CN115683124A - Method for determining a driving trajectory - Google Patents
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- CN115683124A CN115683124A CN202110842961.7A CN202110842961A CN115683124A CN 115683124 A CN115683124 A CN 115683124A CN 202110842961 A CN202110842961 A CN 202110842961A CN 115683124 A CN115683124 A CN 115683124A
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Abstract
The method for determining the driving track provided by the disclosure relates to an automatic driving technology, and comprises the following steps: the method comprises the steps of obtaining the confidence coefficient of a positioning result output by an integrated navigation system arranged in a vehicle, and obtaining the last-moment position and high-precision map data of the vehicle if the confidence coefficient represents that the positioning result is invalid; determining the information of the local lane line according to the last-moment position and the high-precision map data; the real-time speed of the vehicle is obtained, the driving information of the vehicle is determined according to the information of the local lane lines and the real-time speed, and the driving track of the vehicle is determined according to the driving information. The method, the device, the equipment, the storage medium and the program product for determining the driving track can be used for deducing the driving track of the vehicle for a long time by combining the vehicle speed and the lane line in the high-precision map when the positioning result output by the integrated navigation system is invalid, so that the current position of the vehicle can be deduced according to the driving track.
Description
Technical Field
The present disclosure relates to an automatic driving technology, and more particularly, to a method for determining a driving trajectory.
Background
Currently, many vehicles are provided with a positioning system, and particularly in a driving assisting vehicle, the vehicle needs to make a driving strategy according to a positioning result in the positioning system.
The Positioning scheme for automatic driving generally takes a kalman filter as a main stream, and outputs Positioning at a centimeter level by fusing GPS-RTK (Global Positioning System-Real-time kinematic), IMU (inertial measurement unit), road element (lane line, signboard, etc.) matching information, and the like.
In the process of track deduction, an IMU has accumulated errors, and if effective observation data cannot be obtained for a long time, errors of position information obtained through secondary integration can quickly diverge along with the time, so that a positioning result is unavailable.
In the actual driving process, the observation data are invalid in many scenes: scenes such as urban canyons and tunnels can affect GPS signals; scenes such as rain, snow weather and the like can influence the identification function of the vision equipment, and the IMU has accumulated errors, so that the results of observation data and track deduction are not accurate, and the accurate positioning result of the vehicle cannot be obtained.
Disclosure of Invention
The disclosure provides a method for determining a driving track, which aims to solve the problem of inaccurate result of track deduction in the prior art.
A first aspect of the present disclosure provides a method of determining a driving trajectory, comprising:
obtaining the confidence coefficient of a positioning result output by an integrated navigation system arranged in a vehicle, and obtaining the last-moment position and high-precision map data of the vehicle if the confidence coefficient represents that the positioning result is invalid;
determining the information of a local lane line according to the last moment position and the high-precision map data;
and acquiring the real-time speed of the vehicle, determining the driving information of the vehicle according to the information of the local lane lines and the real-time speed, and determining the driving track of the vehicle according to the driving information, wherein the driving track is used for determining the position of the vehicle.
Another aspect of the present disclosure is to provide an apparatus for determining a travel track, including:
the system comprises an acquisition unit, a processing unit and a display unit, wherein the acquisition unit is used for acquiring the confidence of a positioning result output by an integrated navigation system arranged in a vehicle;
the obtaining unit is further used for obtaining the last-moment position of the vehicle and high-precision map data if the confidence coefficient represents that the positioning result is invalid;
the local lane determining unit is used for determining the information of a local lane line according to the last-moment position and the high-precision map data;
the acquisition unit is further used for acquiring the real-time speed of the vehicle;
and the track determining unit is used for determining the running information of the vehicle according to the information of the local lane lines and the real-time speed, and determining the running track of the vehicle according to the running information, wherein the running track is used for determining the position of the vehicle.
Still another aspect of the present disclosure is to provide an in-vehicle apparatus including:
a memory;
a processor; and
a computer program;
wherein the computer program is stored in the memory and configured to be executed by the processor to implement the method of determining a driving trajectory as described in the first aspect above.
Yet another aspect of the present disclosure is to provide a computer-readable storage medium having stored thereon a computer program for execution by a processor to implement the method of determining a driving trajectory as described in the first aspect above.
The method for determining the driving track provided by the present disclosure comprises: obtaining the confidence of a positioning result output by an integrated navigation system arranged in the vehicle, and obtaining the last-moment position and high-precision map data of the vehicle if the confidence represents that the positioning result is invalid; determining the information of the local lane line according to the last-moment position and the high-precision map data; and acquiring the real-time speed of the vehicle, determining the driving information of the vehicle according to the information of the local lane line and the real-time speed, and determining the driving track of the vehicle according to the driving information. According to the method for determining the driving track, when the positioning result output by the integrated navigation system fails, the driving track of the vehicle can be deduced for a long time by combining the vehicle speed and the lane lines in the high-precision map, so that the current position of the vehicle can be deduced according to the driving track.
Drawings
Fig. 1 is a flowchart illustrating a method of determining a travel track according to an exemplary embodiment of the present disclosure;
FIG. 2 is a schematic diagram illustrating a determination of a travel path of a vehicle according to an exemplary embodiment of the present disclosure;
FIG. 3 is a flowchart illustrating a method of determining a travel trajectory according to another exemplary embodiment of the present disclosure;
FIG. 4 is a schematic diagram illustrating overlaying of travel information based on a last minute position according to an exemplary embodiment of the present disclosure;
FIG. 5 is a schematic diagram illustrating the determination of lateral offset in accordance with an exemplary embodiment of the present disclosure;
FIG. 6 is a schematic view of a vehicle traveling according to an exemplary embodiment of the present disclosure;
FIG. 7 is a block diagram of an apparatus for determining a driving trajectory according to an exemplary embodiment of the present application;
fig. 8 is a block diagram illustrating an apparatus for determining a driving trace according to another exemplary embodiment of the present application;
fig. 9 is a block diagram of a vehicle-mounted device according to an exemplary embodiment of the present application.
Detailed Description
At present, a Positioning scheme set in a vehicle needs to fuse Positioning information of multiple paths, and specifically may include GPS-RTK (Global Positioning System-Real-time kinematic), IMU (inertial measurement unit), road element (lane line, signboard, etc.) matching information, and the like.
In a typical positioning scheme, the dependence on the GPS-RTK signal is higher. However, in some specific environments, accurate positioning information may not be obtained, for example, in a tunnel, GPS signals may be affected, and in an environment of rainy days and snowy days, road element (lane line, signboard, etc.) matching information obtained based on a vision device may be affected.
