A lane-level navigation planning method, device, equipment, medium, and vehicle

Abstract

This disclosure relates to a lane-level navigation planning method, apparatus, device, medium, and vehicle. The method includes determining the vehicle's current positioning lane based on the vehicle's current location, map information, and vehicle-perceived road information; determining a road area where lane changing is not required based on the vehicle's current location, destination location, and map information; determining a road area leading to the destination based on the road area where lane changing is not required; and determining lane navigation planning information based on the vehicle's current positioning lane, the road area where lane changing is not required, and the road area leading to the destination. Embodiments of this disclosure effectively reduce the driver's decision-making burden and improve vehicle driving safety.

Description

Technical Field

[0001] This disclosure relates to the field of automotive technology, and more particularly to a lane-level navigation planning method, apparatus, device, medium, and vehicle. Background Technology

[0002] Autonomous driving has become a disruptive innovation since the invention of the automobile. Its impact extends beyond the automotive industry, significantly affecting social development and transportation systems. With the increasing prevalence of vehicles, people are placing higher demands on driving. Currently, all vehicles are equipped with navigation systems to provide navigation information. However, traditional navigation systems, based on limited map information, can only provide simple road and direction prompts, unable to offer lane-level route navigation information based on actual road conditions. Furthermore, in actual driving, drivers still need to rely on their own driving experience to judge the surrounding road conditions, making driving less relaxed and comfortable. Summary of the Invention

[0003] To address the aforementioned technical problems, this disclosure provides a lane-level navigation planning method, apparatus, device, and medium.

[0004] In a first aspect, embodiments of this disclosure propose a lane-level navigation planning method, comprising: determining the vehicle's current positioning lane based on the vehicle's current location, map information, and vehicle-perceived road information; determining a road area where lane changing is not required based on the vehicle's current location, destination location, and map information; determining a road area that can reach the destination based on the road area where lane changing is not required; and determining lane navigation planning information based on the vehicle's current positioning lane, the road area where lane changing is not required, and the road area that can reach the destination.

[0005] Secondly, this disclosure also proposes a lane-level navigation planning device, comprising: a lane positioning module for determining the vehicle's current positioning lane based on the vehicle's current position, map information, and vehicle-perceived road information; a lane-change-free driving area determination module for determining a lane-change-free driving area based on the vehicle's current position, destination position, and map information; a reachable destination road area determination module for determining a reachable destination road area based on the lane-change-free driving area; and a lane navigation planning information determination module for determining lane navigation planning information based on the vehicle's current positioning lane, the lane-change-free driving area, and the reachable destination road area.

[0006] Thirdly, embodiments of this disclosure also provide an electronic device, including: a processor and a memory; the processor executes the steps of the method described in the first aspect by invoking a program or instructions stored in the memory.

[0007] Fourthly, embodiments of this disclosure also provide a computer-readable storage medium for storing a program or instructions that cause a computer to perform the steps of the method described in the first aspect.

[0008] Fifthly, embodiments of this disclosure also provide a vehicle including the electronic equipment provided in the third aspect of this disclosure.

[0009] As can be seen, this embodiment first determines the vehicle's current lane based on the vehicle's current location, map information, and vehicle-perceived road information. This allows for accurate positioning of the vehicle's current lane. Then, based on the vehicle's current location, destination location, and map information, it determines the road area where lane changes are not required, and based on this, it determines the reachable road area. The road area where lane changes are not required is the area determined by the map information where the vehicle can reach its destination without changing lanes. The reachable road area includes all road areas that lead to the destination, including both areas where lane changes are required and areas where they are not required. This allows for the determination of lane navigation planning information based on the vehicle's current lane, the road area where lane changes are not required, and the reachable road area. This lane navigation planning information is lane-level specific, eliminating the need for the driver to deal with complex road conditions or plan the driving route, thus effectively reducing the driver's decision-making burden and improving driving safety. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 A schematic flowchart illustrating a lane-level navigation planning method provided in an embodiment of this disclosure;

[0012] Figure 2 A flowchart illustrating yet another lane-level navigation planning method provided in this disclosure embodiment;

[0013] Figure 3 A flowchart illustrating yet another lane-level navigation planning method provided in this disclosure embodiment;

[0014] Figure 4 This is a schematic diagram of map data matrix reassembly provided in an embodiment of the present disclosure;

[0015] Figure 5This is a schematic diagram of a road area where lane changes are not required, provided as an embodiment of the present disclosure.

[0016] Figure 6 This is a schematic diagram of the planning of a road area leading to a destination, provided in an embodiment of this disclosure.

[0017] Figure 7 This is a schematic diagram of vehicle-perceived road information provided in an embodiment of the present disclosure;

[0018] Figure 8 A schematic diagram of the lane-level navigation planning method provided in this embodiment of the disclosure;

[0019] Figure 9 A structural block diagram of a lane-level navigation planning device provided in this embodiment of the present disclosure;

[0020] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure;

[0021] Figure 11 This is a structural block diagram of a vehicle provided in an embodiment of the present disclosure. Detailed Implementation

[0022] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other. Many specific details are set forth in the following description to provide a thorough understanding of this disclosure, but this disclosure can also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this disclosure, and not all embodiments.

[0023] Figure 1 This is a flowchart illustrating a lane-level navigation planning method provided in an embodiment of this disclosure, as shown below. Figure 1 As shown, the lane-level navigation planning method provided in this embodiment includes steps S110 to S140:

[0024] S110: Determine the vehicle's current lane based on the vehicle's current location, map information, and vehicle-perceived road information.

[0025] Vehicles can be equipped with positioning devices, which can be used to obtain the vehicle's current location. Examples include Global Positioning System (GPS) positioning devices, high-precision satellite positioning devices, and Inertial Measurement Units (IMUs). GPS positioning devices acquire satellite signals, calculate latitude and longitude information in real time, and determine the vehicle's current location based on this information. High-precision satellite positioning devices can acquire sub-meter level positioning information for the vehicle in real time, including but not limited to the vehicle's longitude, latitude, altitude, and heading angle. The vehicle's current location may include, for example, the road it is on and its direction of travel. After determining the road and direction of travel, information such as the total number of lanes on the current road and the availability of emergency lanes can be retrieved from a map (hereafter referred to as the lane model for ease of description).

[0026] The vehicle may also be equipped with a data acquisition device to obtain road information perceived by the vehicle. This acquisition device includes, but is not limited to, cameras and lidar. For example, the camera could be a forward-facing camera installed inside the vehicle's windshield. The acquisition device in this embodiment can collect road information perceived by the vehicle. This road information includes, but is not limited to, lane line information, road boundary information, and surrounding vehicle information. Lane line information may include, for example, the lateral distance, slope, curvature, line type (solid line, dashed line), and effective length of the lane lines. Road boundary information may include, for example, the lateral position, slope, curvature, and effective length of guardrails. Surrounding vehicle information may include, for example, the longitudinal position, lateral position, and longitudinal speed of moving vehicles. Vehicle-perceived road information refers to the real-time road information near the vehicle's location acquired by the acquisition device.

[0027] For example, first, the vehicle's current location information is obtained. Then, the corresponding lane model on the map is found based on the vehicle's current location information. Finally, the lane the vehicle is currently in is preliminarily determined based on the vehicle's perceived road information. For instance, based on the vehicle's current location information and the map information, the lane model corresponding to the road the vehicle is currently in is determined to be a 3-lane road. The perceived lane lines in the vehicle's perceived road information, from left to right, are as follows: the second lane from the left is a solid line, the first lane from the left is a dashed line, the first lane from the right is a dashed line, and the second lane from the right is a solid line. Based on the above perceived lane line information and the lane model, it is preliminarily determined that the vehicle is currently in the middle lane of the lane model, i.e., the currently located lane is the middle lane.

[0028] S120: Determine the road area where lane changing is not required based on the vehicle's current location, destination location, and map information.

[0029] Based on map information, determine the road area from the vehicle's current location to the destination location that does not require lane changing. The road area that does not require lane changing is the area in which the vehicle can travel without changing lanes.

[0030] S130: Determine the reachable road area based on the road area where lane changes are not required.

[0031] The reachable road area refers to the area of ​​roads through which a vehicle can reach its destination. Due to the complexity of actual roads, vehicles may need to change lanes in some areas to reach their destination. Therefore, the reachable road area includes all road areas through which a vehicle can reach its destination, encompassing both areas where lane changes are not required and areas where they are necessary.

