CN112622899A - Vehicle lane keeping method and system based on preview area control - Google Patents

Vehicle lane keeping method and system based on preview area control Download PDF

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Publication number
CN112622899A
CN112622899A CN202110064584.9A CN202110064584A CN112622899A CN 112622899 A CN112622899 A CN 112622899A CN 202110064584 A CN202110064584 A CN 202110064584A CN 112622899 A CN112622899 A CN 112622899A
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lane
vehicle
steering wheel
preview
keeping
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CN112622899B (en
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雍文亮
乔凯凯
刘子辉
田磊
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Sinotruk Jinan Power Co Ltd
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Sinotruk Jinan Power Co Ltd
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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
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping

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Abstract

The invention discloses a vehicle lane keeping method and system based on preview area control, which comprises the steps of calculating the center line of a vehicle lane according to the left lane line parameter and the right lane line parameter of the vehicle lane; acquiring preview time according to the center line of the lane and the speed of the vehicle; calculating the preview area according to the preview time, the left lane line parameter of the lane and the right lane line parameter of the lane; calculating the steering wheel angle control quantity according to the preview area; and controlling the lane keeping of the vehicle according to the steering wheel angle control quantity. The method can adapt to track tracking under different vehicle speeds and different road curvatures, has higher precision, and solves the problem of low precision caused by few preview points; vehicle dynamic model parameters are not needed, the calculated amount is small, and the real-time performance is good; the system adopts a modular architecture, so that the updating of a single module algorithm is facilitated without modifying the program of the whole system.

Description

Vehicle lane keeping method and system based on preview area control
Technical Field
The invention relates to the field of vehicle lane keeping, in particular to a vehicle lane keeping method and system based on preview area control.
Background
Lane Keeping Assist system (LKA) is the most basic driving assistance system for highway automatic driving, and is one of the basic approaches for realizing lateral motion control of unmanned vehicles. The LKA is an active steering control of the vehicle based on a Lane Departure Warning system (LDW) to correct Lane Departure behavior of the vehicle under abnormal operation of a driver, and control the vehicle to run in the vehicle Lane.
Currently, LKA can be roughly divided into two technical routes of in-lane keeping and lane center line keeping, the former has less steering intervention on the vehicle, when the vehicle is about to deviate from the lane, the system applies torque to the steering wheel to help the vehicle return to the lane, and the latter has more steering intervention on the vehicle, but has better comfort.
In the process of implementing the technology of the present invention, at least the following problems exist in the existing related technologies:
1. the existing lane keeping technology generally takes one or two pre-aiming points on a target track, obtains a control quantity through weighted calculation according to a single target point or two target points, and then controls a vehicle to run along the target track. Due to the influence of the precision and noise of a vision system sensor, the control precision is low by selecting a single or two preview points, the track tracking under different vehicle speeds and different road curvatures cannot be adapted by adopting constant preview time, and the phenomenon that a vehicle deviates from a lane or the vehicle swings back and forth in the driving direction is easy to occur. The Chinese patent with publication number of CN109383500A and publication date of 2019, 26.2.2019 is entitled lane keeping method and auxiliary system thereof based on preview points, and is applied to Zheng Zhou Yutong passenger car, Inc., the patent selects two preview points far and near, and obtains final rotation angle control quantity by weighting and summing rotation angle control quantities calculated by the two preview points, the selected preview points are less, and factors of different vehicle speeds and different road curvatures are not considered. The invention discloses a control strategy of a vehicle lane keeping control system, which is published as CN110733505A and 31/1/2020/31/A, and is applied to Shanghai Geluobo practical Co Ltd.