Therefore, when the accurate GPS-RTK signals cannot be acquired, the IMU can carry out short-time track deduction in the interval of the two effective GPS signals and output high-frequency relative motion information so as to meet the requirement of automatic driving. The road element matching information can be used as an auxiliary means, and when the GPS signal quality is poor (special road scenes such as urban canyons and tunnels), the road element matching information can be used as supplementary observation data to correct IMU prediction state quantity, and meanwhile, the influence of abnormal GPS data can be eliminated.
However, an accumulated error exists in the process of estimating the trajectory by the IMU, and if the interval between two effective GPS signals is long, the position and the posture of the vehicle determined based on the estimation result of the IMU may be inaccurate in this period of time, so how to accurately determine the driving trajectory of the vehicle is a technical problem to be solved by the scheme.
In order to solve the technical problem, the present disclosure provides a solution in which a travel trajectory of a vehicle can be derived based on lane lines in a high-precision map to determine a travel trajectory of the vehicle for a longer time.
Fig. 1 is a flowchart illustrating a method of determining a driving trajectory according to an exemplary embodiment of the present disclosure.
As shown in fig. 1, the present disclosure provides a method for determining a driving trajectory, including:
The scheme provided by the disclosure can be executed by an electronic device with computing capability, and the electronic device can be an in-vehicle terminal. The scheme provided by the disclosure can be arranged in the vehicle-mounted terminal, so that the vehicle-mounted terminal can determine the driving track of the vehicle based on the method provided by the disclosure.
In an application scenario, under the condition that a GPS signal fails, the vehicle-mounted terminal can determine the driving track of the vehicle based on the method provided by the disclosure, and the vehicle-mounted terminal can also determine the positioning result of the vehicle according to the determined driving track, so that the problem that an accurate positioning result cannot be obtained due to the failure of the GPS signal is solved.
In another application scenario, the vehicle-mounted terminal needs to fuse the GPS-RTK, the IMU and the road element matching information, and when a positioning result is obtained, the vehicle-mounted terminal can also determine the driving track of the vehicle based on the method provided by the disclosure, so that the driving track can be fused to obtain a final positioning result.
The vehicle can be provided with a combined navigation system, and the combined navigation system can output a positioning result and also can output the confidence of the positioning result. The combined navigation system combines the output results of navigation devices with different characteristics by using a computer and a data processing technology to obtain an optimized positioning result. For example, the output of the inertial navigation device may be combined with the output of other navigation devices.
Specifically, the confidence level of the positioning result can be used to characterize the accuracy of the positioning result, for example, the confidence level may include two values, one of which is used to characterize that the positioning result is valid, and the other is used to characterize that the positioning result is invalid. For another example, the confidence level may include a plurality of values, and the confidence level smaller than the predetermined value is used to characterize that the positioning result is invalid, and the confidence level larger than the predetermined value is used to characterize that the positioning result is valid.
Further, when the vehicle-mounted terminal is based on the positioning result output by the integrated navigation system, the confidence of the positioning result can be obtained, so that whether the positioning result is effective or not is determined based on the confidence.
In practical application, if the confidence level representation positioning result is invalid, it is indicated that the positioning result is not accurate enough, and the vehicle cannot be considered to be at the position represented by the positioning result. In this case, the in-vehicle terminal can acquire the last-minute position, i.e., the position valid for the last minute.
The obtained last-time position may be an effective positioning result output by the integrated navigation system, or a positioning result determined based on the driving track. For example, when the positioning result output by the integrated navigation system is valid at time 0, and when the positioning result output by the integrated navigation system is invalid at time 1, the vehicle-mounted terminal may acquire the positioning result at time 0 at time 1, and determine the vehicle driving track based on the accurate positioning result. At time 2, if the positioning result output by the integrated navigation system is still invalid, the vehicle-mounted terminal may acquire the last-time position of the vehicle, where the acquired last-time position may be the positioning result determined based on the travel track obtained at time 0.
Specifically, the vehicle-mounted terminal can be further provided with a high-precision map, so that high-precision map data can be acquired, the running track of the vehicle can be determined according to the high-precision map data and the last position of the vehicle, and the current position of the vehicle can be further determined according to the last position and the running track of the vehicle.
And 102, determining the information of the local lane line according to the position of the last moment and the high-precision map data.
Further, the in-vehicle terminal may acquire map data in the vicinity of the position at the previous moment from the high-precision map data, thereby obtaining information on a local lane line of the vehicle in the vicinity of the position at the previous moment.
In practical application, the vehicle-mounted terminal may obtain the information of the local lane line near the last-moment position in the high-precision map, where the information may include a position of the lane line, a color of the lane line, and a line type of the lane line. The position of the lane line may include coordinates of respective lane line points belonging to the lane line, the color of the lane line may include yellow, white, etc., for example, and the line type of the lane line may include a broken line lane line, a solid line lane line, etc., for example.
The vehicle-mounted terminal may obtain information of a lane line at a preset distance from the last-moment position, for example, if a distance from the last-moment position of a lane line is less than a preset distance, for example, 50 meters, the vehicle-mounted terminal may obtain the information of the lane line.
Specifically, the lane line stored in the high-precision map may be a section of line, and the vehicle-mounted terminal may acquire information of the complete section of lane line and may also acquire information of a part of the lane line. For example, information of a portion of a lane line whose distance from the last position is smaller than a preset distance may be acquired.
And 103, acquiring the real-time speed of the vehicle, determining the driving information of the vehicle according to the information of the local lane lines and the real-time speed, and determining the driving track of the vehicle according to the driving information, wherein the driving track is used for determining the position of the vehicle.
Further, the vehicle-mounted terminal can also acquire the real-time speed of the vehicle and determine the driving track of the vehicle according to the real-time speed of the vehicle and the information of the local lane line near the vehicle.
In practical application, the displacement of the vehicle in the same time is different when the vehicle speed is different, so that the vehicle-mounted terminal can determine the displacement of the vehicle according to the real-time speed of the vehicle.
The vehicle-mounted terminal can obtain the driving information of the vehicle by performing integral processing on the curve equation of the local lane line. In this way, the travel information of the vehicle can be accurately determined based on the lane line equation.