[0032] S140: Determine lane navigation planning information based on the vehicle's current lane, the road area where lane changes are not required, and the road area where the destination can be reached.

[0033] Lane navigation planning information includes, for example, lane route planning information and speed planning information for the vehicle to reach its destination from its current lane. Since vehicles can reach their destination by traveling in road areas where lane changes are not required or in road areas where the destination is accessible, lane-level route decisions and / or speed decisions can be determined based on the vehicle's current lane, the road area where lane changes are not required, and the road area where the destination is accessible.

[0034] Compared to existing technologies, this disclosed embodiment first determines the vehicle's current lane based on the vehicle's current location, map information, and vehicle-perceived road information. This allows for accurate positioning of the vehicle's current lane. Then, based on the vehicle's current location, destination location, and map information, it determines road areas where lane changes are not required, and further determines reachable road areas based on these areas. The road areas where lane changes are not required are those determined by the map information where the vehicle can reach its destination without changing lanes. The reachable road areas include all road areas leading to the destination, encompassing both those requiring lane changes and those requiring them. This allows for the determination of lane navigation planning information based on the vehicle's current lane, the road areas where lane changes are not required, and the reachable road areas. This lane navigation planning information is lane-level specific, eliminating the need for the driver to deal with complex road conditions or plan the driving route, effectively reducing driver decision-making burden and improving driving safety.

[0035] In some embodiments, S110 determines the vehicle's current positioning lane based on the vehicle's current location, map information, and vehicle-perceived road information, for example including:

[0036] Based on the vehicle's current location and map information, a first score table is generated;

[0037] The integral value of each lane in the first integral table is determined based on the road information perceived by the vehicle.

[0038] Lanes with integral values ​​greater than a first preset value in the first integral table are identified as the current positioning lanes;

[0039] The vehicle's perceived road information is compared with the current lane location to determine the first mismatch integral value;

[0040] If the first mismatch score is greater than the second preset score, the lane score table is cleared to zero, and the process returns to generate a lane score table based on the vehicle's current location and map information.

[0041] For example, the total number of lanes is determined based on the vehicle's current location and map information. A first integral table, generated based on the total number of lanes, is an array used to store the integral value for each lane. The vehicle perceives road information including the number of lanes, lane line information, and road boundary information. The integral value for each lane in the first integral table is determined based on the first integral rule corresponding to the number of lanes, the perceived lane line information, and the perceived road boundary information.

[0042] The following is an illustrative description of the method for calculating the integral value of each lane in the first integral table. For example, based on the vehicle's current location information located by GPS, the lane information corresponding to that location is determined from map information, such as the number of lanes, lane line information, and road boundary information, and a lane integral table is established. Integral calculations are performed according to a preset first integral rule, along with the sensed lane line information and perceived road boundary information, to determine the integral value of each lane in the lane integral table. The first integral rule can be set according to the number of lanes, for example, based on the total number of lanes, it can be divided into single-lane, two-lane, three-lane, four-lane, and more. For example, the road boundary information is guardrail information. Because the reliability of guardrail detection is not as high as that of lane line detection, guardrails may not always be detected. Therefore, this embodiment of the disclosure integrates the sensed lane line information and guardrail information for integral calculation.

[0043] The first scoring rule for a lane with one lane is as follows: if the vehicle perceives that one lane line is a solid line and there is a guardrail on the left, points are awarded for that lane. For a lane with one lane, points are awarded based on both perceived lane line information and guardrail information. If the vehicle perceives that the right lane line is a solid line and there is a guardrail on the left, points are awarded for that lane.

[0044] The first scoring rule for lanes with 2 lanes is as follows: If the nearest neighbor lane line on the left is a solid line and the nearest neighbor lane line on the right is a dashed line, then the left lane scores points; if there is a guardrail on the left and the nearest neighbor lane line on the right is a dashed line, then the left lane scores points; if the nearest neighbor lane line on the right is a solid line and the nearest neighbor lane line on the left is a dashed line, then the right lane scores points; if there is a guardrail on the right and the nearest neighbor lane line on the left is a dashed line, then the right lane scores points.

[0045] The first scoring rule for lanes with 3 lanes is as follows: If the nearest adjacent lane lines on both the left and right sides are dashed lines and there are no guardrails, the middle lane scores points; if the nearest adjacent lane line on the left is a solid line and the nearest adjacent lane line on the right is a dashed line and there is no right-side guardrail, the left lane scores points; if there is a guardrail on the left and the nearest adjacent lane line on the right is a dashed line and there is no right-side guardrail, the left lane scores points; if the nearest adjacent lane line on the right is a solid line and the nearest adjacent lane line on the left is a dashed line and there is no left-side guardrail, the right lane scores points.

[0046] For lanes with 4 or more lanes, the first scoring rule is as follows: If the nearest neighbor lane line on the left is a solid line and the nearest neighbor lane line on the right is a dashed line, and there is no right-side guardrail, then the leftmost lane scores points; if there is a guardrail on the left and the nearest neighbor lane line on the right is a dashed line, and there is no right-side guardrail, then the leftmost lane scores points; if the nearest neighbor lane line on the right is a solid line and the nearest neighbor lane line on the left is a dashed line, and there is no left-side guardrail, then the rightmost lane scores points; if the nearest neighbor lane lines on both the left and right sides are dashed lines and there is no guardrail, then the lane line information and guardrail information are compared with the lane lines of the middle lanes, and the middle lanes that match the comparison score points.

[0047] It should be noted that the greater the number of conditions satisfied in the above integration process, the more points will be awarded.

[0048] After determining the integral value in the first integral table, the integral value in the first integral table is compared with a first preset value. The lane with an integral value greater than the first preset value is determined as the current positioning lane. The first preset value can be set according to the requirements of the lane-level navigation planning method, and this disclosure does not limit it.

[0049] The vehicle's perceived road information is compared with the currently positioned lane to determine the first mismatch integral value. This can include, for example, determining the first mismatch integral value based on the second integral rule corresponding to the currently positioned lane and the real-time acquired vehicle-perceived road information.

[0050] Different second-point rules apply to the type of lane being located. For example, the left lane, right lane, and middle lane each have different second-point rules.

[0051] The current positioning lane is the leftmost lane. The second scoring rule is as follows: if the real-time vehicle perception road information is that the nearest lane line on the left is a dashed line and there is no guardrail on the left, the first mismatch score is increased; if the real-time vehicle perception road information is that there is a guardrail on the right and the total number of lanes is greater than 1, the first mismatch score is increased.

[0052] The current positioning lane is the rightmost lane. The second scoring rule is as follows: if the real-time vehicle perception road information is that the rightmost nearest lane line is a dashed line and there is no guardrail on the right, the first mismatch score is increased; if the real-time vehicle perception road information is that there is a guardrail on the left and the total number of lanes is greater than 1, the first mismatch score is increased.

[0053] The second scoring rule for the current positioning lane, which is the middle lane, is as follows: If the distance between the current vehicle and the left second lane line is less than the first threshold and the left second lane line is a solid line, the first mismatch score is increased; if the distance between the current vehicle and the right second lane line is less than the first threshold and the right second lane line is a solid line, the first mismatch score is increased; if a guardrail exists on the left and the distance between the guardrail and the current vehicle is less than the second threshold, the first mismatch score is increased; if a guardrail exists on the right and the distance between the guardrail and the current vehicle is less than the second threshold, the first mismatch score is increased.

[0054] The more conditions that are met simultaneously in the above bonus point process, the more points will be awarded.

[0055] After determining the first mismatch integral value, it is compared with a second preset value. If the first mismatch integral value is greater than the second preset value, the lane integral table is cleared to zero, and the process returns to generate a lane integral table based on the vehicle's current location and map information. The second preset value can be set according to the requirements of the lane-level navigation planning method, and this disclosure does not limit it.

[0056] In determining the first mismatch score, the greater the condition that meets the comparison rule for the second score, the more points are added to the first mismatch score. If the first mismatch score is greater than the second preset value, it indicates that the current lane positioning is seriously inconsistent with the currently perceived road information, and the current lane positioning is incorrect, requiring re-determining the lane positioning. Therefore, in this embodiment, after determining that the first mismatch score is greater than the second preset value, the process returns to generating a lane score table based on the vehicle's current location and map information.