2. Due to the limitation of the bus load, the control algorithm is usually required to have better real-time performance. The Chinese patent publication No. CN111086510A, the publication date of 2020, 5.1.The name of the invention is 'a front wheel steering vehicle lane keeping Control method based on prediction function Control', the applicant is Zhejiang university, the patent establishes a deviation state Model according to a vehicle dynamic Model, and adopts a Model Predictive Control algorithm (MPC) to realize the calculation of a steering angle Control quantity, vehicle dynamic Model parameters such as rotational inertia and cornering stiffness required in the algorithm are difficult to obtain through tests, particularly large commercial vehicles are difficult to perform field tests, the Model Predictive Control algorithm needs a large number of large matrix operations, the real-time performance is insufficient, the Model Predictive Control algorithm is difficult to operate on a vehicle-mounted chip, and the Control precision is low.
Disclosure of Invention
In order to solve the problems, the invention provides a vehicle lane keeping method and a system based on preview area control, which 1. solve the problem that the track tracking precision is lower under different vehicle speeds and different road curvatures because the number of preview points adopted by the existing lane keeping control algorithm is less; 2. the problem that the existing lane keeping control algorithm depends on vehicle dynamic model parameters is solved; 3. the lane keeping control method solves the problems of complex process, large calculated amount and low efficiency of the existing lane keeping control algorithm; 4. the lane keeping control system solves the problems that an existing lane keeping control system cannot enable a driver to select the intervention degree of a controller according to own driving habits and driving characteristics, so that the subjective feeling of the driver is poor, and the psychological burden of the driver is increased if the control frequency of a steering wheel is too high.
The technical scheme of the invention is as follows: a vehicle lane keeping method based on preview area control comprises the following steps:
h1, calculating the central line of the lane according to the left lane line parameter and the right lane line parameter of the lane;
h2, acquiring preview time according to the central line of the lane and the speed of the vehicle;
h3, calculating the preview area according to the preview time, the left lane line parameter and the right lane line parameter of the lane;
h4, calculating the steering wheel angle control quantity according to the preview area;
h5, controlling the vehicle lane keeping according to the steering wheel angle control amount.
Further, step H1 is specifically to calculate the lane center line by the following formula:
Figure BDA0002903642830000031
wherein, CiI is 0, …, 3 denotes a trace expression parameter;
C1Lshows the lateral deviation of the left lane line of the vehicle lane, C2LIndicating the course angle, C, of the left lane line of the vehicle lane3LRoad curvature, C, representing the left lane of the own lane4LShowing the road curvature change rate of the left road line of the road;
C1Rshows the lateral deviation of the left lane line of the vehicle lane, C2RIndicating the course angle, C, of the left lane line of the vehicle lane3RRoad curvature, C, representing the left lane of the own lane4RThe road curvature change rate of the left lane line of the vehicle is shown.
Further, step H3 specifically calculates the preview area by the following formula:
Figure BDA0002903642830000032
wherein, TprvFor preview time, cx is the vehicle speed, L1Distance of the pre-aiming point to the front axle, L2Is the distance from the second preview point to the front axis, K is the coefficient, SprvIs the preview area.
Further, step H4 calculates the steering wheel angle control amount specifically by the following equation:
δswtar＝k·Sprv
where k is the conversion coefficient, δsw_tarIs the requested steering wheel angle control amount.
Further, the method comprises the following steps before step H3:
h0, judging whether the lane keeping system is in the activated state, if so, continuing to execute the step H3; otherwise step H3 is not performed.
Further, whether the lane keeping system is in an activated state is judged, specifically:
h001, judging whether the camera has a fault, if not, entering a step H002, otherwise, keeping the lane keeping system in a closed state;
h002, judging whether the lane keeping system is started, if so, entering a standby state and entering a step H003, otherwise, keeping the lane keeping system in a closed state;
h003, judging whether the conditions that the vehicle speed is greater than a threshold, a steering lamp is not turned on, a brake pedal is not stepped on and the quality of a lane line is good are met, if so, keeping the starting state of the lane keeping system and entering a step H004, otherwise, keeping the standby state of the lane keeping system;
h004, judging whether the driver is out of hand, if so, activating the lane keeping system, otherwise, closing the lane keeping system.