Specifically, the vehicle-mounted terminal may obtain a real-time speed of each frame, and may further determine a displacement value between the obtained real-time speeds of the two frames according to a time difference between the frames. The vehicle-mounted terminal can also obtain an equation of a lane line closest to the vehicle, and perform integral processing on the lane line equation, and when the obtained integral distance length is the same as the displacement value, the vehicle-mounted terminal can obtain the driving information of the vehicle, wherein the driving information specifically comprises longitudinal displacement, transverse displacement and course angle increment of the vehicle.
Further, the accumulated lateral displacement of the vehicle within the preset time period may be determined, and if the accumulated lateral displacement is large, the driving direction of the vehicle may be considered to be deviated from the direction of the lane line itself, in which case, the driving track of the vehicle may be determined based on the driving direction and the driving information of the vehicle. If the accumulated lateral displacement is not large, the driving direction of the vehicle is not considered to be deviated from the direction of the lane line, and at this time, the vehicle-mounted terminal can determine the driving track of the vehicle from the last moment to the current moment according to the last moment position of the vehicle and the current driving information.
The vehicle heading angle generally refers to an included angle between the vehicle mass center speed and a vehicle transverse axis under a ground coordinate system.
Fig. 2 is a schematic diagram illustrating determination of a driving trajectory of a vehicle according to an exemplary embodiment of the present disclosure.
As shown in fig. 2, the previous time position of the vehicle is P, and the driving information of the vehicle from the previous time to the current time can be determined according to the current real-time speed of the vehicle, so as to generate the driving track L from the previous time to the current time.
After that, the vehicle-mounted terminal can also determine the current position P1 of the vehicle according to the position P and the running track L at the last moment.
The method for determining the driving track provided by the present disclosure comprises the following steps: the method comprises the steps of obtaining the confidence coefficient of a positioning result output by an integrated navigation system arranged in a vehicle, and obtaining the last-moment position and high-precision map data of the vehicle if the confidence coefficient represents that the positioning result is invalid; determining the information of the local lane line according to the last-moment position and the high-precision map data; the real-time speed of the vehicle is obtained, the driving information of the vehicle is determined according to the information of the local lane lines and the real-time speed, and the driving track of the vehicle is determined according to the driving information. According to the method for determining the driving track, when the positioning result output by the integrated navigation system fails, the driving track of the vehicle can be deduced for a long time by combining the vehicle speed and the lane lines in the high-precision map, so that the current position of the vehicle can be deduced according to the driving track.
Fig. 3 is a flowchart illustrating a method of determining a travel track according to another exemplary embodiment of the present disclosure.
As shown in fig. 3, the present disclosure provides a method for determining a driving trajectory, including:
Step 301 is similar to the implementation manner of the related content in step 101, and is not described again.
If the confidence level characterization positioning result is invalid, step 302 is executed, and if the confidence level characterization positioning result is valid, step 317 is executed.
And 302, if the confidence coefficient representation positioning result is invalid, acquiring the last-moment position of the vehicle and high-precision map data.
Step 302 is similar to the implementation manner of the related content in step 101, and is not described again.
And step 303, acquiring lane line information with the distance from the last-moment position of the vehicle to the last-moment position smaller than a preset value from the high-precision map data according to the last-moment position of the vehicle.
The vehicle-mounted terminal can acquire the information of the lane line near the position on the vehicle at the moment in the high-precision map data. Because the positioning result output by the combined navigation system at the current moment is not accurate enough, the lane line information can be obtained based on the position of the vehicle at the last moment.
Specifically, a preset value may be preset, and if the distance between the lane line and the last-moment position is smaller than the preset value, it may be considered that the lane line is near the vehicle, and at this time, information of the lane line may be acquired.
And step 304, generating a local lane line map according to the acquired lane line information.
Further, the vehicle-mounted terminal may further generate a local lane line map, and the local lane line map may include location information of each local lane line. And the information such as line type, color and the like of each local lane line can be further included.
In actual application, the position information of each local lane line includes coordinates of each lane line point on the lane line.
And 305, determining a curve equation of each lane line in the local lane line map according to the position information of each lane line in the local lane line map and the last time position of the vehicle.
The vehicle-mounted terminal can process each lane line in the local lane line map to obtain a curve equation of each lane line.
Specifically, the local lane line map may include first coordinates of each lane line, which are coordinates of a coordinate system in the high-precision map. The vehicle-mounted terminal can also construct a vehicle body coordinate system according to the position of the vehicle at the last moment, and convert each first coordinate into a second coordinate in the vehicle body coordinate system according to the relative position of the first coordinate of each lane line point and the position at the last moment.
The vehicle-mounted terminal can also fit all the lane line points belonging to the same lane line based on the second coordinates of all the lane line points to obtain a curve equation of all the lane lines in the local lane line map
In practical application, the vehicle-mounted terminal can construct a vehicle body coordinate system according to the last moment position of the vehicle, acquire the coordinates of the lane line points in each lane line in the local lane lines, and convert the acquired coordinates of the lane line points into the vehicle body coordinate system.
And the vehicle-mounted terminal can fit to obtain a curve equation of each lane line in the local lane line map according to the coordinates of each lane line point after coordinate conversion. For example, a lane line may be fitted to a cubic curve x = a0+ a1 × y + a2 × y 2 +a3*y 3 Wherein x represents east and y represents north, i.e. obtaining the lane line equation. Since a0 is the distance between the vehicle and the lane line in the vehicle body coordinate system, the lane line index closest to the vehicle can be obtained according to the absolute value, and the lane line equation coefficient closest to the vehicle can also be obtained, namely the values of a0, a1, a2 and a3 are obtained.
In the solution provided in this embodiment, the information of the lane line may include an equation of the lane line, and may further include information of a color, a line type, and the like of the lane line in the local lane line map.
Specifically, the constructed curve equation of the lane line may include a distance parameter for characterizing the distance between the vehicle and the lane line, for example, a0 in the above equation represents the distance between the vehicle and the lane line. For example, at time t, a plurality of curve equations for the local lane lines may be determined from the last time position of the vehicle and the high-precision map data, and for each curve equation, there is a distance parameter for characterizing the distance between the vehicle and the lane line, so that the distance between the vehicle and each local lane line may be determined based on the distance parameter.
And step 306, determining the lane line with the closest vehicle distance according to the distance parameters included in the curve equation of each lane line.
Further, after the vehicle-mounted terminal determines the curve equation of each lane line, the lane line closest to the vehicle can be determined according to the distance parameters included in each equation. So that the running track of the vehicle can be deduced according to the lane line.
And 307, determining the displacement of the vehicle according to the real-time speed and the time difference between the time of the last position and the current time.
