CN117433546A

CN117433546A - Lane positioning method, vehicle and storage medium

Info

Publication number: CN117433546A
Application number: CN202210822630.1A
Authority: CN
Inventors: 张�浩
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Technologies Co Ltd
Priority date: 2022-07-12
Filing date: 2022-07-12
Publication date: 2024-01-23

Abstract

The application provides a lane positioning method, a vehicle and a storage medium, and relates to the field of intelligent vehicles, wherein the method comprises the following steps: acquiring first information, wherein the first information comprises yaw rate of a first vehicle, wheel speed of the first vehicle, vehicle speed of the first vehicle and distance between left and right wheels of the first vehicle, and the wheel speed is wheel angular speed or wheel linear speed; calculating and obtaining a longitudinal displacement offset rate of the first vehicle based on the first information, wherein the longitudinal displacement offset rate is used for representing the displacement offset rate in the direction perpendicular to the lane, and the displacement offset rate is used for representing the tendency of vehicle displacement; lane positioning is performed on the first vehicle based on the longitudinal displacement offset rate of the first vehicle. The method provided by the embodiment of the application is beneficial to improving the positioning capability of the lane.

Description

Lane positioning method, vehicle and storage medium

Technical Field

The application relates to the field of intelligent vehicles, in particular to a lane positioning method, a vehicle and a storage medium.

Background

Along with popularization of intelligent internet of vehicles, intelligent application scenes such as intelligent auxiliary driving are used more and more frequently on vehicles. However, when using these smart application scenarios, accurate positioning of the vehicle is critical to achieving the smart application scenarios. The lane positioning is one of the primary targets for positioning the vehicle, and accurately identifying the lane where the vehicle is located is the basis for executing subsequent intelligent response and decision on the vehicle, and not only comprises predicting the behavior of the vehicle, but also predicting the behavior of surrounding vehicles. If the lane positioning judgment is wrong, the response of the vehicle is wrong, for example, the collision early warning is wrong in the lane, the red light judgment early warning is wrong at the intersection, and the like.

At present, lane positioning of a vehicle is usually realized through a high-precision map and a high-precision positioning algorithm, the vehicle is required to have strong computing power in the current lane positioning mode, enterprises need to develop the high-precision map at a great deal of cost, and users also need to purchase the high-precision map with high price and subscribe to the high-price vehicle positioning service. Therefore, how to realize low-cost and simple lane positioning is a problem that needs to be solved in the current industry.

Disclosure of Invention

The application provides a lane positioning method, a vehicle and a storage medium, which are beneficial to improving the positioning capability of lanes.

In a first aspect, the present application provides a lane positioning method applied to a first vehicle, including:

acquiring first information, wherein the first information comprises yaw rate of a first vehicle, wheel speed of the first vehicle, vehicle speed of the first vehicle and distance between left and right wheels of the first vehicle, and the wheel speed is wheel angular speed or wheel linear speed; calculating and obtaining a longitudinal displacement offset rate of the first vehicle based on the first information, wherein the longitudinal displacement offset rate is used for representing the displacement offset rate in the direction perpendicular to the lane, and the displacement offset rate is used for representing the tendency of vehicle displacement; lane positioning is performed on the first vehicle based on the longitudinal displacement offset rate of the first vehicle.

According to the vehicle displacement bias rate obtained through calculation of the vehicle condition information of the vehicle body collected by the vehicle, the driving tendency of the vehicle in the driving process can be determined according to the displacement bias rate, so that the lane where the vehicle is located can be rapidly and simply determined under the condition that the vehicle is not dependent on a high-precision map and a high-precision positioning algorithm, the vehicle does not need to have strong calculation capability, a user does not need to order an expensive vehicle positioning service package, and further the expenditure of enterprises and users can be saved.

In one possible implementation manner, the method further includes:

receiving second information sent by one or more second vehicles, wherein the second information comprises yaw rate of the one or more second vehicles, wheel speed of the one or more second vehicles, speed of the one or more second vehicles and distance between left and right wheels of the one or more second vehicles; the wheel speed is the wheel angular speed or the wheel linear speed;

calculating and obtaining longitudinal displacement bias rates of one or more second vehicles based on the second information;

the one or more second vehicles are lane positioned based on the longitudinal displacement offset rate of the one or more second vehicles.

The lane positioning method and the lane positioning device can achieve lane positioning of surrounding vehicles.

In one possible implementation, the longitudinal displacement bias rate is determined by a first directional displacement and a second directional displacement, wherein,

the first direction is the left direction perpendicular to the lane direction, and the second direction is the right direction perpendicular to the lane direction; or alternatively, the first and second heat exchangers may be,

the first direction is the right direction perpendicular to the lane direction, and the second direction is the left direction perpendicular to the lane direction.

In one possible implementation manner, the determination of the longitudinal displacement bias rate by the first direction displacement and the second direction displacement specifically includes:

collecting first direction displacement and second direction displacement of a plurality of periods;

the longitudinal displacement bias rate is determined based on a first direction cumulative displacement obtained by counting the first direction displacements of the plurality of cycles and a second direction cumulative displacement obtained by counting the second direction displacements of the plurality of cycles.

According to the method and the device, the longitudinal displacement offset rate is determined by counting the displacement of a plurality of periods, so that lane positioning can be performed more accurately.

