CN111086514B - 用于通知行车车道的装置及其控制方法 - Google Patents
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Abstract
提供了一种用于通知行车车道的装置及其控制方法。所述装置包括:导航信息接收器,被配置为接收导航信息;驾驶员辅助***DAS传感器,被配置为检测自身车辆的前方和周围状态并提供检测结果;控制器,被配置为从所述导航信息确定高速公路的行车车道,基于从所述DAS传感器输入的前方和周围状态通过使用基于规则的技术和朴素贝叶斯分类技术来检测车道变更和周围车辆,并校正所述行车车道;和显示单元,被配置为显示由所述控制器确定或校正的所述行车车道。
Description
相关申请的交叉引用
本申请要求于2018年10月8日提交至韩国知识产权局的申请号为10-2018-0119735的韩国专利申请的优先权,其全部内容通过引用并入本文。
技术领域
本公开的实施方式涉及一种用于通知行车车道的装置及其控制方法,更具体地,涉及一种通过在驾驶过程中基于驾驶员辅助***(driver assistant system,DAS)传感器和导航信息使用基于规则的技术和朴素贝叶斯分类技术来确定在高速公路上行驶的车辆的行车车道,并持续校正和提供行车车道的用于通知行车车道的装置,及其控制方法。
背景技术
随着各种传感器和识别***的最新发展,安装在车辆上的高级驾驶员辅助***(advanced driver assistant system,ADAS)已被积极商业化。
使用这种高级驾驶员辅助***的车道变更通知***通过使用多个传感器来获取关于车辆的后方和侧方盲点的信息,并通过单独的监控器、警告声等来通知驾驶员的车道变更安全状态。即,已经开发并使用了高级安全车辆(advanced safety vehicle,ASV)***,该***使用距离传感器等来检测周围车辆的位置并且将关于所检测到的周围车辆的位置的信息通知给驾驶员。
此外,作为高级驾驶员辅助***的高速公路驾驶辅助***允许在高速公路上行驶的车辆通过自动转向控制和自动速度控制维持车道、车辆间距离和设定速度,并且另外地针对基于车道变更通知***的车道变更命令支持车道变更。
本公开的相关技术在2016年10月11日公开的公开号为2016-0117984、标题为“车道变更信息***”的韩国专利申请中公开。
当高速公路驾驶辅助***或自动驾驶车辆根据车道变更命令支持车道变更时,由于关于车辆当前正在行驶的行车车道的准确信息可以增加车道变更的可靠性,因此需要准确地确定并提供自身车辆的行车车道。
发明内容
各个实施方式针对一种用于通知行车车道的装置及其控制方法,所述装置通过在驾驶过程中基于驾驶员辅助***DAS传感器和导航信息使用基于规则的技术和朴素贝叶斯分类技术来确定在高速公路上行驶的车辆的行车车道,并持续校正和提供行车车道。
在一个实施方式中,一种用于通知行车车道的装置包括:导航信息接收器,被配置为接收导航信息;驾驶员辅助***DAS传感器,被配置为检测自身车辆的前方和周围状态并提供检测结果;控制器,被配置为从所述导航信息确定高速公路的行车车道,基于从所述DAS传感器输入的前方和周围状态通过使用基于规则的技术和朴素贝叶斯分类技术来检测车道变更和周围车辆,并校正所述行车车道;显示单元,被配置为显示由所述控制器确定或校正的所述行车车道。
在一个实施方式中,所述导航信息包括高速公路的主路、分支路、合并路、车道数和曲率中的至少一种信息。
在一个实施方式中,所述DAS传感器包括前相机、前雷达、后雷达和侧雷达中的至少一个。