In actual application, the vehicle-mounted terminal may determine the position of the vehicle at each time, for example, if the time for obtaining the position at the last time is t, a time difference may be determined based on the time t and the current time, for example, if the current time is t1, the time difference is t-t1.
The vehicle-mounted terminal can determine the displacement of the vehicle from the previous moment to the current moment according to the real-time speed of the vehicle at the current moment and the determined time difference. For example, the time difference between two consecutive positions is Δ t, the real-time speed of the vehicle at the current time is v, and the displacement of the vehicle from the previous moment to the current time is Δ t × v.
And 308, determining the running information of the vehicle according to the displacement of the vehicle and the curve equation of the lane line closest to the vehicle.
Specifically, the in-vehicle terminal may determine a curve equation of a lane line closest to the vehicle according to a curve equation of a lane line constructed based on the vehicle body coordinate system, so that the travel information of the vehicle may be determined based on the lane line closest to the vehicle and the displacement of the vehicle traveling from the previous time to the current time.
Further, the vehicle-mounted terminal can perform integral processing on a curve equation of a lane line closest to the vehicle according to the displacement to obtain the transverse moving distance, the longitudinal moving distance and the course angle increment of the vehicle. The method can specifically use a lane line equation for integration, and the length of the integrated distance is consistent with the displacement value of the vehicle from the previous moment to the current moment, so that the transverse moving distance, the longitudinal moving distance and the course angle increment of the vehicle are obtained.
Step 309, superposing the transverse movement distance, the longitudinal movement distance and the course angle increment on the position of the vehicle at the last moment to obtain the position and the posture of the vehicle at the current moment, wherein the running track comprises the continuous position and the posture of the vehicle; the driving information comprises the transverse moving distance, the longitudinal moving distance and the course angle increment of the vehicle.
In practical application, after the driving information of the vehicle is determined, the vehicle-mounted terminal can superimpose the transverse moving distance, the longitudinal moving distance and the course angle increment on the position of the vehicle at the previous moment to obtain the position posture of the vehicle at the current moment.
The position of the vehicle at the current moment can be obtained by superposing the transverse moving distance, the longitudinal moving distance and the course angle increment on the basis of the position of the vehicle at the previous moment, and when the position of the vehicle at the next moment is determined, superposition can be carried out on the basis of the position of the current moment, so that the running tracks of the vehicle at a plurality of continuous moments can be obtained on the basis.
In an alternative embodiment, the position of the vehicle at the current moment can be determined according to the running track of the vehicle, and the position can be converted into a coordinate system in a high-precision map, so that the vehicle-mounted terminal can specify the control strategy of the vehicle based on the position after the coordinate conversion.
Fig. 4 is a schematic diagram illustrating the superposition of the driving information on the basis of the last-minute position according to an exemplary embodiment of the present disclosure.
As shown in fig. 4, the position of the vehicle at the previous moment is P, and the driving information of the vehicle from the previous moment to the current moment may include a longitudinal displacement y1, a lateral displacement x1, and a navigation angle increment α, so that y1, x1, α may be superimposed on the basis of the position P, thereby determining the driving track L of the vehicle from the previous moment to the current time.
Steps 310-312 may also be included after step 308.
And 310, determining the transverse deviation of the vehicle within the preset time length according to each course angle increment included in the running information within the preset time length.
The vehicle-mounted terminal can store the running information of the vehicle, and particularly can store each course angle increment of the vehicle. And when the lateral deviation of the vehicle needs to be determined, acquiring the course angle increment of the vehicle within a preset time length before the current time.
For example, a time window may be set, the length of the time window is the same as the preset duration, and the vehicle-mounted terminal may acquire the course angle increment in the time window before the current time, and determine the lateral displacement of the vehicle in the time window.
Specifically, the vehicle-mounted terminal may determine each course angle of the vehicle within the preset time period according to each course angle increment included in the driving information within the preset time period. For example, the heading angle of the vehicle at the current time can be determined according to the heading angle of the vehicle at the previous time and the heading angle increment of the vehicle from the previous time to the current time.
Further, the vehicle-mounted terminal can also store the vehicle speed of the vehicle at each moment, and the vehicle-mounted terminal can acquire each vehicle speed of the vehicle within a preset time length.
In practical application, the vehicle can determine the lateral deviation of the vehicle within the preset time length according to each course angle and each vehicle speed. The method comprises the steps of determining the displacement of a vehicle according to the speed of the vehicle and the time difference between adjacent moments, determining the transverse offset of the vehicle between every two adjacent moments by combining each course angle of the vehicle, and further obtaining the total transverse offset of the vehicle within a preset time length.
The lateral direction and the longitudinal direction may be determined according to the position and the posture of the vehicle at the start of the preset period of time, for example, the orientation of the vehicle at the start of the preset period of time may be taken as the longitudinal direction, and the direction perpendicular to the orientation may be the lateral direction.
The lateral deviation refers to the position of the vehicle at the tail end of the preset duration within the preset duration, and the lateral deviation of the vehicle can be determined according to the lateral deviation and the longitudinal deviation determined by the position posture of the vehicle at the start end of the preset duration compared with the lateral deviation of the position of the vehicle at the start end of the preset duration.
Fig. 5 is a schematic diagram illustrating determining a lateral offset in accordance with an exemplary embodiment of the present disclosure.
As shown in fig. 5, at the start time ts within the preset time period, the position and posture of the vehicle is shown as p1, and the direction a may be regarded as the lateral direction and the direction B may be regarded as the longitudinal direction. At the end time te within the preset time period, the position posture of the vehicle is as shown by p2, and the deviation of the positions of p1, p2 in the direction a can be determined as the lateral deviation of the vehicle within the preset time period.
And 311, if the lateral deviation is larger than the detection threshold, determining whether the vehicle changes the lane according to each course angle of the vehicle.
If the determined lateral deviation is larger than the detection threshold, the vehicle can be considered to have a lane change situation, and in this situation, the vehicle-mounted terminal can determine whether the vehicle changes the lane according to each course angle of the vehicle.
Specifically, if the lateral deviation is smaller than the detection threshold, it may be assumed that the vehicle is traveling straight, and the step of determining whether the vehicle has changed lanes need not be performed.
Further, the vehicle-mounted terminal can determine whether any one of the following conditions exists according to each course angle of the vehicle:
the curve running condition, the vehicle body aligning condition and the abnormal course angle exist;
if the vehicle lane change is not detected, the vehicle lane change is determined.