In one possible implementation manner, the lane positioning of the first vehicle based on the longitudinal displacement bias rate of the first vehicle includes:

If the longitudinal displacement offset rate of the first vehicle is in a preset first value interval, determining that the first vehicle is in a left lane;

if the longitudinal displacement offset rate of the first vehicle is in a preset second value interval, determining that the first vehicle is in a middle lane;

and if the longitudinal displacement offset rate of the first vehicle is in the preset third value interval, determining that the first vehicle is on the right lane.

In one possible implementation manner, before the lane positioning of the first vehicle based on the longitudinal displacement bias rate of the first vehicle, the method further includes:

it is determined whether the first vehicle is traveling on a non-curved road surface and is not turning based on the speed and the turning radius of the first vehicle.

According to the method and the device, the accuracy of positioning the lane can be improved through judging the current driving road surface of the first vehicle.

In one possible implementation, the determining whether the first vehicle is traveling on a non-curved road surface and is not turning based on the speed and the turning radius of the first vehicle includes:

when the first vehicle is traveling at the first speed, if the turning radius is greater than or equal to a preset threshold corresponding to the first speed, it is determined that the first vehicle is traveling on a non-curved road surface and is not turning.

In a second aspect, the present application provides a lane positioning apparatus comprising one or more functional modules for implementing the lane positioning method according to the first aspect.

In a third aspect, the present application provides a first vehicle comprising: a processor and a memory for storing a computer program; the processor is configured to run the computer program to implement the lane positioning method according to the first aspect.

In a fourth aspect, the present application provides a computer readable storage medium having a computer program stored therein, which when run on a processor of a first vehicle causes the first vehicle to implement the lane positioning method according to the first aspect.

In a fifth aspect, the present application provides a computer program which, when run on a processor of a first vehicle, causes the first vehicle to perform the lane positioning method of the first aspect.

In one possible design, the program in the fifth aspect may be stored in whole or in part on a storage medium packaged with the processor, or in part or in whole on a memory not packaged with the processor.

Drawings

Fig. 1 is an application scenario architecture diagram provided in an embodiment of the present application;

fig. 2 is a schematic structural diagram of a vehicle according to an embodiment of the present application;

FIG. 3 is a flow chart of one embodiment of a lane positioning method provided herein;

fig. 4 is a schematic diagram of first information provided in an embodiment of the present application;

FIG. 5 is a schematic view of a first direction displacement provided in an embodiment of the present application;

FIG. 6 is a schematic diagram of one embodiment of a lane positioning method provided herein;

FIG. 7 is a flow chart of another embodiment of a lane positioning method provided in the present application;

FIG. 8 is a schematic view of another embodiment of a lane positioning method provided in the present application;

fig. 9 is a schematic structural diagram of a lane positioning device according to an embodiment of the present application.

Detailed Description

In the embodiment of the present application, unless otherwise specified, the character "/" indicates that the front-rear association object is one or a relationship. For example, A/B may represent A or B. "and/or" describes an association relationship of an association object, meaning that three relationships may exist. For example, a and/or B may represent: a exists alone, A and B exist together, and B exists alone.

It should be noted that the terms "first," "second," and the like in the embodiments of the present application are used for distinguishing between description and not necessarily for indicating or implying a relative importance or number of features or characteristics that are indicated, nor does it imply a sequential order.

In the embodiments of the present application, "at least one" means one or more, and "a plurality" means two or more. Furthermore, "at least one item(s)" below, or the like, refers to any combination of these items, and may include any combination of single item(s) or plural items(s). For example, at least one (one) of A, B or C may represent: a, B, C, a and B, a and C, B and C, or A, B and C. Wherein each of A, B, C may itself be an element or a collection comprising one or more elements.

In this application embodiments, "exemplary," "in some embodiments," "in another embodiment," etc. are used to indicate an example, instance, or illustration. Any embodiment or design described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments or designs. Rather, the term use of an example is intended to present concepts in a concrete fashion.

"of", "corresponding" and "corresponding" in the embodiments of the present application may be sometimes used in combination, and it should be noted that the meaning to be expressed is consistent when the distinction is not emphasized. In the embodiments of the present application, communications and transmissions may sometimes be mixed, and it should be noted that, when the distinction is not emphasized, the meaning expressed is consistent. For example, a transmission may include sending and/or receiving, either nouns or verbs.

The equal to that relates to in this application embodiment can be with being greater than even using, is applicable to the technical scheme that adopts when being greater than, also can be with being less than even using, is applicable to the technical scheme that adopts when being less than. It should be noted that when the number is equal to or greater than the sum, the number cannot be smaller than the sum; when the value is equal to or smaller than that used together, the value is not larger than that used together.

Based on the above problems, the embodiment of the application provides a lane positioning method, which is applied to a vehicle, and the displacement offset rate of the vehicle is obtained through the calculation of the vehicle condition information of the vehicle body acquired by the vehicle, so that the driving tendency of the vehicle in the driving process can be determined according to the displacement offset rate, the lane where the vehicle is positioned can be rapidly and simply determined without depending on a high-precision map and a high-precision positioning algorithm, the vehicle does not need to have strong calculation capability, and a user does not need to order an expensive vehicle positioning service package, so that the expenditure of enterprises and users can be saved.

The lane positioning method provided in the embodiment of the present application will now be described with reference to fig. 1 to 8.