在一个实施方式中,所述装置还包括:输出单元,被配置为将由所述控制器确定或校正的所述行车车道输出到周围的控制设备。
在一个实施方式中,所述控制器从所述导航信息确定自身车辆是否已经进入所述高速公路的主路,并且从已经输入的车道数中确定所述行车车道。
在一个实施方式中,所述控制器通过基于与周围车辆的距离、相对速度、行驶方向和检测时间概率地对周围车辆的行驶状态进行分类来确定所述行车车道。
在一个实施方式中,所述控制器通过使用所述基于规则的技术来确定所述行车车道,并且通过使用所述朴素贝叶斯分类技术来校正所述行车车道的误差。
在一个实施方式中,所述控制器将由所述DAS传感器检测到的周围在前车辆与所述行车车道一起显示。
在另一实施方式中,一种用于通知行车车道的装置的控制方法包括:控制器从导航信息接收器接收导航信息;所述控制器从所述导航信息确定行车车道;所述控制器从驾驶员辅助***DAS传感器接收自身车辆的前方和周围状态的检测结果;当基于所述自身车辆的前方和周围状态检测到车道变更时,所述控制器校正所述行车车道;所述控制器基于所述自身车辆的前方和周围状态通过由基于规则的技术和朴素贝叶斯分类技术确定周围车辆的行驶状态来校正所述行车车道;以及所述控制器显示所述行车车道。
在一个实施方式中,所述导航信息包括高速公路的主路、分支路、合并路、车道数和曲率中的至少一种信息。
在一个实施方式中,在确定行车车道时,所述控制器从所述导航信息确定所述自身车辆是否已经进入高速公路的主路,并且从已经输入的车道数中确定所述行车车道。
在一个实施方式中,所述方法还包括:所述控制器在所述自身车辆进入主路后从所述DAS传感器接收前图像,从所述前图像中检测车道总数,将检测到的车道总数与所述导航信息的车道数进行比较,并校正车道数。
在一个实施方式中,在通过确定周围车辆的行驶状态来校正所述行车车道时,所述控制器通过基于与周围车辆的距离、相对速度、行驶方向和检测时间概率地对周围车辆的行驶状态进行分类来确定所述行车车道。
在一个实施方式中,在通过确定周围车辆的行驶状态来校正所述行车车道时,所述控制器通过使用所述基于规则的技术来确定所述行车车道,并且通过使用所述朴素贝叶斯分类技术来校正误差。
在一个实施方式中,所述方法还包括:所述控制器将所述行车车道输出到周围的控制设备。
在一个实施方式中,所述方法还包括:所述控制器将由所述DAS传感器检测到的周围在前车辆与所述行车车道一起显示。
根据本公开的实施方式的用于通知行车车道的装置及其控制方法,在高速公路上行驶的车辆的行车车道是通过在行驶过程中基于DAS传感器和导航信息使用基于规则的技术和朴素贝叶斯分类技术来确定的,并被持续校正和提供,使得当高速公路驾驶支持***或自动驾驶车辆根据车道变更命令支持车道变更时,可以提高可靠性和安全性。
附图说明
图1是示出根据本公开的实施方式的用于通知行车车道的装置的配置的框图。
图2是示出根据本公开的实施方式的用于通知行车车道的装置根据类别形成特征参数的示例的图。
图3是用于解释根据本公开的实施方式的用于通知行车车道的装置的控制方法的流程图。
具体实施方式
如在相应领域中的传统,一些示例性实施方式可以在附图中以功能块、单元和/或模块的方式示出。本领域普通技术人员将理解,这些块、单元和/或模块由诸如逻辑电路、分立组件、处理器、硬连线电路、存储元件、布线连接等电子(或光学)电路物理地实现。当块、单元和/或模块由处理器或类似硬件实现时,可以使用软件(例如,代码)对它们进行编程和控制,以执行本文讨论的各种功能。替代地,每个块、单元和/或模块可以由专用硬件实现,或实现为执行一些功能的专用硬件和执行其他功能的处理器(例如,一个或多个编程处理器和相关的电路)的组合。在不背离本发明构思的范围的情况下,一些示例性实施方式的每个块、单元和/或模块可以在物理上被分成两个或更多个相互作用和离散的块、单元和/或模块。此外,在不脱离本发明构思范围的情况下,一些示例性实施方式的块、单元和/或模块可以物理地组合成更复杂的块、单元和/或模块。