Further, step H5 specifically includes: inputting the steering wheel angle control quantity into an electric power steering system according to the set control frequency mode, and controlling the lane keeping of the vehicle by the electric power steering system according to the steering wheel angle;
wherein the control frequency mode comprises a mild intervention mode, a moderate intervention mode and a severe intervention mode;
the mild intervention mode is that when the automobile deviates from the lane and the wheels press the line, the steering wheel turning angle control quantity is input into the electric power steering system, and when the automobile is positioned in a certain area of the center line of the lane, the steering wheel turning angle control quantity is stopped being input into the electric power steering system, meanwhile, a request for lightly stroking the steering wheel is sent out, and if the driver completely releases the hand, a warning for releasing the hand of the driver and a request for activating the steering device vibration mode are given out;
the medium intervention mode is that when the automobile deviates from the lane and the wheels are pressed, the steering wheel turning angle control quantity is input into the electric power steering system, after the automobile returns to the center line of the lane and runs for a period of time, the steering wheel turning angle control quantity is stopped being input into the electric power steering system, meanwhile, a request for lightly stroking the steering wheel is sent out, and if the driver completely releases the hand, a driver hands-off warning and a steering device vibration mode request are activated;
the heavy intervention mode is to always input the steering wheel angle control amount to the electric power steering system until the driver intervenes.
The technical scheme of the invention also comprises a vehicle lane keeping system based on the preview area control, which comprises,
this lane central line calculation module: calculating the center line of the lane according to the left lane line parameter and the right lane line parameter of the lane;
the dynamic preview time calculation module: acquiring preview time according to the center line of the lane and the speed of the vehicle;
an LKA function switching request condition module: judging whether the lane keeping system is in an activated state or not, and inputting a judgment result into an LKA core algorithm module;
an LKA core algorithm module: calculating a preview area according to preview time, the left lane line parameter of the lane and the right lane line parameter of the lane, and calculating steering wheel turning angle control quantity according to the preview area;
an output signal module: and outputting the steering wheel angle control quantity.
Further, the system also comprises an input signal module, wherein the input signal module comprises a vehicle state signal submodule and a camera original signal submodule;
this car state signal submodule: sending the vehicle motion state signal to an LKA core algorithm module; the driver operation state parameter array and the automobile electronic control system state parameter array are sent to an LKA function switching request condition module; the vehicle speed is sent to a dynamic preview time calculation module and an LKA core algorithm module;
the camera original signal submodule: sending the camera state and the lane line quality signal to an LKA function switching request condition judgment module; and sending the left lane line parameter and the right lane line parameter of the lane to a lane central line calculation module.
Further, the vehicle state signal sub-module also sends a control frequency mode to the LKA core algorithm module;
the output signal module also outputs a driver operating state request, a driver hands-off warning, a steering vibration mode request, a control mode request of the electric power steering system, and a steering wheel torque limit of the electric power steering system.
The invention provides a vehicle lane keeping method and system based on preview area control, which have the following beneficial effects:
1. the dynamic preview time and the preview area are adopted for control, so that the method can adapt to track tracking under different vehicle speeds and different road curvatures, has higher precision, and solves the problem of low precision caused by few preview points;
2. vehicle dynamic model parameters are not needed, the calculated amount is small, and the real-time performance is good;
3. the system adopts a modular architecture, so that the single module algorithm can be updated conveniently without modifying the program of the whole system;
4. the degree of control intervention is set according to the driving habits and the driving characteristics of the driver, the subjective feeling of the driver is good, the performance of the controller can be customized personally, and the requirements of different driving habit crowds are met.
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FIG. 1 is a schematic flow chart of a method according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a preview area according to an embodiment of the present invention;
FIG. 3 is a schematic diagram illustrating a process for determining the status of a lane keeping system according to an embodiment of the present invention;
fig. 4 is a schematic block diagram of a second structure according to an embodiment of the present invention.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings by way of specific examples, which are illustrative of the present invention and are not limited to the following embodiments.