Fig. 1 is an application scenario architecture diagram provided in an embodiment of the present application. As shown in fig. 1, the application scenario includes a first vehicle and a second vehicle. The first vehicle and the second vehicle are vehicles with wireless communication function, and the number of the second vehicles can be one or more. It will be appreciated that the first vehicle and the one or more second vehicles may communicate via wireless technologies such as wireless fidelity (wireless fidelity, wi-Fi), bluetooth (BT), vehicle-to-anything (vehicle to everything, V2X), ultra Wide Band (UWB), and cellular network, but the present application is not limited to the embodiments, and the wireless communication technology between the first vehicle and the second vehicle is not particularly limited.

Fig. 2 is a schematic structural diagram of a vehicle 200 according to an embodiment of the present application, where the vehicle 200 may be a first vehicle or a second vehicle. As shown in fig. 2, the vehicle 200 includes a processor 210, a memory 220, an antenna 1, an antenna 2, a mobile communication module 230, a wireless communication module 240, a sensor 250, and a body control module (body control module, BCM) 260.

It is to be understood that the illustrated construction of the embodiment of the present invention does not constitute a specific limitation on the vehicle 200. In other embodiments of the present application, vehicle 200 may include more or fewer components than shown, or certain components may be combined, or certain components may be split, or different arrangements of components. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

Processor 210 may include one or more processing units such as, for example: the processor 210 may include an application processor (application processor, AP), a modem processor, a graphics processor (graphics processing unit, GPU), an image signal processor (image signal processor, ISP), a controller, a video codec, a digital signal processor (digital signal processor, DSP), a baseband processor, and/or a neural network processor (neural-network processing unit, NPU), etc. Wherein the different processing units may be separate devices or may be integrated in one or more processors.

The controller can generate operation control signals according to the instruction operation codes and the time sequence signals to finish the control of instruction fetching and instruction execution.

A memory may also be provided in the processor 210 for storing instructions and data. In some embodiments, the memory in the processor 210 is a cache memory. The memory may hold instructions or data that the processor 210 has just used or recycled. If the processor 210 needs to reuse the instruction or data, it may be called directly from the memory. Repeated accesses are avoided and the latency of the processor 210 is reduced, thereby improving the efficiency of the system.

Memory 220 may be used to store computer executable program code that includes instructions. The memory 220 may include a stored program area and a stored data area. The storage program area may store an application program (such as a sound playing function, an image playing function, etc.) required for at least one function of the operating system, etc. The stored data area may store data (e.g., vehicle speed, wheel speed, etc.) recorded during use of the vehicle 200, and the like. In addition, the memory 220 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, a general-purpose flash memory, and the like. The processor 210 performs various functional applications of the vehicle 200 and data processing by executing instructions stored in the memory 220 and/or instructions stored in a memory provided in the processor.

The wireless communication function of the vehicle 200 may be implemented by the antenna 1, the antenna 2, the mobile communication module 230, the wireless communication module 240, the modem processor, the baseband processor, and the like.

The antennas 1 and 2 are used for transmitting and receiving electromagnetic wave signals. Each antenna in the vehicle 200 may be used to cover a single or multiple communication bands. Different antennas may also be multiplexed to improve the utilization of the antennas. For example: the antenna 1 may be multiplexed into a diversity antenna of a wireless local area network. In other embodiments, the antenna may be used in conjunction with a tuning switch.

The mobile communication module 230 may provide a solution for wireless communication including 2G/3G/4G/5G or the like applied on the vehicle 200. The mobile communication module 230 may include at least one filter, switch, power amplifier, low noise amplifier (low noise amplifier, LNA), etc. The mobile communication module 230 may receive electromagnetic waves from the antenna 1, perform processes such as filtering, amplifying, and the like on the received electromagnetic waves, and transmit the processed electromagnetic waves to the modem processor for demodulation. The mobile communication module 230 can amplify the signal modulated by the modem processor, and convert the signal into electromagnetic waves through the antenna 1 to radiate. In some embodiments, at least some of the functional modules of the mobile communication module 230 may be disposed in the processor 210. In some embodiments, at least some of the functional modules of the mobile communication module 230 may be provided in the same device as at least some of the modules of the processor 210.

The modem processor may include a modulator and a demodulator. The modulator is used for modulating the low-frequency baseband signal to be transmitted into a medium-high frequency signal. The demodulator is used for demodulating the received electromagnetic wave signal into a low-frequency baseband signal. The demodulator then transmits the demodulated low frequency baseband signal to the baseband processor for processing. The low frequency baseband signal is processed by the baseband processor and then transferred to the application processor. In some embodiments, the modem processor may be a stand-alone device. In other embodiments, the modem processor may be provided in the same device as the mobile communication module 230 or other functional module, independent of the processor 210.

The wireless communication module 240 may provide solutions for wireless communication including wireless local area network (wireless local area networks, WLAN) (e.g., wi-Fi network), BT, global navigation satellite system (global navigation satellite system, GNSS), frequency modulation (frequency modulation, FM), near field wireless communication technology (near field communication, NFC), infrared technology (IR), etc. for application on the vehicle 200. The wireless communication module 240 may be one or more devices integrating at least one communication processing module. The wireless communication module 240 receives electromagnetic waves via the antenna 2, modulates the electromagnetic wave signals, filters the electromagnetic wave signals, and transmits the processed signals to the processor 210. The wireless communication module 240 may also receive a signal to be transmitted from the processor 210, frequency modulate it, amplify it, and convert it to electromagnetic waves for radiation via the antenna 2.

In some embodiments, the antenna 1 and the mobile communication module 230 of the vehicle 200 are coupled, and the antenna 2 and the wireless communication module 240 are coupled, such that the vehicle 200 may communicate with a network and other devices through wireless communication technology.