在下文中,下面将通过实施方式的各种示例,参照附图来描述用于通知行车车道的装置及其控制方法。应当注意,附图不是精确的比例,并且可能仅出于描述方便和清楚的目的而夸大线条粗细或部件尺寸。此外,本文使用的术语是通过考虑本公开的功能来定义的,并且可以根据用户或操作员的习惯或意图来改变。因此,应根据本文所述的整体公开内容对术语进行定义。
图1是示出根据本公开的实施方式的用于通知行车车道的装置的配置的框图。图2是示出根据本公开的实施方式的用于通知行车车道的装置根据类别形成特征参数的示例的图。
如图1所示,根据本公开的实施方式的用于通知行车车道的装置可以包括导航信息接收器10、DAS传感器20、控制器30、显示单元50和输出单元40。
导航信息接收器10接收导航信息,并将导航信息提供给控制器30。
导航信息可以包括DAS地图,该DAS地图包括高速公路的主路、分支路、合并路、车道数和曲率中的至少一种信息。
DAS传感器20检测自身车辆的前方和周围状态,并将检测结果提供给控制器30。
在这种情况下,DAS传感器20可以融合传感器信息以提供检测到的物体的轨迹的质量、状态和寿命,从而允许确定动态物体和静态物体的状态。
为此,DAS传感器20可以设置有用于监测自身车辆前方的前相机和前雷达,并且可以包括用于监测自身车辆后方和侧方的后雷达和侧雷达。
控制器30从导航信息确定高速公路的行车车道,然后通过基于从DAS传感器20输入的前方和周围状态使用基于规则的技术和朴素贝叶斯分类技术,根据车道变更和周围车辆来校正行车车道。
在这种情况下,控制器30可以通过使用基于规则的技术从导航信息确定自身车辆是否已经进入高速公路的主路以及车道数量,然后确定自身车辆的行车车道。
也就是说,当自身车辆已经进入主路时,控制器30可以将高速公路的至少一个车道确定为行车车道。
此外,当自身车辆的左侧存在障碍物时,控制器30可以通过使用道路边缘信息将第一车道确定为行车车道。当自身车辆的右侧存在障碍物时,控制器30可以将最后一个车道确定为行车车道。在这种情况下,当障碍物位于小于当前车道宽度的2/3的距离处时,控制器30可以将最后一个车道确定为行车车道。
同时,当自身车辆在休息区、睡眠庇护所或路肩处行驶时,控制器30还可以停止对行车车道的确定和更新。
此外,控制器30可以在自身车辆进入高速公路的主路后立即接收从导航信息输入的车道数和来自DAS传感器20的前图像,比较车道数和从前图像检测到的车道总数,并校正车道数。
然后,当基于从DAS传感器20输入的自身车辆的前方和周围状态检测到车道变更时,控制器30通过在变更的车道方向上增加或减少行车车道的数量来校正行车车道。
同时,控制器30可以通过基于与周围车辆的距离、相对速度、行驶方向和检测时间,使用朴素贝叶斯分类技术概率地对周围车辆的行驶状态进行分类来确定行车车道,从而校正在使用基于规则的技术确定行车车道时可能发生的误差。
例如,控制器30可以通过使用从DAS传感器20输出的物体数据,基于感兴趣区域中的动态物体的似然函数通过条件概率来确定自身车辆的行车车道。
基于自身车辆的保险杠,可以将感兴趣区域设置为-50m至60m的纵向距离;然而,本公开不限于此,并且可以将动态物体确定为轨迹的质量、状态和寿命等于或大于设置值的情况。
此外,当检测到静态物体时,不使用从静态物体横向向外定位的动态物体来更新行车车道。
在这种情况下,基于似然函数的条件概率由下面的等式1表示。