If the lateral deviation of the vehicle is greater than the detection threshold value within the preset time period, the vehicle may be changing lanes, the vehicle may be running on a curve, the vehicle body may be returning, and if an abnormal heading angle exists, it may be determined that the lateral deviation of the vehicle within the preset time period is large. Therefore, it is necessary to distinguish between these situations so that the in-vehicle terminal can accurately recognize the lane change situation of the vehicle.
In practical application, if the angle difference between the lane line closest to the vehicle and the vehicle body direction is greater than the curve angle threshold value and the angle difference of the course angles of the vehicles at adjacent moments is smaller than the curve angle threshold value, determining that the vehicle is in a curve driving condition;
wherein the vehicle body direction is determined according to each heading angle.
Fig. 6 is a schematic view illustrating a vehicle driving according to an exemplary embodiment of the present disclosure.
As shown in fig. 6, when the vehicle travels on the road, the lane line closest to the vehicle is L from the position P1 to the position P2. When the vehicle is in the position P2, a first angle 61 between the vehicle body direction of the vehicle at the present time and the tangential direction of the start point of the lane line L may be determined, and a second angle 62 between the vehicle body direction of the vehicle and the tangential direction of the end point of the lane line L may also be determined.
If the difference between the first angle 61 and the second angle 62 is greater than the curve angle threshold, the lane line L may be considered as the curve lane line. Meanwhile, if the angle difference between the adjacent course angles within the preset time is smaller than the curve angle threshold, the vehicle can be considered to slowly change the course angle of the vehicle, and therefore the vehicle can be determined to be in the curve driving condition.
Specifically, if the angle difference between adjacent course angles within the preset time is greater than the curve angle threshold, it is determined that an abnormal course angle exists. For example, if the angle difference between any two adjacent heading angles is too large, it can be considered that an abnormal heading angle exists.
Further, if two times of continuous suspected lane changing of the vehicle are detected, the directions of the two times of suspected lane changing are opposite, and the time interval of the two times of suspected lane changing is smaller than the time of the vehicle body aligning window, the vehicle is determined to be the vehicle body aligning condition.
If the lane change conditions of two consecutive times are determined according to each heading angle of the vehicle, the lane change conditions of two times can be marked as suspected lane change, and therefore the lane change conditions of two times can be further determined to determine whether the lane change of two times is the lane change or the vehicle body return-to-right condition.
In practical application, the directions of the two suspected lane changes are opposite, and the time interval of the two suspected lane changes is smaller than the vehicle body aligning window time, so that the vehicle is determined to be in the vehicle body aligning condition.
For example, the lane changing direction of the vehicle can be determined according to the change condition of the heading angle of the vehicle, and then whether the two suspected lane changing directions are opposite or not is determined. The vehicle body aligning window time can be preset, and if the directions of the two suspected lane changes are opposite and the time interval is short, the vehicle can be considered to be aligning the vehicle body and not to change the lane.
In step 312, if the lane change of the vehicle is determined, the lane line closest to the vehicle is changed according to the lane change condition.
If the vehicle is determined to be actually changing lanes, the vehicle-mounted terminal can determine the lane line closest to the vehicle according to the lane changing direction of the vehicle.
Specifically, the lane line determined in step 306 may be updated.
Thereafter, the vehicle-mounted terminal may continue to determine the position of the vehicle according to the updated lane line, for example, step 308 may be performed based on the updated lane line. Therefore, the driving track of the vehicle is determined based on the updated lane line, and a more accurate driving track is obtained.
If the lane is not changed, the vehicle-mounted terminal can continuously determine the driving track of the vehicle according to the currently determined lane line closest to the vehicle.
Optionally, the scheme provided by the present disclosure may further include:
and step 313, acquiring an image output by a vision device arranged in the vehicle, and identifying the lane line in the image.
In an alternative embodiment, the vehicle-mounted terminal can also acquire an image output by a vision device of the vehicle. For example, a camera can be arranged in the vehicle, and then an environment image in front of the vehicle can be collected through the camera.
If a clear image can be shot through the camera, the vehicle-mounted terminal can process the image, so that the transverse movement distance in the driving information is corrected, and the driving track of the vehicle is determined more accurately.
The in-vehicle terminal may determine whether the image output by the vision device is valid, and if the image is valid, step 313 may be executed.
Specifically, the vehicle-mounted terminal may identify a lane line in an image acquired at the current time, for example, a lane line identification algorithm may be set in the vehicle-mounted terminal, and the vehicle-mounted terminal may process an image output by the visual device based on the identification algorithm, so as to determine the lane line included in the image.
And step 314, acquiring lane line information from the high-precision map data from the view angle of the vehicle according to the driving information.
Furthermore, the vehicle-mounted terminal can determine the position of the vehicle according to the determined driving information of the vehicle, and can acquire lane line information from a high-precision map from the perspective of the position of the vehicle. For example, if the in-vehicle terminal determines that the vehicle is located at the position P, the in-vehicle terminal may acquire the lane line information from the high-precision map from the viewpoint of the position P.
And step 315, determining the actual position of the vehicle according to the information of the lane line in the image and the information of the lane line acquired from the high-precision map data.
In practical application, the vehicle-mounted terminal can compare the lane lines in the image with the lane line information obtained from the high-precision map, so that the determined transverse moving distance can be corrected based on the comparison result. The comparison result may include, for example, a line type comparison result, a lane line color comparison result, and the like.
The vehicle-mounted terminal can also determine the actual position of the vehicle based on the comparison result of the lane lines.
In one embodiment, the lateral displacement of the vehicle may be adjusted, and lane line information may be retrieved from the high-precision map based on the updated displacement such that the lane line information in the image coincides with the retrieved lane line information.
In another embodiment, the vehicle-mounted terminal may determine the candidate position in each lane according to the position of the vehicle at the previous moment, for example, the candidate position in each lane may be determined according to the distance from the position at the previous moment to lane lines on both sides of the lane to which the vehicle belongs; the proportion of the distance from the position at the last moment to the lane lines at the two sides of the lane at the last moment is the same as the proportion of the distance from the candidate position to the lane lines at the two sides of the lane to which the candidate position belongs. For example, if the distance ratio between the position at the previous time and the left lane line and the right lane line is 2.
During actual application, the vehicle-mounted terminal can also determine the probability of the vehicle in each candidate position according to the lane lines in the image and the lane lines in the high-precision map data; the actual position of the vehicle is thus determined from the probabilities.