The sensor 250 may be used to collect information such as Yaw rate (Yaw rate) and wheel angular velocity of the vehicle. The sensor 250 may include, but is not limited to, an inertial measurement unit (inertial measurement unit, IMU) sensor, among others.

The body control module 260 may be used to control components of the vehicle 200, such as wheels, windows, power, lights, sensors, and the like. Information such as yaw rate and wheel angular velocity collected by sensor 250 may also be sent to processor 210.

Fig. 3 is a flow chart of one embodiment of a lane positioning method provided in the present application, where in the embodiment shown in fig. 3, a first vehicle may perform lane positioning on a self-vehicle by acquiring information of the self-vehicle during a driving process, and specifically includes the following steps:

in step 301, the first vehicle obtains first information, where the first information includes vehicle condition information of the first vehicle during driving and information of the first vehicle itself.

Specifically, the information of the first vehicle itself includes a distance between left and right wheels of the first vehicle. The first vehicle may collect vehicle condition information of the first vehicle during traveling via the sensor 250. For example, the vehicle condition information of the first vehicle during traveling includes a yaw rate of the first vehicle, a vehicle speed of the first vehicle, and a wheel speed of the first vehicle. The wheel speed may be a wheel angular speed (ω) or a wheel linear speed (v). It is understood that the wheel angular velocities may include an outer wheel angular velocity (ω1) for characterizing an angular velocity of an outer wheel of the first vehicle when the wheel is deflected, and an inner wheel angular velocity (ω2) for characterizing an angular velocity of an inner wheel of the first vehicle when the wheel is deflected. The wheel linear speed may be obtained by wheel angular speed calculation, and for example, the wheel linear speed may be a product of the wheel angular speed and the wheel radius r. The wheel linear speeds may also include an outer wheel linear speed (v 1) for characterizing an angular speed of an outer wheel of the first vehicle when the wheel is leaning, and an inner wheel linear speed (v 2) for characterizing an angular speed of an inner wheel of the first vehicle when the wheel is leaning. Where v1=ω1×r, v2=ω2×r.

Wheel bias may include wheel left bias and wheel right bias. When the wheels are deflected leftwards, the right wheels are outer wheels, and the left wheels are inner wheels; when the wheels are deflected to the right, the right side wheels are the inner side wheels, and the left side wheels are the outer side wheels.

Next, taking the wheel left bias as an example, the first information will be exemplarily described with reference to fig. 4. As shown in fig. 4, the front wheels are normally controlled to be steered, and therefore, when the first vehicle is left-biased, the front wheels are left-biased, and at this time, the right-hand wheel is the outer-hand wheel, the left-hand wheel is the inner-hand wheel, that is, the angular velocity of the right-hand wheel is ω1, and the linear velocity of the right-hand wheel is v1; the angular velocity of the front left wheel is ω2 and the linear velocity of the front left wheel is v2.

In some alternative embodiments, the first vehicle may periodically collect the vehicle condition information of the first vehicle during the driving process through the sensor 250, or may collect the vehicle condition information of the first vehicle during the driving process continuously, which is not limited in the embodiment of the present application. It will be appreciated that after the sensor 250 collects the vehicle condition information of the first vehicle during driving, the vehicle condition information of the first vehicle during driving may be sent to the processor 210 by the vehicle body control module 260. For example, the body control module 260 may send the vehicle condition information of the first vehicle during traveling, which is acquired in real time by the sensor 250, to the processor 210 through the body bus. The vehicle body bus may be a controller area network (controller area network, CAN) bus or an Ethernet (Ethernet) bus, and the specific form of the bus is not particularly limited in the embodiments of the present application. The vehicle condition information of the first vehicle in the driving process can be sent in a bus message manner or can be sent in other message manners, and the message manners of the vehicle condition information of the first vehicle in the driving process are not limited in the embodiment of the application. In addition, the period in which the vehicle body control module 260 transmits the vehicle condition information of the first vehicle during traveling may be preset, and for convenience of description, the period in which the vehicle body control module 260 transmits the vehicle condition information of the first vehicle during traveling will be referred to herein as a first period, which may be, for example, 100 ms, that is, the vehicle body control module 260 may transmit the vehicle condition information of the first vehicle during traveling every 100 ms. Of course, the first period may be set to other values, and the setting of the first period in the embodiment of the present application is not particularly limited.

In step 302, the first vehicle calculates and obtains a longitudinal displacement offset rate of the first vehicle based on the first information, wherein the longitudinal displacement offset rate is used for representing the displacement offset rate in a direction perpendicular to the lane, and the displacement offset rate is used for representing the tendency of vehicle displacement.

In particular, according to psycho-behavioral statistics, an individual is subconsciously away from the marginal zone region while walking or driving at the edge. In the traffic driving field, it appears that on an edge lane, the user will drive the vehicle towards the edge a much smaller number of times than away from the edge. The mathematical representation reflects that the vehicle has different displacement profiles per unit time in the direction perpendicular to the lane on different lanes. Therefore, the embodiment of the application calculates and obtains the longitudinal displacement offset rate of the first vehicle based on the first information, so that the lane positioning can be performed on the first vehicle according to the longitudinal displacement offset rate of the first vehicle by combining the behavior psychology statistics principle. Wherein the longitudinal displacement offset rate is used to characterize the displacement offset rate in a direction perpendicular to the lane, and the displacement offset rate is used to characterize the propensity of the vehicle to displace. In other words, the displacement bias rate may be used to characterize whether the vehicle is biased much to the left or much to the right.