[0057] This embodiment first performs initial lane positioning based on the vehicle's current location information, vehicle-perceived road information, and map information. The current positioning lane is determined first, and then lane positioning is monitored. The real-time acquired vehicle-perceived road information is compared with the current positioning lane to determine a first mismatch integral value. If the first mismatch integral value is greater than a second preset value, it indicates that the lane positioning has failed, and the positioning lane needs to be re-determined. In this case, the process returns to re-determining the positioning lane based on the vehicle's current location information, vehicle-perceived road information, and map information. Compared to existing technologies, this embodiment does not require RTK high-precision positioning, thus reducing implementation costs. Furthermore, after determining the current positioning lane based on the vehicle's current location information, vehicle-perceived road information, and map information, this embodiment further compares the real-time acquired vehicle-perceived road information with the current positioning lane to determine the first mismatch integral value, continuously monitoring whether the positioning lane is correct. If the first mismatch integral value exceeds the second preset value, the current positioning lane is re-determined based on the vehicle's current location information, vehicle-perceived road information, and map information. Therefore, compared to the existing technology that only matches lane line types perceived by cameras with map information, this method improves the stability and anti-interference capability of lane positioning.

[0058] In some embodiments, the vehicle-perceived road information may further include surrounding vehicle information. After determining the number of lanes in the map information corresponding to the vehicle's current location information, and determining the integral value of each lane in the first integral table based on the first integral rule corresponding to the number of lanes, lane line information, and guardrail information, it may further include: updating the integral value of each lane in the lane integral table based on the third integral rule corresponding to the number of lanes and surrounding vehicle information.

[0059] This embodiment of the disclosure can also correct the score values ​​of each lane in the lane score table based on the sensed surrounding vehicle information. Surrounding vehicle information can be obtained through devices such as cameras and lidar, and the lanes that meet the conditions can be scored according to the third scoring rule corresponding to the number of lanes, thereby updating the score values ​​of each lane in the lane score table.

[0060] For example, the third scoring rule for lane number 2 is as follows: if the surrounding vehicle information identifies a moving vehicle on the left and the lateral distance between the moving vehicle and the current vehicle is greater than the second threshold, then points are awarded to the right lane; if the surrounding vehicle information identifies a moving vehicle on the right and the lateral distance between the moving vehicle and the current vehicle is greater than the second threshold, then points are awarded to the left lane.

[0061] Figure 2 This is a flowchart illustrating another lane-level navigation planning method provided in an embodiment of this disclosure, as shown below. Figure 2 As shown, optionally, S110 determines the vehicle's current lane based on the vehicle's current location, map information, and vehicle-perceived road information, for example including:

[0062] S111. Determine that the reliability of the vehicle's current location is greater than the preset reliability threshold.

[0063] S112. If the positioning confidence of the vehicle's current location is greater than the preset confidence threshold, determine the current positioning lane based on the vehicle's current location and map information; otherwise, compare the road information corresponding to the vehicle's current location in the map information with the road information perceived by the vehicle to generate a second integral table, and determine the lane with the integral value in the second integral table that is greater than the third preset value as the current positioning lane.

[0064] S113. Compare the road information corresponding to the current positioning lane in the map information with the road information perceived by the vehicle to determine the second mismatch integral value.

[0065] S114. If the second mismatch integral value is greater than the fourth preset value, return to the execution of judging whether the positioning confidence of the current vehicle position is greater than the preset confidence threshold.

[0066] For example, a vehicle can determine its current location using a positioning device, such as a high-precision satellite positioning device to obtain high-definition map information. Determining the vehicle's current location based on this high-definition map information not only improves the reliability of the positioning but also allows for more refined navigation planning, reducing the driver's decision-making burden. Furthermore, high-definition map information provides high positioning stability and anti-interference capabilities, ensuring the stable operation of the navigation planning system.

[0067] After a high-precision satellite positioning device determines the vehicle's current location, the reliability of this location is assessed. If the reliability exceeds a preset threshold, the location determination is accurate, and the current lane can be determined based on the vehicle's current location and map information. If the reliability is less than or equal to the preset threshold, the location determination is inaccurate. In this case, a second integration table is generated by comparing the road information corresponding to the vehicle's current location in the map with the vehicle's perceived road information. For example, based on the vehicle's current location determined by the high-precision satellite positioning device, the corresponding lane information, such as the number of lanes, lane line information, road boundary information, and surrounding vehicle information, is determined from the map information, and a second integration table is established. The road information corresponding to the vehicle's current location in the map is then compared with the vehicle's perceived road information according to preset integration rules to generate the second integration table. Lanes with an integration value greater than a third preset value in the second integration table are designated as the current lane.

[0068] The preset integration rule can be at least one of the following calculation methods: lane line information matching integration calculation, road boundary information matching integration calculation, and surrounding vehicle information matching integration calculation.

[0069] After determining the integral value in the second integral table, the integral value in the second integral table is compared with the third preset value. The lane with the integral value in the second integral table greater than the third preset value is determined as the current positioning lane. The third preset value can be set according to the requirements of the lane-level navigation planning method, and this disclosure does not limit it.

[0070] Once the current lane is determined, the vehicle's actual driving lane changes constantly due to its real-time movement. Therefore, the current lane needs to be updated in real time to reflect the vehicle's actual driving lane. The steps for updating the current lane include: comparing the vehicle's perceived road information with the current lane according to a preset integration rule to determine a second mismatch integration value. If the second mismatch integration value is greater than a fourth preset value, it indicates that the vehicle's actual driving lane has changed, and the current lane corresponding to the second mismatch integration value in the lane integration table is no longer the vehicle's actual driving lane. Therefore, the process returns to determine if the vehicle's current location's reliability exceeds a preset reliability threshold, and the current lane is redefined. The fourth preset value is set based on the actual requirements when the current lane is determined, and this disclosure does not limit its setting.

[0071] This embodiment first uses a high-precision satellite positioning device to acquire high-precision map information. Based on this high-precision map information, the vehicle's current position is obtained. Then, the reliability of the vehicle's current position is determined. When the reliability of the vehicle's current position is greater than a preset reliability threshold, it indicates that the determination of the vehicle's current position is accurate. Therefore, based on the vehicle's current position and map information, the current lane can be determined. By determining the reliability of the vehicle's current position, when the reliability is high, the vehicle's current position obtained through positioning can be used directly without complex positioning calculations. Positioning calculations are only performed when the reliability is low. This not only ensures the accuracy of the vehicle's current position but also simplifies the operation steps of the entire lane-level navigation planning method. Simultaneously, high-precision map information provides high positioning stability and anti-interference capabilities, ensuring the stable operation of the navigation planning system. Furthermore, after determining the current positioning lane based on the vehicle's current location, vehicle-perceived road information, and map information, this embodiment of the present disclosure also compares the real-time acquired vehicle-perceived road information with the current positioning lane to determine a second mismatch integral value. It continuously monitors whether the positioning lane is correct, and if the second mismatch integral value exceeds a fourth preset value, it re-evaluates whether the positioning reliability of the vehicle's current location exceeds a preset reliability threshold. Therefore, lane positioning can be monitored in real time, improving the accuracy of lane positioning.

[0072] In some embodiments, step S112, which involves comparing the road information corresponding to the vehicle's current location in the map information with the vehicle-perceived road information to generate a second integration table, may further include:

[0073] A second integral table is generated based on at least one of the following: the comparison results of lane line information corresponding to the road information of the vehicle's current location in the map information and lane line information in the vehicle's perceived road information; the positional relationship between the road boundary of the road information corresponding to the vehicle's current location in the map information and lane lines in the vehicle's perceived road information; and the positional relationship between the surrounding vehicle information in the vehicle's perceived road information and lane lines in the vehicle's current location in the map information.

[0074] The vehicle's current location is compared with the road information corresponding to the map information and the road information perceived by the vehicle according to the preset scoring rules to generate a second scoring table.