等式1
在以上等式1中,p(C|Z)表示后验概率,p(Z|C)表示似然函数,p(C)表示先验概率,并且p(Z)表示证据。
此外,C表示行车车道类别,并且当假定自身车辆正在第一至第八车道之一(C={c1,c2,…,Cs})中行驶时,Z表示物体的横向位置,并且是32个物体的测量值(Z={z1,z2,…,zs}),xj表示特征参数(虚拟车道的横向位置)。
如图2所示,关于作为表征类别的因素的特征参数,例如,当假设自身车辆位于第一至第三车道之一中时,如果自身车辆位于第一车道,则在自身车辆的右侧可能有两个车道,如果自身车辆位于第二车道,则自身车辆的右侧可能有一个车道并且左侧可能有一个车道,或者如果自身车辆位于第三车道,则自身车辆的左侧可能有两个车道。因此,总共需要四个特征参数。
如上所述,当自身车辆在第三车道中行驶时,车辆极有可能在x1和x2中行驶,而车辆不太可能在x3和x4中行驶。
在这种情况下,当假定类别C、对象的输出Z和特征参数xj概率地独立时,似然函数可以由下面的等式2定义。
等式2
因此,可以通过将上述等式2应用于上述等式1计算对象根据类别将定位在特征参数中的概率,基于具有最高后验概率的类别来确定自身车辆的当前行车车道。
例如,在第四车道被确定为四车道道路中的行车车道的情况下,当行驶在自身车辆的右侧的车辆被检测作为确定从DAS传感器20输入的周围车辆的行驶状态的结果时,控制器30根据周围车辆的行驶状态来校正从第四车道到第二车道或第三车道中的行车车道。
此外,在将第一车道确定为行车车道的情况下,当行驶在自身车辆的左侧的车辆被检测作为确定从DAS传感器输入的周围车辆的行驶状态的结果时,控制器30根据周围车辆的行驶状态来校正从第一车道到第二车道或第三车道中的行车车道。
显示单元50显示由控制器30确定或校正的行车车道,从而允许驾驶员识别自身车辆的行车车道。
在这种情况下,控制器30可以将由DAS传感器20检测到的周围在前车辆与行车车道一起显示,从而允许驾驶员识别周围车辆的行驶状态并注意车道变化。
此外,控制器30可以显示周围车辆正在变更车道或超车自身车辆的情况。
同时,输出单元40可以将由控制器30确定或校正的行车车道输出到周围控制设备60,从而允许周围控制设备60对行车车道执行高度可靠的控制。
如上所述,根据本公开的实施方式的用于通知行车车道的装置,在高速公路上行驶的车辆的行车车道是通过在行驶过程中基于DAS传感器和导航信息使用基于规则的技术和朴素贝叶斯分类技术来确定的,并被持续校正和提供,使得当高速公路驾驶支持***或自动驾驶车辆根据车道变更命令支持车道变更时,可以提高可靠性和安全性。
图3是用于解释根据本公开的实施方式的用于通知行车车道的装置的控制方法的流程图。
如图3所示,在根据本公开的实施方式的用于通知行车车道的装置的控制方法中,控制器30从导航信息接收器10接收导航信息(S10)。
导航信息可以包括DAS地图,该DAS地图包括高速公路的主路、分支路、合并路、车道数和曲率中的至少一种信息。
在步骤S10中已经接收到导航信息的控制器30从导航信息确定行车车道(S20)。
也就是说,控制器30可以通过使用基于规则的技术从导航信息中确定自身车辆是否已经进入高速公路的主路,然后当自身车辆已进入高速公路的主路时,基于车道的数量将最后一个车道确定为行车车道。
此外,当自身车辆的左侧存在障碍物时,控制器30可以通过使用道路边缘信息将第一车道确定为行车车道。当障碍物存在于自身车辆的右侧时,控制器30可以将最后一个车道确定为行车车道。在这种情况下,当障碍物位于小于当前车道宽度的2/3的距离处时,控制器30可以将最后一个车道确定为行车车道。