In a specific implementation, after the processor 210 of the first vehicle periodically receives the vehicle condition information of the first vehicle during running reported by the vehicle body control module 260, the first direction displacement s1 and the second direction displacement s2 may be periodically calculated according to the reported vehicle condition information of the first vehicle during running. The first direction is a left direction perpendicular to the lane direction, the second direction is a right direction perpendicular to the lane direction, the lane direction of the first vehicle may be indicated by head information, and the head information may be obtained through global positioning system (global positioning system, GPS) information. For convenience of description, the period in which the processor 210 of the first vehicle calculates the first direction displacement s1 and the second direction displacement s2 will be referred to as a second period hereinafter, where the second period may be the same as the first period or may be different from the first period, for example, the second period may be a multiple of the first period, which is not particularly limited in the embodiment of the present application.

After the first vehicle calculates the first direction displacement S1 and the second direction displacement S2 in the plurality of second periods, the first direction displacement S1 and the second direction displacement S2 may be counted, so that the first direction cumulative displacement S1 and the second direction cumulative displacement S2 in the plurality of second periods may be obtained, where the first direction cumulative displacement S1 is a cumulative value of the first direction displacement S1 in the plurality of second periods, for example, The second direction accumulated displacement S2 is the accumulation of the second direction displacement S2 in a plurality of second periodsCounting, e.g. of->Where k is the total number of second periods. It is thus possible to calculate and obtain the longitudinal displacement bias rate p=s1/(s1+s2) of the first vehicle, or p=s2/(s1+s2).

Next, an exemplary manner of calculating the first direction displacement s1 is described with reference to fig. 5. It will be appreciated that a first directional displacement s1 may be obtained by calculating first information for a second period. As shown in fig. 5, when the first vehicle is left-biased, the first vehicle is displaced to the left, whereby the first-direction displacement s1 can be calculated. The specific way of calculating the first directional displacement s1 may be: first, referring to fig. 5, the following equation can be obtained according to the planar geometry principle:

YawRate×(R1-R2)＝ω1×r×t-ω2×r×t； (1)

or alternatively, the first and second heat exchangers may be,

YawRate×(R1-R2)＝v1×t-v2×t； (2)

wherein R1 is the turning radius of the outer wheel, R2 is the turning radius of the inner wheel, and t is the second period.

In addition, according to the plane geometry principle, R1-r2=a×cos θ can be obtained, and therefore, the angle θ between the front wheel and the axle can be obtained by combining the formula (1) or the formula (2). Wherein,a is the distance between the left wheel and the right wheel.

Next, the speed v0= ((v1+v2)/2) ×sinθ of the first vehicle in the direction perpendicular to the lane can be found from the angle θ of the front wheel with the axle. Then, the acceleration a=yawrate×v perpendicular to the lane direction can be obtained from the yaw rate, where V is the speed of the vehicle. From v0 and a, a first directional displacement s1 in a second period can be calculated, where s1=v0×t+1/2×a×t ² 。

It will be appreciated that when the first vehicle is biased to the right, the first vehicle will be displaced to the right, at which point the second directional displacement may be calculated. The calculation method of the second direction displacement may refer to the calculation method of the first direction displacement, and will not be described herein.

In step 303, the first vehicle lane positions the first vehicle based on the longitudinal displacement offset rate of the first vehicle.

Specifically, after the longitudinal displacement offset rate of the first vehicle is calculated, the first vehicle may perform lane positioning on the first vehicle based on the longitudinal displacement offset rate of the first vehicle, so that it may be determined on which lane the first vehicle is currently located.

The specific implementation manner of the first vehicle to perform lane positioning on the first vehicle based on the longitudinal displacement offset rate of the first vehicle may be: and comparing the longitudinal displacement offset rate of the first vehicle with a preset threshold value, and carrying out lane positioning on the first vehicle according to a comparison result. Illustratively, taking the longitudinal displacement bias rate p=s1/(s1+s2) of the first vehicle as an example,

if the longitudinal displacement offset rate of the first vehicle is smaller than or equal to a preset first threshold value, or the longitudinal displacement offset rate of the first vehicle is in a preset first value interval, indicating that the first vehicle is most deviated to the right side, and determining that the first vehicle is on a left lane according to the principle of behavior psychology;

If the longitudinal displacement offset rate of the first vehicle is larger than a preset first threshold value and smaller than a preset second threshold value, or the longitudinal displacement offset rate of the first vehicle is in a preset second value interval, the first vehicle is not obviously biased to the left lane and the right lane, and the first vehicle can be determined to be in the middle lane according to the principle of behavior psychology;

if the longitudinal displacement offset rate of the first vehicle is greater than or equal to a preset second threshold value, or the longitudinal displacement offset rate of the first vehicle is in a preset third value interval, the first vehicle is mostly offset to the left, and the first vehicle can be determined to be in a right lane according to the principle of behavior psychology.

Alternatively, taking the longitudinal displacement bias rate p=s2/(s1+s2) of the first vehicle as an example,

if the longitudinal displacement offset rate of the first vehicle is smaller than or equal to a preset first threshold value, or the longitudinal displacement offset rate of the first vehicle is in a preset first value interval, indicating that the first vehicle is most deviated to the left, and determining that the first vehicle is on a right lane according to the principle of behavior psychology;

If the longitudinal displacement offset rate of the first vehicle is greater than or equal to a preset second threshold value, or the longitudinal displacement offset rate of the first vehicle is in a preset third value interval, the first vehicle is mostly offset to the right side, and the first vehicle can be determined to be in a left lane according to the principle of behavior psychology.