Example one
As shown in fig. 1, the present embodiment provides a lane keeping method for a vehicle based on a preview area control, including the following steps:
h1, calculating the central line of the lane according to the left lane line parameter and the right lane line parameter of the lane;
h2, acquiring preview time according to the central line of the lane and the speed of the vehicle;
h3, calculating the preview area according to the preview time, the left lane line parameter and the right lane line parameter of the lane;
h4, calculating the steering wheel angle control quantity according to the preview area;
h5, controlling the vehicle lane keeping according to the steering wheel angle control amount.
It should be noted that the left lane line parameters of the lane include parameters of the lateral deviation of the left lane line, the course angle, the road curvature and the road curvature change rate; the lane right line parameters comprise parameters of four aspects of lateral deviation, course angle, road curvature and road curvature change rate of the right line
In this embodiment, step H1 is specifically to calculate the center line of the lane by the following formula:
Figure BDA0002903642830000071
in the formula, CiI is 0, …, 3 denotes a trace expression parameter; c1LShows the lateral deviation of the left lane line of the vehicle lane, C2LIndicating the course angle, C, of the left lane line of the vehicle lane3LRoad curvature, C, representing the left lane of the own lane4LShowing the road curvature change rate of the left road line of the road; c1RShows the lateral deviation of the left lane line of the vehicle lane, C2RIndicating the course angle, C, of the left lane line of the vehicle lane3RRoad curvature, C, representing the left lane of the own lane4RThe road curvature change rate of the left lane line of the vehicle is shown.
In this embodiment, step H2 obtains the preview time according to the center line of the vehicle and the vehicle speed, specifically, obtains the preview time at different vehicle speeds and different road curvatures by querying a preset two-dimensional MAP table. In the present embodiment, the vehicle speed of the host vehicle is the longitudinal vehicle speed of the host vehicle.
In this embodiment, in step H3, the preview area is specifically calculated by the following formula:
Figure BDA0002903642830000081
in the formula, TprvFor preview time, vxIs the speed of the vehicle, L1Distance of the pre-aiming point to the front axle, L2Is the distance from the second preview point to the front axis, K is the coefficient, SprvIs the preview area. In the formula, C isiC in the calculation formula of the central line of the laneiHave the same meaning and are all trace expression parameters.
FIG. 2 is a schematic diagram of the preview area, wherein LL is the left lane line, LR is the right lane line, LC is the center line, PrvP1 is the preview point, PrvP2 is the second preview point, L is the second preview point1Is the distance from the point of preview to the front axle, SprvFor the preview area, Ca is the camera and Ve is the car. The principle of the preview area calculation formula is as follows: calculating the distance L from the pre-aiming point to the front axle1Then the distance L is set1The average is divided into N equal parts, and the area enclosed by the area closest to the preview point and the central line of the lane is taken as the control error (namely the preview area S)prv) And then converts the control amount into a steering wheel angle control amount.
Further, in step H4 of the present embodiment, the steering wheel angle control amount is specifically calculated by the following formula:
δsw_tar＝k·Sprv
where k is the conversion coefficient, δsw_tarIs the requested steering wheel angle control amount. The conversion coefficient k may be set as needed.
In step H3, it is determined whether or not the Lane Keeping system (LKA) is activated before the target area is calculated, and LKA control is executed in the activated state. The method specifically comprises the following steps:
judging whether the lane keeping system is in an activated state, if so, continuing to execute the step H3; otherwise step H3 is not performed.
It should be noted that, the sequence of the steps H0, H1, and H2 is provided only for convenience of description, and these three steps may be performed simultaneously or in an alternative order, and the specific execution order does not affect the execution process.