同时,当自身车辆在休息区、睡眠庇护所或路肩处行驶时,控制器30还可以停止对行车车道的确定和更新。
此外,控制器30可以在自身车辆进入高速公路的主路后立即接收从导航信息输入的车道数和来自DAS传感器20的前图像,比较车道数和从前图像检测到的车道总数,并校正车道数。
在步骤S20中确定行车车道之后,控制器30从DAS传感器20接收自身车辆的前方和周围状态(S30)。
然后,控制器30基于在步骤S30中从DAS传感器20输入的自身车辆的前方和周围状态来确定是否变更车道(S40)。
当在步骤S40中变更车道时,控制器30通过在变更的车道方向上增加或减少行车车道的数量来校正行车车道(S70)。
另一方面,当在步骤S40中没有变更车道时,控制器30基于从DAS传感器20输入的自身车辆的前方和周围状态来检测周围车辆(S50)。
当在步骤S50中未检测到周围车辆时,控制器30允许显示单元50显示行车车道,从而允许驾驶员识别行车车道(S80)。
另一方面,当在步骤S50中检测到周围车辆时,控制器30通过基于与周围车辆的距离、相对速度、行驶方向和检测时间,使用朴素贝叶斯分类技术概率地对周围车辆的行驶状态进行分类来确定行车车道(S60)。
作为表征类别的因素的特征参数如图2所示形成,根据类别将对象定位在特征参数中的概率被计算出来,从而可以基于具有最高后验概率的类别来确定自身车辆的当前行车车道。
例如,当假设自身车辆必须位于第一至第三车道之一中时,如果自身车辆位于第一车道中,则在自身车辆的右侧可能有两个车道,如果自身车辆位于第二车道,则自身车辆的右侧可能有一个车道并且左侧可能有一个车道;或者如果自身车辆位于第三车道,则自身车辆的左侧可能有两个车道。
因此,当自身车辆在第三车道中行驶时,车辆极有可能在x1和x2中行驶,而车辆不太可能在x3和x4中行驶。
如上所述,根据类别计算对象将定位于特征参数中的概率,从而可以基于具有最高后验概率的类别来确定自身车辆的当前行车车道。
作为在步骤S60中确定周围车辆的行驶状态的结果,当与行车车道有差异时,控制器30校正行车车道(S70)。
也就是说,可以校正在使用基于规则的技术确定行车车道时可能发生的误差。
例如,在第四车道被确定为四车道道路中的行车车道的情况下,当行驶在自身车辆的右侧的车辆被检测作为确定从DAS传感器20输入的周围车辆的行驶状态的结果时,控制器30根据周围车辆的行驶状态来校正从第四车道到第二车道或第三车道中的行车车道。
此外,在将第一车道确定为行车车道的情况下,当行驶在自身车辆的左侧的车辆被检测作为确定从DAS传感器20输入的周围车辆的行驶状态的结果时,控制器30根据周围车辆的行驶状态来校正从第一车道到第二车道或第三车道中的行车车道。
控制器30允许显示单元50输出在步骤S20中确定的或在步骤S70中校正的行车车道,从而允许驾驶员识别自身车辆的行车车道(S80)。
在这种情况下,控制器30可以将由DAS传感器20检测到的周围在前车辆与行车车道一起显示,从而允许驾驶员识别周围车辆的行驶状态并注意车道变化。
此外,控制器30可以显示周围车辆正在变更车道或超车自身车辆的情况。
同时,控制器30通过输出单元40将确定或校正的行车车道输出到周围控制设备60,从而允许周围控制设备60对行车车道执行高度可靠的控制。
如上所述,根据本公开的实施方式的用于通知行车车道的装置的控制方法,在高速公路上行驶的车辆的行车车道是通过在行驶过程中基于DAS传感器和导航信息使用基于规则的技术和朴素贝叶斯分类技术来确定的,并被持续校正和提供,使得当高速公路驾驶支持***或自动驾驶车辆根据车道变更命令支持车道变更时,可以提高可靠性和安全性。