Next, a manner of lane positioning will be exemplarily described with reference to fig. 6. As shown in fig. 6, taking 14 second cycles as an example of the statistical cycle, the first direction displacement and the second direction displacement in 14 second cycles are counted. Taking the first direction as the left direction perpendicular to the lane direction, and p=s1/(s1+s2) as an example, the displacement in 14 second weeks is shown in table 1.

TABLE 1

The first-direction cumulative displacement s1=0.12+0.14+0.11+0.11+0.09=0.57 can be obtained by counting the first-direction displacement, and the second-direction cumulative displacement s2=0.1+0.14+0.3+0.22+0.09+0.19+0.09+0.22+0.18=1.53 can be obtained by counting the second-direction displacement. Thus, the longitudinal displacement bias rate p=0.57/(0.57+1.53) =27% of the first vehicle can be obtained.

Assuming that the preset first threshold is 33% and the preset second threshold is 66%, the preset first value interval may be greater than or equal to 0 and less than or equal to 33%, and the preset second value interval may be greater than 33% and less than 66%; the preset third value interval may be greater than or equal to 66% and less than or equal to 100%. It is thus possible to obtain,

If the longitudinal displacement offset rate of the first vehicle is less than or equal to 33%, it may be determined that the first vehicle is in the left lane;

if the longitudinal displacement offset rate of the first vehicle is greater than 33% and less than 66%, then it may be determined that the first vehicle is in the center lane;

if the longitudinal displacement offset rate of the first vehicle is greater than or equal to 66%, it may be determined that the first vehicle is in the right lane.

Since the calculated longitudinal displacement offset rate P of the first vehicle is 27%, it is possible to determine that the first vehicle is in the left lane.

In some alternative embodiments, the psychological distortion of the behavior of the user in the first direction may occur as a result of the vehicle traveling on a curved road surface or while turning, thereby causing a prediction error. Therefore, before step 303, it may also be determined whether the first vehicle is traveling on a non-curved road surface and not turning, and if it is determined that the first vehicle is currently traveling on a curved road surface or is turning, lane positioning may not be performed on the first vehicle; if the first vehicle is judged to be currently running on the non-curved road surface and not turning, lane positioning can be performed on the first vehicle.

In particular, generally, the greater the speed of the vehicle means the greater the turning radius required by the vehicle, that is, the vehicle speed and the turning radius have a certain correspondence. If the speed of the vehicle is high and the measured turning radius is small, it can be considered that the vehicle is traveling on a curved road or the vehicle is turning. Thus, a specific implementation of determining whether the first vehicle is traveling on a non-curved road surface and not turning may be: it is determined whether the first vehicle is on a non-curved road surface and is not turning based on the speed and turning radius of the first vehicle. For example, when the first vehicle is traveling at a certain speed (e.g., a first speed), if the turning radius is smaller than a preset threshold value corresponding to the first speed, it may be determined that the first vehicle is on a curved road or is turning, wherein the turning radius may be obtained by a yaw rate calculation, e.g., turning radius=1/YawRate; or when the first vehicle runs at the first speed, if the turning radius is greater than or equal to a preset threshold corresponding to the first speed, determining that the first vehicle is on a non-curved road surface and is not turning.

For example, the first vehicle may prestore a map of the speed of the vehicle and a turning radius preset threshold value, for example, the turning radius preset threshold value corresponding to the speed of the vehicle of 60 km/h is 150 meters. Taking the first speed of 60 km/h and the preset threshold value of 150 m corresponding to the first speed as an example, when the first vehicle runs at a vehicle speed of 60 km/h, if the measured turning radius is smaller than 150 m, that is, the turning radius is smaller than the preset threshold value of the turning radius corresponding to the current vehicle speed (60 km/h), the first vehicle can be considered to run on a curved road surface or to be turning; if the measured turning radius is 150 meters or more, that is, the turning radius is larger than the preset turning radius threshold corresponding to the current vehicle speed (60 km/h), it can be considered that the first vehicle is traveling on a non-curved road surface and is not turning.

According to the method and the device for determining the lane of the vehicle, the displacement offset rate of the vehicle is obtained through calculation of the vehicle condition information of the vehicle body collected by the vehicle, and therefore the driving tendency of the vehicle in the driving process can be determined according to the displacement offset rate, the lane where the vehicle is located can be determined rapidly and simply without depending on a high-precision map and a high-precision positioning algorithm, the vehicle does not need to have strong calculation capability, a user does not need to order an expensive vehicle positioning service package, and accordingly expenditure of enterprises and users can be saved.

Next, a lane positioning method provided in an embodiment of the present application will be further described with reference to fig. 7. Fig. 7 is a flow chart of another embodiment of the lane positioning method provided in the present application, where in the embodiment shown in fig. 7, a first vehicle may perform lane positioning on a surrounding vehicle by collecting information of the surrounding vehicle (for example, a second vehicle) during driving, and specifically includes the following steps:

step 701, a second vehicle sends second information to a first vehicle. Correspondingly, the first vehicle receives second information sent by the second vehicle. The second information comprises vehicle condition information of the second vehicle in the driving process and information of the second vehicle.