As shown in fig. 3, in which it is determined whether the lane keeping system is in an activated state, the determination may be specifically made by the following procedure, and the default lane keeping system (i.e., LKA function) is turned off:
h001, judging whether the camera has a fault, if not, entering a step H002, otherwise, keeping the lane keeping system in a closed state;
h002, judging whether the lane keeping system is started, if so, entering a standby state and entering a step H003, otherwise, keeping the lane keeping system in a closed state;
h003, judging whether the conditions that the vehicle speed is greater than a threshold, a steering lamp is not turned on, a brake pedal is not stepped on and the quality of a lane line is good are met, if so, keeping the starting state of the lane keeping system and entering a step H004, otherwise, keeping the standby state of the lane keeping system;
h004, judging whether the driver is out of hand, if so, activating the lane keeping system, otherwise, closing the lane keeping system.
Preferably, this embodiment further introduces a control frequency mode to implement the degree of LKA control intervention, specifically, step H5 includes: and inputting the steering wheel angle control quantity into the electric power steering system according to the set control frequency mode, and controlling the lane keeping of the vehicle by the electric power steering system according to the steering wheel angle.
Wherein the control frequency mode comprises a mild intervention mode, a moderate intervention mode and a severe intervention mode.
The mild intervention mode is that when the automobile deviates from the lane and the wheels are pressed, the steering wheel turning angle control quantity is input into the electric power steering system, and when the automobile is located in a certain area of the center line of the lane, the steering wheel turning angle control quantity is stopped being input into the electric power steering system, meanwhile, a request for flicking the steering wheel is sent out (namely, the request for the operation state of the driver is set to be a flicking direction), and if the driver completely releases the hand, the driver is warned that the hand is released, and the request for activating the vibration mode of the steering device is sent out.
The medium intervention mode is that when the automobile deviates from the lane and the wheels are pressed, the steering wheel turning angle control quantity is input into the electric power steering system, after the automobile returns to the center line of the lane and runs for a period of time, the steering wheel turning angle control quantity is stopped being input into the electric power steering system, meanwhile, a request for lightly stroking the steering wheel is sent out, and if the driver completely releases the hand, a warning for releasing the hand of the driver and a request for activating the vibration mode of the steering device are sent out.
The heavy intervention mode is to always input the steering wheel angle control amount to the electric power steering system until the driver intervenes.
In the process, the corner control frequency of the steering wheel is low due to slight intervention, when the automobile deviates from a lane or presses a line, the automobile is controlled to be pulled back to the central line, the LKA control is stopped when the automobile enters a certain range near the central line, and the driver is required (the warning prompt is sent out) to intervene. The moderate intervention is to pull the automobile back to the central line to drive for a certain time (such as 10s and 20s) and then stop the LKA control on the basis of the mild intervention, and requires the driver to intervene. Heavy intervention is always controlled by the LKA until the driver actively intervenes.
In the present embodiment, when the steering wheel angle control amount is input to the electric power steering system, the control mode of the electric power steering system is determined as the steering angle control mode, and the range of the steering wheel torque limit is determined as ± 2n.m and output.
Example two
As shown in fig. 4, the present embodiment provides a vehicle lane keeping system based on preview area control, which includes the following functional modules.
The lane center line calculation module 6: calculating the center line of the lane according to the left lane line parameter and the right lane line parameter of the lane;
the dynamic preview time calculation module 3: acquiring preview time according to the center line of the lane and the speed of the vehicle;
LKA function switching request condition module 2: judging whether the lane keeping system is in an activated state or not, and inputting a judgment result into an LKA core algorithm module 4;
LKA core algorithm module 4: calculating a preview area according to preview time, the left lane line parameter of the lane and the right lane line parameter of the lane, and calculating steering wheel turning angle control quantity according to the preview area;
the output signal module 5: and outputting the steering wheel angle control quantity.
The system adopts a modular architecture, and facilitates the updating of a single module algorithm without modifying the program of the whole system. Accordingly, for the signals required by each module, the input signal module 1 is configured to receive and transmit the signals to each module in the embodiment. The input signal module 1 comprises a vehicle state signal submodule 7 and a camera original signal submodule 8.