尽管出于说明性目的公开了本公开的优选实施方式,但是本领域技术人员将理解,在不脱离技术方案限定的本公开的范围和精神的情况下,可以进行各种修改、添加和替换。因此,本公开的真实技术范围应由本公开的技术方案限定。
Claims (14)
1.一种用于通知行车车道的装置,包括:
导航信息接收器,被配置为接收导航信息;
驾驶员辅助***DAS传感器,被配置为检测自身车辆的前方和周围状态并提供检测结果;
控制器,被配置为从所述导航信息确定高速公路的行车车道,基于从所述DAS传感器输入的前方和周围状态通过使用基于规则的技术和朴素贝叶斯分类技术来检测车道变更和周围车辆,并校正所述行车车道;和
显示单元,被配置为显示由所述控制器确定或校正的所述行车车道,
其中,所述控制器从所述导航信息确定自身车辆是否已经进入所述高速公路的主路,并且从已经输入的车道数中确定所述行车车道。
2.根据权利要求1所述的装置,其中,所述导航信息包括高速公路的主路、分支路、合并路、车道数和曲率中的至少一种信息。
3.根据权利要求1所述的装置,其中,所述DAS传感器包括前相机、前雷达、后雷达和侧雷达中的至少一个。
4.根据权利要求1所述的装置,还包括:
输出单元,被配置为将由所述控制器确定或校正的所述行车车道输出到周围的控制设备。
5.根据权利要求1所述的装置,其中,所述控制器通过基于与周围车辆的距离、相对速度、行驶方向和检测时间概率地对周围车辆的行驶状态进行分类来确定所述行车车道。
6.根据权利要求1所述的装置,其中,所述控制器通过使用所述基于规则的技术来确定所述行车车道,并且通过使用所述朴素贝叶斯分类技术来校正所述行车车道的误差。
7.根据权利要求1所述的装置,其中,所述控制器将由所述DAS传感器检测到的周围在前车辆与所述行车车道一起显示。
8.一种用于通知行车车道的装置的控制方法,包括:
控制器从导航信息接收器接收导航信息;
所述控制器从所述导航信息确定行车车道;
所述控制器从驾驶员辅助***DAS传感器接收自身车辆的前方和周围状态的检测结果;
当基于所述自身车辆的前方和周围状态检测到车道变更时,所述控制器校正所述行车车道;
所述控制器基于所述自身车辆的前方和周围状态通过基于规则的技术和朴素贝叶斯分类技术确定周围车辆的行驶状态来校正所述行车车道;以及
所述控制器显示所述行车车道,
其中,在确定所述行车车道时,所述控制器从所述导航信息确定所述自身车辆是否已经进入高速公路的主路,并且从已经输入的车道数中确定所述行车车道。
9.根据权利要求8所述的控制方法,其中,所述导航信息包括高速公路的主路、分支路、合并路、车道数和曲率中的至少一种信息。
10.根据权利要求8所述的控制方法,还包括:
所述控制器在所述自身车辆进入主路后从所述DAS传感器接收前图像,从所述前图像中检测车道总数,将检测到的车道总数与所述导航信息的车道数进行比较,并校正车道数。
11.根据权利要求8所述的控制方法,其中,在通过确定周围车辆的行驶状态来校正所述行车车道时,所述控制器通过基于与周围车辆的距离、相对速度、行驶方向和检测时间概率地对周围车辆的行驶状态进行分类来确定所述行车车道。
12.根据权利要求8所述的控制方法,其中,在通过确定周围车辆的行驶状态来校正所述行车车道时,所述控制器通过使用所述基于规则的技术来确定所述行车车道,并且通过使用所述朴素贝叶斯分类技术来校正所述行车车道的误差。
13.根据权利要求8所述的控制方法,还包括:
所述控制器将所述行车车道输出到周围的控制设备。
14.根据权利要求8所述的控制方法,还包括:
所述控制器将由所述DAS传感器检测到的周围在前车辆与所述行车车道一起显示。
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