Specifically, the information of the second vehicle itself includes a distance between left and right wheels of the second vehicle. The second vehicle may periodically send the second information to the first vehicle through the mobile communication module 230 or the wireless communication module 240 in the second vehicle. The vehicle condition information of the second vehicle during running may include information such as a yaw rate of the second vehicle, a wheel speed of the second vehicle, a vehicle speed of the second vehicle, and a distance between left and right wheels of the second vehicle. For convenience of explanation, the period in which the second vehicle sends the second information is referred to as a third period, and the third period may be the same as the first period, that is, the period in which the first vehicle reports the first information may be the same as the period in which the first vehicle reports the first information, or may be different from the first period. In addition, the second vehicle may send the second information in the form of a basic security message (basic safety message, BSM) message, or in the form of a V2X message, which is not particularly limited in the embodiment of the present application.

Accordingly, the first vehicle may periodically receive the second information transmitted from the second vehicle through the mobile communication module 230 or the wireless communication module 240.

The first vehicle calculates a longitudinal displacement offset rate for the second vehicle based on the second information, step 702.

Specifically, the specific implementation of this step 702 may refer to the related description of the above embodiment, which is not repeated here.

The first vehicle lane positions the second vehicle based on the longitudinal displacement offset rate of the second vehicle 703.

Specifically, after the longitudinal displacement offset rate of the second vehicle is acquired, the second vehicle may be lane-located based on the longitudinal displacement offset rate of the second vehicle. The specific implementation manner of the first vehicle performing lane positioning on the second vehicle based on the longitudinal displacement offset rate of the second vehicle may refer to the manner of the first vehicle performing lane positioning on the first vehicle based on the longitudinal displacement offset rate of the first vehicle, which is not described herein again.

It will be appreciated that the first vehicle, after determining the lane in which the second vehicle is located, may determine the scene in which the host vehicle and surrounding vehicles are located, and may thereby assist in intelligent driving decisions. For example, if the first vehicle and the second vehicle are both in the leftmost lane, it may be determined that the first vehicle and the second vehicle are in the same lane, or that the first vehicle and the second vehicle are both likely to turn left.

Alternatively, if both the first vehicle and the second vehicle are in the rightmost lane, it may be determined that the first vehicle and the second vehicle are in the same lane, or that both the first vehicle and the second vehicle have a possibility of turning right.

Alternatively, if both the first vehicle and the second vehicle are in the center lane, it may be determined that the first vehicle and the second vehicle are in the same lane.

Still alternatively, if the first vehicle is in the leftmost lane and the second vehicle is in the rightmost lane, it may be determined that the first vehicle and the second vehicle are in different lanes, or that the first vehicle and the second vehicle may turn in different directions.

Still alternatively, if the first vehicle is in the rightmost lane and the second vehicle is in the leftmost lane, it may be determined that the first vehicle and the second vehicle are in different lanes, or that the first vehicle and the second vehicle may turn in different directions.

Further alternatively, if the first vehicle is in the leftmost lane or the rightmost lane and the second vehicle is in the middle lane, it may be determined that the first vehicle and the second vehicle are in different lanes.

Further alternatively, if the second vehicle is in the leftmost lane or the rightmost lane and the first vehicle is in the middle lane, it may be determined that the first vehicle and the second vehicle are in different lanes.

Next, the manner in which the intelligent driving decision of the first vehicle is made is exemplarily described with reference to fig. 8. As shown in fig. 8, the first vehicle positions lanes of the first vehicle and 2 second vehicles. Wherein the 2 second vehicles are respectively a second vehicle A and a second vehicle B. Taking 14 second cycles as an example of statistical cycles, table 2 shows the displacements of the first vehicle, the second vehicle a, and the second vehicle B.

TABLE 2

The longitudinal displacement bias ratio p1=27% of the first vehicle can be obtained by counting the displacement of the first vehicle, the longitudinal displacement bias ratio p2=48% of the second vehicle a can be obtained by counting the displacement of the second vehicle a, and the longitudinal displacement bias ratio p3=69% of the second vehicle B can be obtained by counting the displacement of the second vehicle B. According to the above-mentioned P1, P2 and P3, it can be determined that the first vehicle is in the leftmost lane, the second vehicle a is in the middle lane, and the second vehicle B is in the rightmost lane, that is, the first vehicle and the second vehicle a and the second vehicle B all belong to different lanes, and there is no possibility of turning in the same direction.

It should be understood that the number of the second vehicles may be one or more, and the above embodiment is only exemplified by one second vehicle, but not limited to the embodiment of the present application, and a specific implementation manner of lane positioning of the plurality of second vehicles by the first vehicle based on the second information of the plurality of second vehicles may refer to a manner of lane positioning of one second vehicle by the first vehicle based on the second information of the one second vehicle, which is not described herein.

According to the method and the device for determining the lane of the surrounding vehicle, the vehicle condition information of the surrounding vehicle is obtained, so that the lane of the surrounding vehicle can be determined quickly and simply without depending on a high-precision map and a high-precision positioning algorithm, and the accuracy of driving decisions is improved.