[0075] For example, when a second integration table is generated by comparing the lane line information of the road corresponding to the vehicle's current location in the map information with the lane line information in the vehicle's perceived road information according to a preset integration rule, the preset integration rule may be to perform lane line information matching integration calculation. The lane line information may include, for example, the lateral distance, slope, curvature, line type (solid line, dashed line), and effective length of the lane lines. Lane line information matching integration calculation involves comparing and integrating the lane line information at the vehicle's current location with the lane line information on the map information corresponding to the vehicle's location. The process involves acquiring lane line information at the vehicle's current location using a vehicle acquisition device. It also involves acquiring the lane line information corresponding to the vehicle on the map information using a vehicle positioning device and map information. The process of comparing and integrating the lane line information at the vehicle's current location with the lane line information on the map information is as follows: For example, if the four lane lines on both sides of the lane to be integrated, perceived by the front-facing camera in the vehicle acquisition device, are considered valid lane lines, the matching degree of the lane line information is compared one by one from right to left. The number of matched lane lines is then integrated by a counter set on that lane until all lanes have been compared. For example, if the current vehicle is in a four-lane road, each lane on the map has a corresponding counter. The lane lines are labeled "real / dummy / dummy / dummy / real" from left to right. When comparing the matching degree of lane line information from right to left, the lane line information on the map is "real / dummy / dummy / dummy". Since the four lane lines on both sides of the lane sensed by the forward-looking camera are valid lane lines, each lane's score calculation is performed by comparing the sensed four lane lines with the "real / dummy / dummy / dummy" on the map. One point is added for each matched lane line. For example, for the rightmost lane, the four lane lines sensed by the forward-looking camera are "dummy / dummy / real 0". The "real / dummy / dummy / dummy" on the map is compared with the "dummy / dummy / real 0" sensed by the rightmost lane. The second "dummy" can be matched, and one point is added to the counter corresponding to the rightmost lane. Since there are no lane lines further to the right of the rightmost lane, the rightmost lane line sensed by the forward-looking camera is recorded as 0. Similarly, for the two lanes on the right, if the four lane lines perceived by the forward-looking camera are "real / dummy / dummy / real", then the "real / dummy / dummy / dummy" information on the map is compared with the "real / dummy / dummy / real" information perceived by the two lanes on the right. If the second and third "dummy" lines match, then 2 points are added to the counter for the two lanes on the right. For the two lanes on the left, if the four lane lines perceived by the forward-looking camera are "real / dummy / dummy / dummy", then the "real / dummy / dummy / dummy" information on the map is compared with the "real / dummy / dummy / dummy / real" information perceived by the two lanes on the left. If all four lane lines match, then 4 points are added to the counter for the two lanes on the left.For the leftmost lane, if the forward-facing camera detects 0 solid / dummy / dummy lane lines, then comparing the "solid / dummy / dummy / dummy" data on the map with the "0 solid / dummy / dummy / dummy" data detected by the leftmost lane, all 4 lane lines can be matched, meaning 2 lane lines can be matched. Therefore, 2 points are added to the counter for the leftmost lane. In summary, the counter for the leftmost lane is 2 points, the counter for the leftmost lane 2 is 4 points, the counter for the rightmost lane 1 is 1 point, and the counter for the rightmost lane 2 is 2 points. When calculating the lane line information matching points, the added points for each lane line can be, for example, 1, 2, 3, etc., and the added points for each lane line can be set according to the actual needs of the points calculation; this disclosure does not limit this.

[0076] Optionally, when determining lane line information for the vehicle's current position, a lane line can be considered valid if its effective length is relatively long and its lateral position, slope, and curvature are within a reasonable range. This improves the accuracy of lane line information matching integration calculation.

[0077] For example, when a second integration table is generated based on the positional relationship between the road boundary in the map information corresponding to the vehicle's current location and the lane lines in the vehicle's perceived road information, according to a preset integration rule, this preset integration rule could be, for example, performing road boundary information matching integration calculation. Road boundary information could include, for example, the lateral position, slope, curvature, effective length, and alignment of the road boundary. If the current-view camera perceives a road boundary with high reliability and a relatively long effective length, and the lateral position, slope, and curvature are within a reasonable range, then points are added to the corresponding lane based on the position of the road boundary. For example, if a road boundary exists on the left and its lateral position is approximately 1.5 times the width of the left lane, then the counter for the left second lane could, for example, add 3 points. Or, if a road boundary exists on the left and its lateral position is approximately 1 time the width of the left lane, then the counter for the left first lane could, for example, add 1 point. The setting of the road boundary's position and width, and the corresponding increase in points, can be set according to the weighting requirements of the actual road integration calculation; this disclosure does not impose any limitations on this.

[0078] For example, when generating a second integration table based on the relationship between surrounding vehicle information in the vehicle's perceived road information and the vehicle's current position in the lane lines on the map, according to a preset integration rule, this preset integration rule could be, for example, calculating the integration score by matching surrounding vehicle information. Surrounding vehicle information could include, for example, the longitudinal position, lateral position, and longitudinal speed of moving vehicles. When the forward-facing camera detects a moving vehicle ahead, points are deducted from lanes that do not match, based on the positional relationship between the surrounding vehicles and the lane lines. For example, if a moving surrounding vehicle appears between the rightmost lane line and the second rightmost lane line, it can be determined that the vehicle cannot be in the rightmost lane line, and points are deducted from the counter corresponding to the rightmost lane line. The specific number of points deducted can be set according to the actual needs of the integration calculation; this disclosure does not limit this.

[0079] It should be noted that the greater the number of conditions satisfied in the above integration process, the more points will be awarded.

[0080] The technical solution provided in this disclosure allows for the use of a preset integration rule, such as at least one of the following methods: lane line information matching integration calculation, road boundary information matching integration calculation, and surrounding vehicle information matching integration calculation. This provides multiple methods for calculating the second integration table and enables accurate calculation of the second integration table based on vehicle-perceived road information, facilitating accurate positioning of the vehicle's current lane.

[0081] In some embodiments, before comparing the road information corresponding to the current positioning lane in the map information with the vehicle-perceived road information in step S113 to determine the second mismatch integral value, the method may include, for example:

[0082] Once the reliability of the vehicle's current location is determined to be greater than a preset reliability threshold, the current second mismatch integral value is cleared to zero.

[0083] For example, when the reliability of the vehicle's current location is determined to be greater than a preset reliability threshold, the current positioning lane can be determined based on the vehicle's current location and map information. At this time, the current second mismatch integral value is reset to zero. Since the current positioning lane needs to be monitored in real time after it is determined, and the vehicle is always in motion, its lane may have changed before each update of its current location. Therefore, determining the current positioning lane based on the second mismatch integral value in the original lane integral table would result in an error. Thus, in this embodiment, after determining that the reliability of the vehicle's current location is greater than the preset reliability threshold, the current second mismatch integral value is reset to zero.

[0084] In some embodiments, step S113 compares the road information corresponding to the current positioning lane in the map information with the vehicle-perceived road information to determine the second mismatch integral value, and may further include:

[0085] The second mismatch integral value is determined based on at least one of the following: the comparison results between the lane line information of the road information corresponding to the vehicle's current location in the map information and the lane line information in the vehicle's perceived road information; the positional relationship between the road boundary of the road information corresponding to the vehicle's current location in the map information and the lane line in the vehicle's perceived road information; and the positional relationship between the surrounding vehicle information in the vehicle's perceived road information and the lane line in the map information of the vehicle's current location.

[0086] The calculation method involves comparing and calculating the lane line information of the road corresponding to the vehicle's current location in the map information with the lane line information in the vehicle's perceived road information. This calculation method is the lane line information matching integration calculation method in the preset integration rules described in this embodiment. The method for matching the positional relationship between the road boundary of the road corresponding to the vehicle's current location in the map information and the lane lines in the vehicle's perceived road information is also described in this embodiment. Furthermore, the method for matching the positional relationship between the surrounding vehicle information in the vehicle's perceived road information and the lane lines of the vehicle's current location in the map information is described in this embodiment. All of these methods have the same beneficial effects as the preset integration rules described in this embodiment, and will not be repeated here to avoid repetition.

[0087] In some embodiments, the lane-level navigation planning method may further include: if it is determined that the current positioning lane has changed based on the vehicle's current position and map information, the positioning confidence of the vehicle's current position is determined to be greater than a preset confidence threshold, and the current positioning lane is updated; otherwise, when it is determined that the vehicle has changed lanes based on the vehicle's perceived road information, the current positioning lane is updated.