The signals of the respective blocks are explained below.
The vehicle state signal sub-module 7 outputs an LKA switch state S2, a LKA Control frequency mode S1 set by the driver, a Brake pedal state S3, a left/right turn signal state S4, a Steering wheel torsion bar torque S5, an Adaptive Cruise Control (ACC) state S6, an Antilock Brake System (ABS) state S7, an Electronic Stability Control (ESC) state S8, an Electric Power Steering (EPS) state S9, a vehicle speed S10, a vehicle yaw rate S11, a vehicle lateral acceleration S12, a Steering wheel rotation angle S13, and a vehicle integrated mass S14. The LKA control frequency mode S1 set by the driver is divided into light, moderate and heavy modes, and the driver can set S1 through a man-machine interaction interface. The LKA switch state S2, the brake pedal state S3, the left and right steering lamp state S4 and the steering wheel torsion bar torque S5 form a driver operation state parameter array SS 1; the state S6 of the self-adaptive cruise control system, the state S7 of the anti-lock braking system, the state S8 of the electronic stability control system and the state S9 of the electric power steering system form an automobile electronic control system state parameter array SS 2; the yaw velocity S11 of the vehicle, the lateral acceleration S12 of the vehicle, the steering wheel angle S13 and the vehicle finishing quality S14 form a finished vehicle motion state signal SS3 required by an LKA core algorithm.
The camera original signal submodule 8 outputs a camera calibration state S15, a camera fault state S16, a camera fail safe state S17, a lane left lane line quality grade S18, a lane right lane line quality grade S19, a lane left lane line parameter S20 and a lane right lane line parameter S21. The left lane line parameter S20 and the right lane line parameter S21 of the lane all comprise parameters of four aspects of lateral deviation, course angle, road curvature and road curvature change rate; the quality grade S18 of the left lane line of the vehicle and the quality grade S19 of the right lane line of the vehicle are divided into three grades, namely low grade, medium grade and high grade.
The input signals of the LKA function switching request condition module 2 are a driver operation state signal SS1, an automobile electric control system state signal SS2, a vehicle speed S10, a camera state SS4 and a vehicle lane line quality signal SS 5. Function request state S22 (including on, off, standby, active) with LKA as output. The logic flow for determining the opening and closing according to the input signal is shown in example steps H001-H004.
The input signal of the lane center line calculation module 6 is the left and right lane line parameter SS6 of the vehicle, and the output signal is the lane center line parameter S24 of the vehicle. The calculation of the center line of the lane is calculated according to the calculation formula of the center line of the lane in the first embodiment.
The input signals of the dynamic preview time calculation module 3 are the vehicle speed S10 and the vehicle lane center line parameter S24, and the output signal is a preview time signal S23. The dynamic preview time calculation module 3 has the function of deciding the corresponding driver preview time according to the current driving speed of the automobile and the curvature of the road center line, the decision process is obtained by looking up a two-dimensional MAP table of the speed and the curvature of the road, and the preview time is increased along with the increase of the speed and is reduced along with the increase of the curvature of the road.
The input signal of the LKA core algorithm module 4 is a LKA function request state S22, a LKA control frequency pattern set by the driver S1, a preview time signal S23, a vehicle speed S10, a vehicle motion state SS3 and a vehicle lane center line parameter S24. The output signals are a steering wheel angle control amount request S25, a control mode request S26 of the electric power steering system, a steering wheel torque limit S27, a driver operation state request S28, a driver hands-off warning S29, and a steering vibration mode request S30.
The input signal to the output signal module 5 is from all outputs of the LKA core algorithm module 4. The output signal module 5 inputs a steering wheel angle control amount request S25, a control mode request S26 of the electric power steering system, and a steering wheel torque limit S27 to the electric power steering system, and inputs a driver operation state request S28, a driver hands-off warning S29, and a steering vibration mode request S30 to the respective display and control devices to prompt the driver.