Wherein the probability for each candidate location may be determined based on:
p(P candidate |obs)＝η·p(obs|P candidate )·p(P candidate )
＝η·p(Obs type ，Obs color |HD type ，HD color )·p(P candidate )
＝η·p(Obs type |HD type )·p(Obs color |HD color )·p(P candidate )
p(P candidate | obs) is used for representing that the lane line information in the image is obs, the candidate position P is candidate η is the probability of the actual position, and is the normalization coefficient. P (obs | P) candidate ) For indicating that the vehicle is located at P candidate When the vehicle vision apparatus outputs the probability that the lane line information in the image is obs, P (P) candidate ) For characterizing the position P of the vehicle-mounted terminal candidate Determining the probability, p (Obs), of being a candidate location type ，Obs color |HD type ，HD color ) Method for representing acquired lane line information as HD in high-precision map type ，HD color When the lane line information in the image is Obs type ，Obs color The probability of (c). p (Obs) type |HD type ) The type of the obtained lane line is represented as HD in a high-precision map type When the lane line type in the image is Obs type Probability of (i), p (Obs) color |HD color ) For characterizing the acquired lane line color as HD in high-precision maps color When the lane line information in the image is Obs color The probability of (c).
In step 316, the lateral movement distance is updated according to the actual position.
The candidate position with the highest probability value can be used as the actual position of the vehicle, and the transverse moving distance of the vehicle can be updated according to the actual position, so that the more accurate transverse moving distance of the vehicle from the last moment to the current time can be obtained.
Specifically, after the lateral movement distance is updated, the vehicle-mounted terminal can update the position and the posture of the vehicle at the current moment according to the updated lateral movement distance, so that a more accurate positioning result is obtained.
And 317, if the confidence coefficient represents that the positioning result is effective, acquiring preset vehicle speed compensation information and course angle change rate compensation information.
Further, if the confidence of the positioning result obtained by the vehicle-mounted terminal indicates that the positioning result is valid, the vehicle-mounted terminal may correct the positioning result based on the preset compensation information, and specifically may obtain the preset vehicle speed compensation information and the preset course angle change rate compensation information.
In practical application, the corresponding relation between the vehicle speed and the vehicle speed compensation information can be preset, and the corresponding relation between the vehicle speed and the course angle change rate compensation information can also be set.
Due to various reasons, a vehicle body sensor of the automatic driving vehicle can output vehicle speed data and course angle change rate data with noise, and fixed errors of the sensor data can be calculated through analysis under the condition that influence condition factors caused by random errors are ignored. Therefore, the corresponding relation between the vehicle speed and the vehicle speed compensation information can be preset, and the corresponding relation between the vehicle speed and the course angle change rate compensation information can also be set.
And step 318, acquiring the real-time speed of the vehicle, and compensating the real-time speed by using preset vehicle speed compensation information to obtain the compensated vehicle speed.
The vehicle-mounted terminal can acquire the real-time speed of the vehicle, acquire a speed compensation value corresponding to the real-time speed based on preset vehicle speed compensation information, and then can compensate the acquired real-time speed by using the speed compensation value, so that the compensated vehicle speed is obtained.
Step 319, obtaining the course angle change rate of the vehicle, and compensating the course angle change rate by using the preset course angle change rate compensation information to obtain the compensated course angle change rate.
Specifically, the preset course angle change rate compensation information may include corresponding information of the speed and the course angle change rate compensation value, so that the vehicle-mounted terminal may obtain the corresponding course angle change rate compensation value based on the real-time speed, and further compensate the course angle change rate of the vehicle by using the course angle change rate compensation value.
And step 320, determining the running track of the vehicle according to the compensated vehicle speed and the compensated course angle change rate.
Furthermore, the vehicle-mounted terminal can acquire the last-moment position of the vehicle, and determine the driving track of the vehicle by using the compensated vehicle speed and the compensated course angle change rate. Specifically, the displacement of the vehicle from the position of the last moment to the current moment can be determined according to the compensated vehicle speed and the compensated course angle change rate, and the displacement of the vehicle can be superposed on the position of the last moment to obtain the running track of the vehicle.
Fig. 7 is a block diagram illustrating an apparatus for determining a travel track according to an exemplary embodiment of the present application.
As shown in fig. 7, the apparatus 700 for determining a driving trajectory according to the present embodiment includes:
an obtaining unit 710 configured to obtain a confidence of a positioning result output by an integrated navigation system provided in a vehicle;
the obtaining unit 710 is further configured to obtain a last-time position of the vehicle and high-precision map data if the confidence level represents that the positioning result is invalid;
a local lane determining unit 720, configured to determine information of a local lane line according to the last-moment position and the high-precision map data;
the obtaining unit 710 is further configured to obtain a real-time speed of the vehicle;
a track determining unit 730, configured to determine driving information of a vehicle according to the information of the local lane line and the real-time speed, and determine a driving track of the vehicle according to the driving information, where the driving track is used to determine a position of the vehicle.
The device for determining the driving track provided by the application is similar to the embodiment shown in fig. 1, and is not described again.
Fig. 8 is a block diagram illustrating an apparatus for determining a travel track according to another exemplary embodiment of the present application.
As shown in fig. 8, on the basis of the foregoing embodiment, in the apparatus for determining a driving track provided in this embodiment, optionally, the local lane determining unit 720 includes:
a lane line obtaining module 721, configured to obtain, from the high-precision map data, lane line information whose distance from the last-moment position of the vehicle is smaller than a preset value according to the last-moment position of the vehicle;
the local map generation module 722 is configured to generate a local lane line map according to the acquired information of the lane line;
an equation building module 723, configured to determine a curve equation of each lane line in the local lane line map according to the position information of each lane line in the local lane line map and the position of the vehicle at the previous time.
Optionally, the equation building module 723 is specifically configured to:
converting the first coordinates of the lane line points into second coordinates in a vehicle body coordinate system according to the first coordinates of the lane line points included in the lane lines in the local lane line map and the last moment position of the vehicle; wherein the first coordinate is a coordinate in a coordinate system in the high-precision map;
and fitting the lane line points belonging to the same lane line based on the second coordinates of the lane line points to obtain a curve equation of each lane line in the local lane line map.
Optionally, the curve equation of the lane line includes a distance parameter for characterizing a distance between the vehicle and the lane line;
the local lane determination unit 720 is further configured to:
and determining the lane line with the closest vehicle distance according to the distance parameters included in the curve equation of each lane line.
Optionally, the information of the local lane line includes a curve equation of the lane line;
the trajectory determination unit 730 includes:
a displacement determining module 731, configured to determine the displacement of the vehicle according to the real-time speed, the time difference between the time of the last-moment position and the current time;
the driving information determining module 732 is configured to determine the driving information of the vehicle according to the displacement of the vehicle and a curve equation of a lane line closest to the vehicle.