[0088] For example, a high-precision satellite positioning device can accurately locate a vehicle's current position. When the high-precision satellite positioning device determines that the vehicle's current position has changed, it is necessary to determine whether the reliability of the vehicle's current position is greater than a preset reliability threshold. If the reliability of the vehicle's current position is greater than the preset reliability threshold, it means that the determination of the vehicle's current position is accurate, and the current positioning lane is updated.

[0089] When the reliability of the vehicle's current location is less than or equal to a preset reliability threshold, it indicates that the judgment of the vehicle's current location is inaccurate. In this case, the vehicle's perceived road information is used to determine whether it has changed lanes. Since the vehicle's front-view camera can detect the four lane lines on both sides of the lane as valid lane lines, when the front-view camera detects a collective change in the position of the valid lane lines, it can be determined that the vehicle's lane may have changed, and therefore the current lane location can be updated.

[0090] The technical solution provided in this disclosure uses a high-precision satellite positioning device to determine whether the current positioning lane has changed. When a lane change is detected, the system determines whether the positioning reliability of the vehicle's current position is greater than a preset reliability threshold. This effectively and accurately confirms whether the lane has changed, preventing positioning errors that could affect lane positioning. Furthermore, if the positioning reliability is less than or equal to the preset reliability threshold, it indicates that the determination of the vehicle's current position is inaccurate. The system then further determines whether the vehicle has changed lanes based on the road information perceived by the vehicle. This achieves precise control over the vehicle's driving lane, without relying on human driving experience, effectively reducing the driver's decision-making burden and improving driving safety.

[0091] In some embodiments, S110 determines the vehicle's current positioning lane based on the vehicle's current location, map information, and vehicle-perceived road information, and may further include:

[0092] Once it is determined from map information that the number of lanes has changed, the first or second integrator will be reset to zero.

[0093] For example, a vehicle uses a positioning device to obtain its current location information and a data acquisition device to obtain the current number of lanes. This current number of lanes is then compared with the corresponding number of lanes on a map. If a change in the number of lanes is detected, it indicates that the vehicle is traveling in a different lane, requiring a re-determination of the vehicle's current lane. Re-determining the current lane based on the existing integral values ​​in the first or second integral table would lead to errors. Therefore, in this embodiment, after determining that the number of lanes has changed, the first or second integral table is reset to zero.

[0094] Figure 3 This is a flowchart illustrating yet another lane-level navigation planning method provided in an embodiment of this disclosure. In some embodiments, such as Figure 3 As shown, step S120 determines the road area where lane changing is not required based on the vehicle's current location, destination location, and map information. This includes, for example, the following steps:

[0095] S121. Determine the navigation route based on the vehicle's current location, destination location, and map information.

[0096] For example, determining the navigation route from the vehicle's current location to the destination location on map information.

[0097] S122. Reorganize and segment the map information corresponding to the navigation route to form a map data matrix, so that the road information along the driving direction is the same in the same segment of the map data matrix.

[0098] To compress data volume and save communication bandwidth, lane-level navigation planning devices typically send map information with different attributes in segments according to high-precision map industry communication standards. These standards, for example, divide map information into different attributes based on the number of lanes, lane lines, speed limits, etc. Because sending map information with different attributes in segments leads to inconsistencies in coordinates, it is necessary to reorganize and segment the map information corresponding to the navigation route to form a map data matrix. This ensures that segments with different attributes are located in the same coordinate matrix, and that road information along the driving direction is identical within each segment. Reorganizing and segmenting the map information corresponding to the navigation route to form a map data matrix means placing data with different attributes in a single coordinate matrix. The map data matrix is ​​the information after reorganizing and segmenting the segmented information with different attributes corresponding to the navigation route. Reorganization and segmentation involves first unifying the segmented information with different attributes in the same coordinate matrix, and then grouping data with identical road information along the driving direction into the same segment. Identical road information along the driving direction within the same segment means that road information with the same attribute is identical within the same segment. For example, all lanes within the same segment might have 3 lanes or a speed limit of 70 km / h. For instance, in the reconstructed map data matrix, the same segment might have 2 lanes, with lane lines displayed as "solid-dashed-solid-dashed". To avoid situations where the same segment has 2 lanes but lane lines include both "solid-dashed-dashed-solid" and "solid-dashed-solid-dashed", it's crucial to avoid situations where the map data matrix cannot reflect the connections between different roads along the vehicle's direction of travel. Therefore, data with identical road information along the vehicle's direction of travel should be placed in the same segment within the map data matrix to facilitate subsequent determination of the connections between different road segments.

[0099] S123. Based on the connectivity of lanes in different segments of the map data matrix, reorganize the map data matrix to generate a map space matrix so that directly connected lanes in different segments of the map space matrix are aligned.

[0100] In step S122, the road information along the driving direction is the same within the same segment of the map data matrix. However, the lanes in each segment of the map data matrix do not have corresponding connectivity, and therefore cannot accurately reflect the actual lane map. Thus, it is necessary to reorganize the map data matrix to generate a map space matrix, aligning directly connected lanes within each segment of the map space matrix. This allows the map space matrix to accurately reflect the actual lane positions, connectivity, number of lanes, lane line types, and other information, providing a complete lane map.

[0101] For example, Figure 4 This is a schematic diagram of map data matrix reassembly provided in an embodiment of this disclosure, such as... Figure 4 As shown in the diagram, the left side represents a map data matrix formed by reorganizing and segmenting the map information corresponding to the navigation route. The map data matrix includes three consecutive segments: the first segment contains four lanes (A1, A2, A3, and A4 from left to right); the second segment contains one lane (the leftmost lane, B1); and the third segment contains three lanes (C1, C2, and C3 from left to right). In this map data matrix, the leftmost lane A1 in the first segment is connected to the leftmost lane B1 in the second segment, and the leftmost lane B1 in the second segment is connected to the leftmost lane C1 in the third segment. The map data matrix is ​​then reorganized to generate a map space matrix, where directly connected lanes within each segment are aligned. The connection relationships between lanes in different segments include connected connections and through connections. Vehicles traveling on through connections do not need to change lanes. Connected connections require lane changes to establish the connection between lanes. Figure 4 As shown in the map space matrix on the left, in this map space matrix, the rightmost lane A4 in the first data segment is directly connected to the leftmost lane B1 in the second data segment, and the leftmost lane B1 in the second data segment is directly connected to the leftmost lane C1 in the third data segment. Figure 4 In the first data segment, lanes A1, A2, and A3 are connected to lane B1, the leftmost lane in the second data segment. Vehicles need to change lanes between these connected lanes to maintain continuous driving. The lane lines between the connected lanes in different data segments are dashed lines, and vehicles can change lanes on these dashed lines. Lane B1, the leftmost lane in the second data segment, is connected to lanes C2 and C3 in the third data segment.

[0102] Therefore, the map space matrix is ​​a complete lane map information that can accurately reflect the actual location, connectivity, number of lanes, lane line type, and other information of the lanes.

[0103] S124. Based on the destination location in the corresponding lane of the map space matrix and the lane line information of the map space matrix, determine the road area where no lane change is required.

[0104] Based on the map spatial matrix, determine the road area where the vehicle can travel from its current location to its destination without changing lanes. The vehicle can travel within this road area without changing lanes.

[0105] The technical solution provided in this disclosure reorganizes and segments the map information corresponding to the navigation route to form a map data matrix, and then reorganizes the map data matrix according to the lane connection relationship to form a map space matrix, thus obtaining accurate map information. Then, based on this map space matrix, areas of road where lane changes are not required are determined. This ensures that the obtained areas of road where lane changes are not required are more accurate.

[0106] In some embodiments, S124 determines a road area where lane changing is not required based on the destination location in the corresponding lane of the map space matrix and the lane line information of the map space matrix, for example including:

[0107] The destination location is located in the lane corresponding to the map space matrix, which is the initial road area where no lane change is required.

[0108] If there is a dashed lane line on any side of the road area where lane changing is not required initially, and the length of the dashed lane line is greater than the distance required to change lanes, the road area where lane changing is not required initially will be extended by one lane to one side of the dashed lane line; from the current position of the vehicle, the length of the extended lane is the difference between the dashed lane line and the distance required to change lanes.

[0109] If any lane in the expanded initial lane-change-free driving area is a dashed line and its length is greater than the distance required for lane changing, the expanded initial lane-change-free driving area is extended one lane to one side of the dashed line until no lane in the expanded initial lane-change-free driving area is a dashed line and its length is greater than the distance required for lane changing, thus obtaining a lane-change-free driving area.