Fig. 9 is a schematic structural diagram of an embodiment of a lane positioning apparatus according to the present application, as shown in fig. 9, the lane positioning apparatus 90 may include: the acquisition module 91, the calculation module 92 and the positioning module 93; wherein,

the acquisition module 91 is configured to acquire first information, where the first information includes a yaw rate of the first vehicle, a wheel speed of the first vehicle, and a distance between left and right wheels of the first vehicle, where the wheel speed is a wheel angular speed or a wheel linear speed;

a calculation module 92 for calculating a longitudinal displacement offset rate of the first vehicle based on the first information, the longitudinal displacement offset rate being used to characterize a displacement offset rate in a direction perpendicular to the lane, the displacement offset rate being used to characterize a tendency of the vehicle to displace;

a positioning module 93 for lane positioning the first vehicle based on the longitudinal displacement offset rate of the first vehicle.

In one possible implementation, the positioning module 93 is further configured to

Receiving second information sent by one or more second vehicles, wherein the second information comprises yaw rate of the one or more second vehicles, wheel speed of the one or more second vehicles, speed of the one or more second vehicles and distance between left and right wheels of the one or more second vehicles;

In one possible implementation, the computing module 92 is further configured to

In one possible implementation manner, the lane positioning apparatus 90 further includes:

a detection module for determining whether the first vehicle is traveling on a non-curved road surface and not turning based on a speed and a turning radius of the first vehicle.

In one possible implementation manner, the detection module is specifically configured to determine that the first vehicle is traveling on a non-curved road surface and is not turning if the turning radius is greater than or equal to a preset threshold corresponding to the first speed when the first vehicle is traveling at the first speed.

From the foregoing description of the embodiments, it will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of functional modules is illustrated, and in practical application, the above-described functional allocation may be implemented by different functional modules according to needs, i.e. the internal structure of the apparatus is divided into different functional modules to implement all or part of the functions described above. The specific working processes of the above-described systems, devices and units may refer to the corresponding processes in the foregoing method embodiments, which are not described herein.

The functional units in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.

The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the embodiments of the present application may be essentially or a part contributing to the prior art or all or part of the technical solution may be embodied in the form of a software product stored in a storage medium, including several instructions to cause a computer device (which may be a personal computer, a server, or a network device, etc.) or a processor to perform all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: flash memory, removable hard disk, read-only memory, random access memory, magnetic or optical disk, and the like.

The foregoing is merely a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope of the present disclosure should be covered in the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A lane positioning method, applied to a first vehicle, the method comprising:

acquiring first information, wherein the first information comprises yaw rate of the first vehicle, wheel speed of the first vehicle, speed of the first vehicle and distance between left and right wheels of the first vehicle, and the wheel speed is wheel angular speed or wheel linear speed;

calculating and obtaining a longitudinal displacement offset rate of the first vehicle based on the first information, wherein the longitudinal displacement offset rate is used for representing a displacement offset rate in a direction perpendicular to a lane, and the displacement offset rate is used for representing a tendency of vehicle displacement;

lane positioning is performed on the first vehicle based on a longitudinal displacement bias rate of the first vehicle.

2. The method according to claim 1, wherein the method further comprises:

Receiving second information transmitted by one or more second vehicles, wherein the second information comprises yaw rates of the one or more second vehicles, wheel speeds of the one or more second vehicles, speeds of the one or more second vehicles and a distance between left and right wheels of the one or more second vehicles;

calculating a longitudinal displacement bias rate of the one or more second vehicles based on the second information;

lane locating the one or more second vehicles based on the longitudinal displacement offset rate of the one or more second vehicles.

3. The method of claim 1 or 2, wherein the longitudinal displacement bias rate is determined by a first directional displacement and a second directional displacement, wherein,

the first direction is a left direction perpendicular to the lane direction, and the second direction is a right direction perpendicular to the lane direction; or alternatively, the first and second heat exchangers may be,

the first direction is a right direction perpendicular to the lane direction, and the second direction is a left direction perpendicular to the lane direction.

4. A method according to claim 3, wherein determining the longitudinal displacement bias rate from the first and second directional displacements comprises:

and determining a longitudinal displacement offset rate based on a first direction accumulated displacement and a second direction accumulated displacement, wherein the first direction accumulated displacement is obtained by counting first direction displacements of the plurality of periods, and the second direction accumulated displacement is obtained by counting second direction displacements of the plurality of periods.

5. The method of any one of claims 1 to 4, wherein the lane positioning of the first vehicle based on a longitudinal displacement bias rate of the first vehicle comprises:

and if the longitudinal displacement offset rate of the first vehicle is in a preset third value interval, determining that the first vehicle is on a right lane.

6. The method of any one of claims 1 to 5, wherein prior to lane locating the first vehicle based on a longitudinal displacement bias rate of the first vehicle, the method further comprises:

A determination is made as to whether the first vehicle is traveling on a non-curved road surface and not turning based on a speed and a turning radius of the first vehicle.

7. The method of claim 6, wherein the determining whether the first vehicle is traveling on a non-curved road surface and not turning based on the speed and turning radius of the first vehicle comprises:

and when the first vehicle runs at the first speed, if the turning radius is larger than or equal to a preset threshold value corresponding to the first speed, determining that the first vehicle runs on a non-curved road surface and is not turning.

8. A first vehicle, comprising: a processor and a memory for storing a computer program; the processor is configured to execute the computer program to implement the lane positioning method according to any one of claims 1 to 7.

9. A computer readable storage medium, characterized in that the computer readable storage medium stores a computer program which, when run on a processor of a first vehicle, implements the lane positioning method according to any one of claims 1-7.

10. A computer program product, characterized in that the computer program product, when run on a processor of a first vehicle, causes the first vehicle to perform the lane positioning method according to any one of claims 1-7.