Optionally, the driving information determining module 732 is specifically configured to:
and performing integral processing on a curve equation of a lane line closest to the vehicle according to the displacement to obtain the transverse moving distance, the longitudinal moving distance and the course angle increment of the vehicle.
Optionally, the track determining unit 730 is specifically configured to:
and superposing the transverse moving distance, the longitudinal moving distance and the course angle increment on the position of the vehicle at the last moment to obtain the position and the posture of the vehicle at the current moment, wherein the running track comprises the continuous position and the posture of the vehicle.
Optionally, the driving information includes a heading angle increment of the vehicle;
the apparatus further comprises a lane line update unit 740 for:
determining the lateral deviation of the vehicle within a preset time length according to each course angle increment included in the running information within the preset time length;
if the lateral deviation is larger than a detection threshold value, determining whether the vehicle changes lanes or not according to each course angle of the vehicle;
and if the lane change of the vehicle is determined, changing the lane line closest to the vehicle according to the lane change condition.
Optionally, the lane line updating unit 740 is specifically configured to:
determining each course angle of the vehicle within a preset time according to each course angle increment included in the driving information within the preset time;
acquiring each vehicle speed of the vehicle within a preset time length;
and determining the lateral deviation of the vehicle within a preset time length according to each course angle and each vehicle speed.
Optionally, the lane line updating unit 740 is specifically configured to:
determining whether any one of the following conditions exists according to each course angle of the vehicle:
the method comprises the following steps of (1) performing curve running condition, vehicle body aligning condition and abnormal course angle;
and if the vehicle does not exist, determining that the vehicle is changing lanes.
Optionally, if an angle difference between a first angle between a vehicle body direction of the vehicle and a tangential direction of a starting point of a lane line closest to the vehicle and a second angle between the vehicle body direction of the vehicle and a tangential direction of a terminal point of the lane line closest to the vehicle is greater than a curve angle threshold at the current moment, and an angle difference between adjacent course angles within the preset time period is smaller than the curve angle threshold, determining that the vehicle is in a curve driving condition;
wherein the body direction is determined according to each of the heading angles.
Optionally, if an angle difference between a first angle between a vehicle body direction of the vehicle and a tangential direction of a starting point of a lane line closest to the vehicle at the current moment and a second angle between the vehicle body direction of the vehicle and a tangential direction of a terminal point of the lane line closest to the vehicle is greater than a curve angle threshold, and an angle difference between adjacent course angles within the preset time period is greater than the curve angle threshold, determining that an abnormal course angle exists;
wherein the body direction is determined according to each of the heading angles.
Optionally, if it is detected that the vehicle has two consecutive suspected lane changes, the directions of the two suspected lane changes are opposite, and the time interval between the two suspected lane changes is smaller than the time of the vehicle body aligning window, it is determined that the vehicle is in the vehicle body aligning condition.
Optionally, the obtaining unit 710 is further configured to:
acquiring an image output by a visual device arranged in the vehicle, and identifying a lane line in the image;
acquiring lane line information from the high-precision map data from the view angle of the vehicle according to the driving information;
the trajectory determination unit 730 includes:
the comparison module 733 is configured to compare the information of the lane line in the image with the information of the lane line obtained in the high-precision map data to obtain a comparison result, and determine an actual position of the vehicle according to the comparison result;
an update module 734, configured to update the lateral movement distance according to the actual position;
correspondingly, the trajectory determination unit 730 is further configured to update the position and the posture of the vehicle at the current time according to the updated lateral movement distance.
Optionally, the alignment module 733 is specifically configured to:
determining candidate positions in each lane according to the last-moment position;
determining the probability of the vehicle at each candidate position according to the lane lines in the image and the lane lines in the high-precision map data;
and determining the actual position of the vehicle according to the probabilities.
Optionally, the alignment module 733 is specifically configured to: determining the candidate position in each lane according to the distance from the position at the last moment to lane lines on two sides of the lane to which the position belongs;
and the proportion of the distance from the position at the last moment to the lane lines at the two sides of the lane at the last moment is the same as the proportion of the distance from the candidate position to the lane lines at the two sides of the lane at the candidate position.
Optionally, the obtaining unit 710 is further configured to obtain preset vehicle speed compensation information and preset course angle change rate compensation information if the confidence coefficient represents that the positioning result is valid;
the apparatus further comprises a compensation unit 750 for:
acquiring the real-time speed of the vehicle, and compensating the real-time speed by using preset vehicle speed compensation information to obtain the compensated vehicle speed;
acquiring the course angle change rate of the vehicle, and compensating the course angle change rate by using preset course angle change rate compensation information to obtain the compensated course angle change rate;
the trajectory determination unit 730 is further configured to:
and determining the running track of the vehicle according to the compensated vehicle speed and the compensated course angle change rate.
The specific principle and implementation of the apparatus provided in this embodiment are similar to those of the embodiment shown in fig. 3, and are not described herein again.
Fig. 9 is a block diagram of an in-vehicle device according to an exemplary embodiment of the present application.
As shown in fig. 9, the present embodiment provides an in-vehicle apparatus including:
a memory 91;
a processor 92; and
a computer program;
wherein the computer program is stored in the memory 91 and configured to be executed by the processor 92 to implement any of the methods of determining a driving trajectory as described above.
The present embodiments also provide a computer-readable storage medium, having stored thereon a computer program,
the computer program is executed by a processor to implement any of the methods of determining a driving trajectory as described above.
The present embodiment also provides a computer program comprising a program code for performing any of the methods for determining a travel trajectory as described above when the computer program is run by a computer.
Those of ordinary skill in the art will understand that: all or a portion of the steps of implementing the above-described method embodiments may be performed by hardware associated with program instructions. The foregoing program may be stored in a computer-readable storage medium. When executed, the program performs steps comprising the method embodiments described above; and the aforementioned storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and these modifications or substitutions do not depart from the scope of the technical solutions of the embodiments of the present application.
Claims (10)
1. A method of determining a travel trajectory, comprising:
obtaining the confidence coefficient of a positioning result output by an integrated navigation system arranged in a vehicle, and obtaining the last-moment position and high-precision map data of the vehicle if the confidence coefficient represents that the positioning result is invalid;
determining the information of a local lane line according to the last moment position and the high-precision map data;
and acquiring the real-time speed of the vehicle, determining the driving information of the vehicle according to the information of the local lane line and the real-time speed, and determining the driving track of the vehicle according to the driving information, wherein the driving track is used for determining the position of the vehicle.