The working principle of the system is as follows: the vehicle speed signal S10, the combined driver operation state signal SS1 and the vehicle electric control system state signal SS2 in the vehicle state signal sub-module 7, the camera state SS4 and the vehicle lane line quality signal SS5 in the camera original signal sub-module 8 are input into the LKA function switching request condition module 2, and the logic flow shown in fig. 3 determines whether LKA is activated, standby and off; the combined signal of the camera original signal submodule 8 is input into the lane left and right lane line parameter SS6 of the lane central line calculation module 6, and the lane central line parameter is calculated according to the lane central line calculation formula.
The vehicle speed S10 in the input signal module 1 and the lane center line parameter signal S24 in the vehicle lane center line calculation module 6 are input into the dynamic preview time calculation module 3, and preview time signals S23 under different vehicle speeds and different road curvatures are obtained by inquiring a two-dimensional MAP table; the LKA core calculation module 4 receives an LKA control frequency pattern S1 set by a driver and output by the input signal module 1, a vehicle motion state signal SS3, an LKA state S22 output by the LKA function on or off request condition module 2, an preview time S23 output by the dynamic preview time calculation module 3, and a vehicle lane center line parameter S24 output by the vehicle lane center line calculation module 6; the LKA core calculation module 4 starts executing the program calculation and outputs the steering wheel angle control amount request S25, the control mode request S26 of the electric power steering system, the steering wheel torque limit S27, the driver operation state request S28, the driver hands-off warning S29, and the steering vibration mode request S30 to the output module 5 when the LKA state is the active state.
The above disclosure is only for the preferred embodiments of the present invention, but the present invention is not limited thereto, and any non-inventive changes that can be made by those skilled in the art and several modifications and amendments made without departing from the principle of the present invention shall fall within the protection scope of the present invention.

Claims (10)

1. A vehicle lane keeping method based on preview area control is characterized by comprising the following steps:
h1, calculating the central line of the lane according to the left lane line parameter and the right lane line parameter of the lane;
h2, acquiring preview time according to the central line of the lane and the speed of the vehicle;
h3, calculating the preview area according to the preview time, the left lane line parameter and the right lane line parameter of the lane;
h4, calculating the steering wheel angle control quantity according to the preview area;
h5, controlling the vehicle lane keeping according to the steering wheel angle control amount.
2. The method for keeping a vehicle lane based on preview area control as claimed in claim 1, wherein step H1 is specifically to calculate the center line of the lane by the following formula:
Figure FDA0002903642820000011
wherein, CiI is 0, …, 3 denotes a trace expression parameter;
C1Lshows the lateral deviation of the left lane line of the vehicle lane, C2LIndicating the course angle, C, of the left lane line of the vehicle lane3LRoad curvature, C, representing the left lane of the own lane4LShowing the road curvature change rate of the left road line of the road;
C1Rshows the lateral deviation of the left lane line of the vehicle lane, C2RIndicating the course of the left lane line of the vehicleCorner, C3RRoad curvature, C, representing the left lane of the own lane4RThe road curvature change rate of the left lane line of the vehicle is shown.
3. The method for vehicle lane keeping based on preview area control of claim 2 wherein step H3 calculates the preview area by the following formula:
Figure FDA0002903642820000012
wherein, TprvFor preview time, vx is the vehicle speed, L1Distance of the pre-aiming point to the front axle, L2Is the distance from the second preview point to the front axis, K is the coefficient, SprvIs the preview area.
4. The predictive area control-based vehicle lane keeping method according to claim 3, wherein the step H4 calculates the steering wheel angle control amount by specifically:
δsw_tar＝k·Sprv
where k is the conversion coefficient, δsw_tarIs the requested steering wheel angle control amount.
5. The predictive area control-based vehicle lane keeping method according to any one of claims 1-4, wherein the method further comprises the following steps before step H3:
h0, judging whether the lane keeping system is in the activated state, if so, continuing to execute the step H3; otherwise step H3 is not performed.