[0110] For example, Figure 5 This is a schematic diagram of a road area where lane changes are not required, provided in an embodiment of this disclosure. Figure 5As shown, a lane-change-free driving area is determined from the map space matrix, which includes three data segments. The first segment includes four lanes, from left to right: lane A1, lane A2, lane A3, and lane A4. The second segment includes four lanes: the leftmost lane B1, lane B2, lane B3, and lane B4. The third segment includes four lanes, from left to right: lane C1, lane C2, lane C3, and lane C4. Along the vehicle's direction of travel, the distance between lanes in the first segment is x, the distance in the second segment is y, and the distance in the third segment is z. The lane corresponding to destination location 2 in the map space matrix is ​​taken as the initial lane-change-free driving area, as shown below. Figure 5 As shown, destination location 2 corresponds to lanes C2, B2, and A2 in the map space matrix. Therefore, the initial lane-change-free driving area can be determined as lanes C2, B2, and A2. At this point, the lane line types on both sides of the initial lane-change-free driving area are determined. Lane line types include dashed lines and solid lines. If the lane line type on either side of the initial lane-change-free driving area is a dashed line, it indicates that vehicles can change lanes in that lane; that is, vehicles in the surrounding lanes can change lanes to reach the lane-change-free driving area. Within the dashed line range of the lane-change-free driving area, vehicles in the surrounding lanes can change lanes to reach the lane-change-free driving area. Therefore, the length of the dashed line in the lane-change-free driving area determines the lane-change distance. However, vehicles need certain conditions to successfully change lanes. Because it involves actual vehicle driving and the complexity of the road, whether a vehicle can successfully change lanes needs to be compared with the required lane-change distance, which is the shortest distance the vehicle needs to travel to successfully change lanes. For example, a lane-change distance can be preset in the lane-level navigation planning device based on the vehicle type, speed, etc. The lane-change distance can be a data range or a specific value, which is not limited in this disclosure.

[0111] If the length of the dashed line in a road area where lane changing is not required is greater than the distance needed to change lanes, the initial road area where lane changing is not required will be extended by one lane to one side of the dashed lane line. For example, Figure 5As shown, the lengths of the dashed lines on both sides of lanes C2, B2, and A2 are determined. Along the direction of vehicle travel, the length of the dashed line on the left side of lanes C2, B2, and A2 is x+y+z, and the length of the dashed line on the right side of lanes C2, B2, and A2 is y+z. When the length of this dashed line is greater than the distance required for a lane change, the lanes extending to the left are lanes C1, B1, and A1, and the lanes extending to the right are lanes B3 and A3. Specifically, in the initial road area where no lane change is required, the length of the lanes extending to the left from lanes C2, B2, and A2 is the difference between the length of the dashed lane line on the left side of lanes C2, B2, and A2 and the distance required for a lane change, i.e., the difference between x+y+z and the distance required for a lane change. The dashed lane line for this leftward extension starts from the vehicle's current position. On the dashed lane lines to the left of lanes C2, B2, and A2, the vehicle's current position corresponds to point P1. The distance between point P1 and point P2 along these dashed lane lines is the length of the lane extending to the left. Therefore, as... Figure 5 As shown, the lanes that extend to the left from lanes C2, B2, and A2 are lanes C1, B1, and A1 between point P1 and point P2.

[0112] In the initial lane-changing area where no lane change is required, the length of the rightward extension of lanes C2, B2, and A2 is the difference between the length of the dashed lane line to the right of lanes C2, B2, and A2 and the distance required for a lane change, i.e., the difference between y+z and the distance required for a lane change. The dashed lane line for this rightward extension starts from the vehicle's current position. On the dashed lane line to the right of lanes C2, B2, and A2, the vehicle's current position corresponds to point P3. The distance between points P3 and P4 along this dashed lane line is the length of the rightward extension. Therefore, if... Figure 5 As shown, the lanes that extend to the right from lanes C2, B2, and A2 are lanes B3 and A3, which are located between points P3 and P4.

[0113] Because the lane line to the right of lane C2 is a solid line, vehicles cannot change lanes between lane C2 and lane C3 to the right of lane C2. At this point, the expanded initial lane-change-free driving area consists of lanes C1, B1, A1, B3, and A3. The lane line types on both sides of the expanded initial lane-change-free driving area are then determined, such as... Figure 5As shown, the system determines the lane line type to the right of lanes B3 and A3, and to the left of lanes C1, B1, and A1. Lanes C1, B1, and A1 to the left have solid lane lines, while lanes B3 and A3 to the right have dashed lane lines. When a lane line is dashed, if its length exceeds the distance required for a lane change, the initially extended road area where no lane change is needed is expanded by one lane to one side of the dashed lane line. Figure 5 In the diagram, the lane markings to the right of lanes B3 and A3 are dashed lines. The length of these dashed lines is the difference between y+z and the distance required to change lanes. When the length of this dashed line exceeds the required lane change distance, a lane is extended to the right of the dashed lane marking. This extended lane is located on lane A4. The length of the extended lane is the difference between the length of the dashed lane markings to the right of lanes B3 and A3 and the required lane change distance, i.e., the difference between y+z and twice the required lane change distance. For example... Figure 5 The vehicle's current position corresponds to point P5. The distance between point P5 and point P6 along the dashed lane line is the length of the lane extending to the right. The lane extending to the right from lanes B3 and A3 is lane A4, which is between point P5 and point P6.

[0114] Repeatedly compare the lengths of the dashed lines on both sides of the expanded initial lane-change-free driving area with the distance required for a lane change. If the length of the dashed line is greater than the distance required for a lane change, expand by one lane until there are no lanes on either side of the expanded initial lane-change-free driving area that are dashed and have a length greater than the distance required for a lane change. At this point, the final lane-change-free driving area can be obtained. Figure 5 As shown, Figure 5 The shaded area in the diagram represents the final road area where lane changes are not required.

[0115] The technical solution provided in this disclosure takes the lane corresponding to the destination location in the map space matrix as the initial driving area where no lane change is required, and then gradually expands the range of the initial driving area where no lane change is required based on the length of the dotted lines on both sides. The operation is simple and easy to implement, and the range of the driving area where no lane change is required can be accurately divided on the map space matrix.

[0116] In some embodiments, S130, determining the reachable destination road area based on the road area where lane changing is not required includes, for example:

[0117] Starting from the farthest point of the map space matrix from the vehicle's current location, if the lane line type on either side of the road area where lane changes are not required is a dashed line, the road area where lane changes are not required will be extended by one lane towards that dashed lane line until the lane lines on both sides of the extended road area where lane changes are not required are solid lines, thus obtaining the road area where the destination can be reached.

[0118] Figure 6 This is a schematic diagram of the planning of a road area leading to a destination, as provided in an embodiment of this disclosure. Figure 6 As shown, the map space matrix includes three data segments. Starting from the point furthest from the current location of vehicle 1 in the map space matrix, vehicle 1's current location is in the first data segment, and the point furthest from the current location of vehicle 1 is in the third data segment. If the lane line type on either side of the road area where lane changes are not required is a dashed line, it indicates that lane changes are permitted. Therefore, when the lane line type on either side is dashed, the road area where lane changes are not required is extended by one lane towards that dashed lane line until both sides of the extended road area where lane changes are not required are solid lines, thus obtaining the road area where the destination can be reached. Figure 6 The shaded area represents the final reachable road area. The reachable road area includes all lanes that lead to the destination, including both areas where lane changes are not required and areas where lane changes are necessary.

[0119] The technical solution provided in this disclosure can easily determine the reachable road area based on the lane line type on both sides of the road area where lane changes are not required. It is simple to operate, easy to implement, and highly accurate.

[0120] In some embodiments, S140, determining lane navigation planning information based on the vehicle's current positioning lane, the road area where lane changes are not required, and the road area where the destination can be reached, may further include: determining lane route planning information based on the positional relationship between the vehicle's current positioning lane and the road area where lane changes are not required, and / or, the positional relationship between the vehicle's current positioning lane and the road area where the destination can be reached.