2. The method of claim 1, wherein determining information of a local lane line from the last minute position and the high precision map data comprises:
according to the last-moment position of the vehicle, acquiring lane line information of which the distance from the last-moment position is smaller than a preset value from the high-precision map data;
generating a local lane line map according to the acquired lane line information;
and determining a curve equation of each lane line in the local lane line map according to the position information of each lane line in the local lane line map and the last time position of the vehicle.
3. The method of claim 2, wherein determining a curve equation for each lane line in the local lane line map according to the position information of each lane line in the local lane line map and the last time position of the vehicle comprises:
converting the first coordinates of the lane line points into second coordinates in a vehicle body coordinate system according to the first coordinates of the lane line points included in the lane lines in the local lane line map and the last moment position of the vehicle; the first coordinate is a coordinate in a coordinate system in the high-precision map;
and fitting the lane line points belonging to the same lane line based on the second coordinates of the lane line points to obtain a curve equation of each lane line in the local lane line map.
4. The method of claim 3, wherein the curve equation of the lane line includes a distance parameter for characterizing a distance of the vehicle from the lane line;
the method further comprises the following steps:
and determining the lane line with the closest vehicle distance according to the distance parameters included in the curve equation of each lane line.
5. The method of claim 1, wherein the information of the local lane lines comprises a curve equation of the lane lines;
determining the driving information of the vehicle according to the information of the local lane line and the real-time speed, wherein the method comprises the following steps:
according to the real-time speed, obtaining the time difference between the time of the last moment position and the current time, and determining the displacement of the vehicle;
and determining the driving information of the vehicle according to the displacement of the vehicle and a curve equation of a lane line closest to the vehicle.
6. The method of claim 5, wherein determining the driving information of the vehicle according to the displacement of the vehicle and the curve equation of the lane line closest to the vehicle comprises:
according to the displacement, carrying out integral processing on a curve equation of a lane line closest to the vehicle to obtain the transverse moving distance, the longitudinal moving distance and the course angle increment of the vehicle;
correspondingly, determining the driving track of the vehicle according to the driving information comprises the following steps:
and superposing the transverse moving distance, the longitudinal moving distance and the course angle increment on the position of the vehicle at the last moment to obtain the position and the posture of the vehicle at the current moment, wherein the running track comprises the continuous position and the posture of the vehicle.
7. The method of claim 5, wherein the driving information includes a heading angle delta of the vehicle;
the method further comprises the following steps:
determining the lateral deviation of the vehicle within a preset time length according to each course angle increment included in the running information within the preset time length;
if the lateral deviation is larger than a detection threshold value, determining whether the vehicle changes the lane or not according to each course angle of the vehicle;
and if the lane change of the vehicle is determined, changing the lane line closest to the vehicle according to the lane change condition.
8. The method of claim 7, wherein determining whether the vehicle is changing lanes based on each of the heading angles of the vehicle comprises:
determining whether any of the following conditions exists according to each course angle of the vehicle:
the method comprises the following steps of (1) performing curve running condition, vehicle body aligning condition and abnormal course angle;
if the vehicle does not exist, determining that the vehicle is changing lanes;
if the angle difference between a first angle between the vehicle body direction of the vehicle and the tangential direction of the starting point of the lane line closest to the vehicle and a second angle between the vehicle body direction of the vehicle and the tangential direction of the end point of the lane line closest to the vehicle is greater than a curve angle threshold value at the current moment, and the angle difference between adjacent course angles in the preset time length is smaller than the curve angle threshold value, determining that the vehicle is in a curve driving condition; if the angle difference between a first angle between the vehicle body direction of the vehicle and the tangential direction of the starting point of the lane line closest to the vehicle and a second angle between the vehicle body direction of the vehicle and the tangential direction of the end point of the lane line closest to the vehicle at the current moment is greater than the curve angle threshold value, and the angle difference between adjacent course angles within the preset duration is greater than the curve angle threshold value, determining that an abnormal course angle exists;
wherein the body direction is determined from each of the heading angles;
and if the vehicle is detected to be in the lane changing condition twice continuously, the two lane changing directions are opposite, and the time interval of the two lane changing directions is smaller than the time of the vehicle body aligning window, determining that the vehicle is in the vehicle body aligning condition.
9. The method of claim 6, further comprising:
acquiring an image output by a visual device arranged in the vehicle, and identifying a lane line in the image;
acquiring lane line information from the high-precision map data from the view angle of the vehicle according to the position of the last moment;
determining the actual position of the vehicle according to the information of the lane lines in the image and the information of the lane lines acquired from the high-precision map data;
updating the transverse moving distance according to the actual position;
and correspondingly, updating the position and the posture of the vehicle at the current moment according to the updated transverse moving distance.
10. The method according to any one of claims 1 to 9,
if the confidence coefficient represents that the positioning result is effective, acquiring preset vehicle speed compensation information and course angle change rate compensation information;
acquiring the real-time speed of the vehicle, and compensating the real-time speed by using preset vehicle speed compensation information to obtain the compensated vehicle speed;
acquiring the course angle change rate of the vehicle, and compensating the course angle change rate by using preset course angle change rate compensation information to obtain the compensated course angle change rate;
and determining the running track of the vehicle according to the compensated vehicle speed and the compensated course angle change rate.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116453346A (en) * | 2023-06-20 | 2023-07-18 | 山东高速信息集团有限公司 | Vehicle-road cooperation method, device and medium based on radar fusion layout |
| CN117818665A (en) * | 2024-03-05 | 2024-04-05 | 智道网联科技(北京)有限公司 | Automatic driving vehicle control method and device, electronic equipment and storage medium |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116453346A (en) * | 2023-06-20 | 2023-07-18 | 山东高速信息集团有限公司 | Vehicle-road cooperation method, device and medium based on radar fusion layout |
| CN116453346B (en) * | 2023-06-20 | 2023-09-19 | 山东高速信息集团有限公司 | Vehicle-road cooperation method, device and medium based on radar fusion layout |
| CN117818665A (en) * | 2024-03-05 | 2024-04-05 | 智道网联科技(北京)有限公司 | Automatic driving vehicle control method and device, electronic equipment and storage medium |
| CN117818665B (en) * | 2024-03-05 | 2024-05-31 | 智道网联科技(北京)有限公司 | Automatic driving vehicle control method and device, electronic equipment and storage medium |
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