6. The vehicle lane keeping method based on preview area control according to claim 5, wherein the determining whether the lane keeping system is in an active state is specifically:
h001, judging whether the camera has a fault, if not, entering a step H002, otherwise, keeping the lane keeping system in a closed state;
h002, judging whether the lane keeping system is started, if so, entering a standby state and entering a step H003, otherwise, keeping the lane keeping system in a closed state;
h003, judging whether the conditions that the vehicle speed is greater than a threshold, a steering lamp is not turned on, a brake pedal is not stepped on and the quality of a lane line is good are met, if so, keeping the starting state of the lane keeping system and entering a step H004, otherwise, keeping the standby state of the lane keeping system;
h004, judging whether the driver is out of hand, if so, activating the lane keeping system, otherwise, closing the lane keeping system.
7. The vehicle lane keeping method based on the preview area control according to any one of claims 1-4 and 6, wherein the step H5 specifically comprises: inputting the steering wheel angle control quantity into an electric power steering system according to the set control frequency mode, and controlling the lane keeping of the vehicle by the electric power steering system according to the steering wheel angle;
wherein the control frequency mode comprises a mild intervention mode, a moderate intervention mode and a severe intervention mode;
the mild intervention mode is that when the automobile deviates from the lane and the wheels press the line, the steering wheel turning angle control quantity is input into the electric power steering system, and when the automobile is positioned in a certain area of the center line of the lane, the steering wheel turning angle control quantity is stopped being input into the electric power steering system, meanwhile, a request for lightly stroking the steering wheel is sent out, and if the driver completely releases the hand, a warning for releasing the hand of the driver and a request for activating the steering device vibration mode are given out;
the medium intervention mode is that when the automobile deviates from the lane and the wheels are pressed, the steering wheel turning angle control quantity is input into the electric power steering system, after the automobile returns to the center line of the lane and runs for a period of time, the steering wheel turning angle control quantity is stopped being input into the electric power steering system, meanwhile, a request for lightly stroking the steering wheel is sent out, and if the driver completely releases the hand, a driver hands-off warning and a steering device vibration mode request are activated;
the heavy intervention mode is to always input the steering wheel angle control amount to the electric power steering system until the driver intervenes.
8. A lane keeping system for a vehicle based on a preview area control, comprising,
this lane central line calculation module: calculating the center line of the lane according to the left lane line parameter and the right lane line parameter of the lane;
the dynamic preview time calculation module: acquiring preview time according to the center line of the lane and the speed of the vehicle;
an LKA function switching request condition module: judging whether the lane keeping system is in an activated state or not, and inputting a judgment result into an LKA core algorithm module;
an LKA core algorithm module: calculating a preview area according to preview time, the left lane line parameter of the lane and the right lane line parameter of the lane, and calculating steering wheel turning angle control quantity according to the preview area;
an output signal module: and outputting the steering wheel angle control quantity.
9. The preview area control based vehicle lane keeping system of claim 8,
the system also comprises an input signal module, wherein the input signal module comprises a vehicle state signal submodule and a camera original signal submodule;
this car state signal submodule: sending the vehicle motion state signal to an LKA core algorithm module; the driver operation state parameter array and the automobile electronic control system state parameter array are sent to an LKA function switching request condition module; the vehicle speed is sent to a dynamic preview time calculation module and an LKA core algorithm module;
the camera original signal submodule: sending the camera state and the lane line quality signal to an LKA function switching request condition judgment module; and sending the left lane line parameter and the right lane line parameter of the lane to a lane central line calculation module.
10. The pre-sighting area control-based vehicle lane keeping system of claim 9, wherein the host vehicle status signal sub-module further sends a control frequency pattern to the LKA core algorithm module;
the output signal module also outputs a driver operating state request, a driver hands-off warning, a steering vibration mode request, a control mode request of the electric power steering system, and a steering wheel torque limit of the electric power steering system.
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