[0121] Lane route planning information refers to lane-level route decisions for a vehicle to reach its destination from its current lane. Since vehicles do not need to change lanes in areas where lane changes are not required, they can maintain their original driving strategy to reach their destination. Vehicles can also reach their destination in areas where the destination is reachable, although lane changes may be necessary along the way. Lane route planning information can be determined based on the positional relationship between the vehicle's current lane and the areas where lane changes are not required. And / or, lane route planning information can also be determined based on the positional relationship between the vehicle's current lane and the areas where the destination is reachable.

[0122] The technical solution provided in this disclosure can determine lane route planning information in various ways, and can provide the vehicle with accurate and optimal lane route planning information based on road areas where lane changes are not required and / or road areas where the destination can be reached. Lane navigation planning information can be obtained without the driver having to deal with complex road conditions or plan the vehicle's driving route, thereby effectively reducing the driver's decision-making pressure and improving the safety of vehicle driving.

[0123] In some embodiments, lane route planning information is determined based on the positional relationship between the vehicle's current positioning lane and a road area where lane changing is not required, and / or the positional relationship between the vehicle's current positioning lane and a road area leading to the destination. This may further include, for example:

[0124] Determine whether the current lane is located within a road area where lane changing is not required. If so, confirm that the lane route planning information is for normal driving.

[0125] Otherwise, determine whether the currently located lane is within the reachable road area;

[0126] If so, determine whether the currently positioned lane is located on the left or right side of a road area where lane changing is not required;

[0127] If the current lane is located on the right side of a road area where lane changing is not required, the lane route planning information is determined to be a lane change to the left; if the current lane is located on the left side of a road area where lane changing is not required, the lane route planning information is determined to be a lane change to the right.

[0128] If the current positioning lane is outside the reachable road area, the lane route planning information is determined to be leaving the planned road.

[0129] Based on the vehicle's current lane location, it is determined whether the current lane is within a lane-change-free driving area. If it is, the vehicle can reach its destination without changing lanes, which is the optimal driving strategy, and the lane route planning information is determined to be normal driving. If the current lane is not within a lane-change-free driving area, it is determined whether it is within a reachable road area. If it is, the positional relationship between the current lane and the lane-change-free driving area is determined, and a lane-change prompt is issued to the vehicle to allow it to change lanes into the lane-change-free driving area. For example, it can be determined whether the current lane is on the left or right side of the lane-change-free driving area. If the current lane is on the right side, the vehicle needs to change lanes to the left to enter the lane-change-free driving area, and the lane route planning information is determined to be a left lane change. If the current lane is located to the left of a road area where lane changing is not required, the vehicle needs to change lanes to the right to enter the road area where lane changing is not required. Therefore, the lane planning information is determined to be a right lane change. If the current lane is outside the reachable road area, the vehicle has deviated from its planned route and cannot reach the destination by continuing in the current lane. Therefore, the lane planning information is determined to be a departure from the planned road. The driver is then notified that the planned route has deviated. This reduces driver distraction and improves driving safety.

[0130] The technical solution provided in this disclosure can provide the vehicle with optimal lane route planning information based on the vehicle's current positioning lane, the wireless lane-changing driving area, and the road area leading to the destination. This allows the vehicle to stay in the road area where lane changes are not required as much as possible, thereby reducing the vehicle's lane-changing operations and the probability of the driver dealing with complex road conditions. This effectively reduces the driver's decision-making pressure and improves the safety of vehicle driving.

[0131] In some embodiments, S140, determining lane navigation planning information based on the vehicle's current positioning lane, the road area where lane changing is not required, and the road area where the destination can be reached, may further include, for example:

[0132] The distance between the vehicle's current location and the lane-change node is determined based on the vehicle's current location, the road area where lane changes are not required, and the road area where the destination can be reached.

[0133] Determine the speed limit for the current lane based on the current lane location;

[0134] Based on the speed limit corresponding to the current lane and the distance between the vehicle's current position and the node where a lane change is required, the vehicle speed planning information is determined.

[0135] For example, both the road area where lane changes are not required and the road area leading to the destination contain a certain number of lanes. When the lane markings on either side of a lane are dashed lines, vehicles can change lanes from the dashed lines. The lane-change node is the location where a vehicle needs to change lanes. For example, if there is a ramp or lane merging point on the lane, the intersection of the lane and the ramp or lane merging point is the lane-change node. This is because vehicles must change lanes and leave the current lane before reaching the ramp or lane merging point. Vehicles cannot change lanes at the ramp or lane merging point, and after passing the ramp, the vehicle may not be able to reach its destination. Therefore, vehicles must change lanes within the area before the lane-change node.

[0136] When a vehicle is outside the accessible road zone, it needs to change lanes to enter the accessible road zone. At this point, a lane-change node is determined where the vehicle can enter the accessible road zone from its current position. Before this required lane-change node, the vehicle can enter the accessible road zone. Beyond this node, the vehicle cannot enter the accessible road zone. For example, the required lane-change node is the furthest point of the accessible road zone from the vehicle's current position, closest to its current location. The distance between the required lane-change node and the vehicle's current position represents the distance the vehicle can change lanes from its current position to enter the accessible road zone. The vehicle can change lanes within this distance range to enter the accessible road zone.

[0137] When a vehicle is located within a reachable road area but not within a road area where lane changing is not required, the vehicle needs to change lanes to enter the road area where lane changing is not required. In this case, the lane-change node is the road node from which the vehicle can enter the road area where lane changing is not required. The distance between the lane-change node and the vehicle's current position is equivalent to the distance the vehicle can travel from its current position to enter the road area where lane changing is not required. The vehicle can change lanes within this distance range to enter the road area where lane changing is not required. For example, the lane-change node is the furthest point of the road area where lane changing is not required, located on the side closest to the vehicle's current position and furthest from the position in front of the vehicle.

[0138] The technical solution provided in this disclosure can determine vehicle speed planning information based on the speed limit corresponding to the current lane and the distance between the vehicle's current position and the required lane-changing node. This enables speed prompts and control, further reducing the driver's decision-making burden and improving driving safety. It also prevents drivers from missing the optimal lane-changing opportunity and veering off the planned path, allowing drivers to drive with ease and confidence.

[0139] In some embodiments, vehicle speed planning information is determined based on the speed limit corresponding to the currently located lane and the distance between the vehicle's current position and the lane change node. This may include, for example, the following:

[0140] Determine whether the distance between the vehicle's current position and the lane change node is greater than a preset distance threshold;

[0141] If so, the speed limit corresponding to the currently located lane will be set as the first planned speed;

[0142] Otherwise, generate a vehicle deceleration warning and / or a second planned speed, which is less than the speed limit corresponding to the currently located lane.

[0143] For example, the lane-level navigation planning device can determine whether the distance between the vehicle's current position and the required lane-change node is greater than a preset distance threshold. If it is greater than the preset distance threshold, it means that normal driving can continue without changing lanes, and the speed limit corresponding to the currently positioned lane is determined as the first planned speed. Since no lane change is required, the vehicle can drive at the speed limit corresponding to the currently positioned lane. If it is less than the preset distance threshold, it means that deceleration is required to change lanes. Optionally, for example, it can flash on the human-machine interaction display device, while displaying the prompt text "Lane change required, please slow down," accompanied by a voice prompt. At this time, the human-machine interaction display device displays the generated second planned speed, which is less than the speed limit of the currently positioned lane, prompting the driver to perform the lane-change operation at the second planned speed.

[0144] Exemplary, the vehicle-sensing road information collected by the data acquisition device in the vehicle can, for example, be such as Figure 7 As shown, Figure 7 This is a schematic diagram of vehicle-perceived road information provided in an embodiment of this disclosure. Figure 7 As can be seen, the road information perceived by the vehicle may include, for example, the vehicle itself 1, the target vehicle ahead 3, the left lane line 4, the right lane line 5, the left second lane line 6, the right second lane line 7, the left road boundary 8, the road boundary 9, and the front-view camera field of view boundary 11.

[0145] It should be noted that the data collection devices in vehicles collect road information perceived by the vehicle, including but not limited to the following methods:

[0146] 1. The forward-facing camera can identify the nearest lane lines on the left and right sides of the vehicle, and the forward-facing millimeter-wave radar can acquire the position information of more than 10 reflection points of the guardrail within 5 meters to the left and right of the vehicle.

