performed according to the lane line information and the wheel speed information, and comprises the steps of determining steering control value gain information according to the wheel speed information, wherein the steering control value gain information comprises a left control gain coefficient and a right control gain coefficient;

when the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference value is larger than a second set value, the right control gain coefficient is larger than the left control gain coefficient, the first set value is larger than or equal to 0, and the second set value is larger than or equal to 0;

The left control gain coefficient is positively correlated with the absolute value of the wheel speed difference when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is greater than a first set value;

The left control gain coefficient is equal to the right control gain coefficient when the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, and the right control gain coefficient is equal to the left control gain coefficient when the wheel speed of the right wheel is less than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the second set value.

2. The lane keeping method according to claim 1, wherein the performing a lane keeping function according to the lane line information and the wheel speed information further comprises:

And determining a steering request control value according to the steering direction, the reference steering control value and the steering control value gain information, so that a steering system of the vehicle executes steering operation according to the steering direction and the steering request control value to keep the vehicle running in the center of a lane.

3. The lane keeping method according to claim 2, wherein the determining steering control value gain information from the wheel speed information includes:

determining a wheel speed difference value of a right wheel and a left wheel according to the wheel speed information;

And determining the steering control value gain information according to the wheel speed difference value.

4. The lane keeping method as claimed in claim 3, wherein,

The method for determining the steering control value gain information according to the wheel speed difference value comprises the steps of determining the left control gain coefficient and the right control gain coefficient according to the wheel speed difference value;

The step of determining a steering request control value according to the steering direction, the reference steering control value and the steering control value gain information comprises the steps of determining a steering control value gain coefficient according to the steering direction;

The determining of the steering control value gain coefficient according to the steering direction comprises determining the left control gain coefficient as the steering control value gain coefficient based on the steering direction rotating leftwards, and determining the right control gain coefficient as the steering control value gain coefficient based on the steering direction rotating rightwards.

5. The lane keeping method as claimed in claim 4, wherein,

When the wheel speed of the right wheel is greater than the wheel speed of the left wheel and the absolute value of the wheel speed difference is less than or equal to the first set value, the left control gain coefficient is equal to the right control gain coefficient being equal to 1;

When the wheel speed of the right wheel is smaller than the wheel speed of the left wheel and the absolute value of the wheel speed difference is smaller than or equal to the second set value, the right control gain coefficient is equal to the left control gain coefficient is equal to 1;

The first set value is larger than 0, and the second set value is larger than 0.

6. The lane keeping method as claimed in claim 4, wherein,

When the wheel speed of the right wheel is greater than that of the left wheel, the right control gain coefficient is equal to 1;

When the wheel speed of the right wheel is smaller than the wheel speed of the left wheel, the left control gain coefficient is equal to 1.

7. The lane keeping method according to any one of claims 3 to 6, wherein the determining a wheel speed difference between a right side wheel and a left side wheel from the wheel speed information includes:

and determining a difference value between the wheel speed value of the right wheel and the wheel speed value of the left wheel as the wheel speed difference value.

8. The lane keeping method according to claim 7, wherein after the step of determining a right wheel speed value and a left wheel speed value from the wheel speed information, the step of determining a wheel speed difference value of a right wheel and a left wheel from the wheel speed information further comprises performing a low-pass filter process on the right wheel speed value and the left wheel speed value;

The method comprises the steps of determining the difference value between the right wheel speed value and the left wheel speed value as the wheel speed difference value, wherein the difference value between the right wheel speed value and the left wheel speed value after low-pass filtering processing is determined as the wheel speed difference value.

9. The lane keeping method according to claim 7, wherein the determining the right-side wheel speed value and the left-side wheel speed value from the wheel speed information includes:

Determining a front right wheel speed as the right wheel speed value and a front left wheel speed as the left wheel speed value, or

Determining a right rear wheel speed as the right wheel speed value and a left rear wheel speed as the left wheel speed value, or

And determining the wheel speed average value of the right front wheel and the right rear wheel as the wheel speed value of the right side wheel, and determining the wheel speed average value of the left front wheel and the left rear wheel as the wheel speed value of the left side wheel.

10. A lane keeping control apparatus comprising a processor and a memory storing a computer program, the processor implementing the steps of the lane keeping method according to any one of claims 1 to 9 when executing the computer program.

11. A lane keeping system, comprising:

a driving environment condition detection device configured to detect a driving environment condition;

wheel speed detecting means arranged to detect wheel speeds;

A lane keeping control device configured to acquire lane line information and wheel speed information according to detection results of the driving environment condition detection device and the wheel speed detection device, and to perform a lane keeping function according to the lane line information and the wheel speed information;

the lane keeping control device comprises a gain control module, a control module and a control module, wherein the gain control module is used for determining steering control value gain information according to wheel speed information of the wheels;

12. The lane keeping system according to claim 11, wherein the lane keeping control apparatus further comprises:

The lane keeping control module is used for determining a steering direction and a reference steering control value according to the lane line information, determining a steering request control value according to the steering direction, the reference steering control value and the steering control value gain information, and enabling a steering system of the vehicle to execute steering operation according to the steering direction and the steering request control value so as to keep the vehicle to run in the center of a lane.

13. The lane keeping system of claim 12, wherein the gain control module comprises:

The lane keeping control module is configured to determine the left control gain coefficient as a steering control value gain coefficient based on the steering direction being a leftward rotation, determine the right control gain coefficient as a steering control value gain coefficient based on the steering direction being a rightward rotation, and determine the product of the reference steering control value and the steering control value gain coefficient as the steering request control value.