[0147] 2. The forward-facing camera can identify the nearest lane lines on the left and right sides of the vehicle, and can also obtain road boundary information within 5 meters on the left and right.

[0148] 3. The forward-facing camera can identify the nearest lane lines on the left and right sides of the vehicle, as well as the second lane lines on the left and right sides, and can obtain road boundary information within 7 meters on both sides.

[0149] 4. The forward-facing camera can identify the nearest lane lines on the left and right sides of the vehicle, as well as the second lane lines on the left and right. The forward-facing millimeter-wave radar can acquire the position information of more than 10 reflective points of the guardrail within 7 meters to the left and right of the vehicle.

[0150] Option 1 and Option 2 can support initial positioning of any lane in a 3-lane road, initial positioning of lanes on both sides of a road with 4 or more lanes, and stable positioning and tracking of up to 5 lanes.

[0151] Scheme 3 and Scheme 4 can support initial positioning of any lane in a 5-lane road, initial positioning of lanes on both sides of a road with more than 6 lanes, and stable positioning and tracking of up to 7 lanes.

[0152] The embodiments disclosed herein can select appropriate forward-looking cameras, forward-facing millimeter-wave radars, and other data acquisition devices according to actual conditions to meet the positioning needs of the operation.

[0153] For example, the lane-level navigation planning method provided in this disclosure embodiment can be as follows: Figure 8 As shown, Figure 8 A schematic diagram illustrating the principle of the lane-level navigation planning method provided in this embodiment of the disclosure. Figure 8 It can be seen that the lane-level navigation planning method can perform a positioning fusion method, which includes a positioning initialization method and a positioning monitoring method.

[0154] In the positioning fusion method, the current position of the vehicle is first monitored by the positioning monitoring method. Then, the positioning reliability of the vehicle is judged in the positioning initialization method. If the positioning reliability is greater than the preset reliability threshold, it means that the judgment of the current position of the vehicle is accurate. Then, the current positioning lane is determined based on the current position of the vehicle and the map information.

[0155] When the reliability of the vehicle's current location is less than or equal to a preset reliability threshold, it indicates that the judgment of the vehicle's current location is inaccurate. In this case, the positioning initialization method is used to match and integrate at least one of the lane line information, road boundary information, and surrounding vehicle information to generate a second integral table. The lane with an integral value greater than a third preset value in the second integral table is determined as the current positioning lane.

[0156] Once the current lane is determined, the vehicle's actual lane may change in real time due to its continuous movement. Therefore, it is necessary to update the current lane in real time using a combination of positioning initialization and positioning monitoring methods to ensure that the current lane reflects the vehicle's actual lane. The steps for updating the current lane include: calculating a second mismatch integral value by performing matching integration on at least one of lane line information, road boundary information, and surrounding vehicle information using the positioning monitoring method. If the second mismatch integral value is greater than a fourth preset value, it indicates that the vehicle's actual lane has changed, and the current lane in the lane integration table is no longer the vehicle's actual lane. Therefore, the process returns to determine if the vehicle's current location's reliability exceeds a preset reliability threshold, and the current lane is redefined. The fourth preset value is set based on the actual requirements when the current lane is determined, and this disclosure does not limit its setting.

[0157] This embodiment of the disclosure determines the positioning reliability of the vehicle's current location. When the positioning reliability is high, the current positioning lane obtained through positioning can be used directly without complex positioning calculations. Positioning calculations are only performed when the positioning reliability is low. This not only ensures the accuracy of the vehicle's current location positioning but also simplifies the operation steps of the entire lane-level navigation planning method. Furthermore, after determining the current positioning lane based on the vehicle's current location, vehicle-perceived road information, and map information, this embodiment of the disclosure further determines a second mismatch integral value by comparing the real-time acquired vehicle-perceived road information with the current positioning lane. It continuously monitors whether the positioning lane is correct. If the second mismatch integral value exceeds a fourth preset value, the positioning reliability of the vehicle's current location is re-evaluated to be greater than a preset reliability threshold. Therefore, lane positioning can be monitored in real time, improving the accuracy of lane positioning.

[0158] In some embodiments, the positioning monitoring method can also monitor lane change information. If the positioning monitoring method determines that the current positioning lane has changed, the positioning initialization method determines that the positioning confidence of the vehicle's current position is greater than a preset confidence threshold, and then updates the current positioning lane; otherwise, the positioning monitoring method obtains the vehicle's perceived road information, and then updates the current positioning lane based on the vehicle's perceived road information when the vehicle changes lanes.

[0159] The technical solution provided in this disclosure uses a positioning monitoring method to determine whether the current positioning lane has changed. When a lane change is detected, the system determines whether the positioning reliability of the vehicle's current position is greater than a preset reliability threshold. This effectively and accurately confirms whether the lane has changed, preventing positioning errors that could affect lane positioning. Furthermore, if the positioning reliability is less than or equal to the preset reliability threshold, it indicates that the judgment of the vehicle's current position is inaccurate. The system then further determines whether the vehicle has changed lanes based on the road information perceived by the vehicle. This achieves precise control over the vehicle's driving lane, without relying on the driver's experience, effectively reducing the driver's decision-making burden and improving driving safety.

[0160] Based on the same inventive concept, this disclosure also provides a lane-level navigation planning device. Figure 9 A structural block diagram of a lane-level navigation planning device provided in this disclosure embodiment is shown below. Figure 9 As shown, the device includes:

[0161] Lane positioning module 10 is used to determine the vehicle's current lane based on the vehicle's current location, map information, and road information perceived by the vehicle. Lane-free driving area determination module 20 is used to determine lane-free driving areas based on the vehicle's current location, destination location, and map information. Reachable destination road area determination module 30 is used to determine reachable destination road areas based on lane-free driving areas. Lane navigation planning information determination module 40 is used to determine lane navigation planning information based on the vehicle's current lane, lane-free driving areas, and reachable destination road areas.

[0162] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present disclosure, including: a processor 50 and a memory 60; the processor 50 executes the lane-level navigation planning steps as described in any of the above embodiments by calling programs or instructions stored in the memory 60. Furthermore, the electronic device may also include at least one communication interface 70. Various components in the electronic device are coupled together through a bus system 80. The communication interface 70 is used for information transmission with external devices. It is understood that the bus system 80 is used to realize the connection and communication between these components. In addition to a data bus, the bus system 80 also includes a power bus, a control bus, and a status signal bus.

[0163] The lane-level navigation planning provided in this embodiment can be applied to or implemented by the processor 50. The processor 50 can be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method can be completed by the processor 50 calling hardware integrated logic circuits or software instructions stored in the program or instructions in the memory 60. The processor 50 can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor.

[0164] This disclosure also proposes a computer-readable storage medium that stores a program or instructions that cause a computer to perform steps as described in the embodiments of the lane-level navigation planning method. To avoid repetition, these steps will not be repeated here.

[0165] Figure 11 A structural block diagram of a vehicle provided in this disclosure embodiment, such as Figure 11 As shown, this disclosure also provides a vehicle that includes the electronic equipment described in this disclosure. This electronic equipment includes, for example, a system host, such as... Figure 11 As shown, the system host includes, for example, a lane positioning module, a road area determination module for driving without lane changes, a road area determination module for reaching the destination, and a lane navigation planning information determination module. Figure 11 As shown, the vehicle may also include a positioning device, which can be used to obtain the vehicle's current location. Examples include: Global Positioning System (GPS) positioning devices, high-precision satellite positioning devices, and Inertial Measurement Units (IMUs). GPS positioning devices can obtain satellite signals, calculate latitude and longitude information in real time, and determine the vehicle's current location based on this information. High-precision satellite positioning devices can obtain sub-meter level positioning information for the vehicle in real time, including but not limited to the vehicle's longitude, latitude, altitude, and heading angle. The vehicle's current location may include, for example, the road it is on and its direction of travel. After determining the road and direction of travel, information such as the total number of lanes on the current road and the availability of emergency lanes can be retrieved from the map (hereafter referred to as the lane model for ease of description).

[0166] The vehicle may also include a data acquisition device, which can acquire road information perceived by the vehicle. The data acquisition device includes, but is not limited to, cameras and lidar. For example, the camera may be a forward-facing camera installed inside the vehicle's windshield. In this embodiment, the data acquisition device can collect road information perceived by the vehicle. This road information includes, but is not limited to, lane line information, road boundary information, and surrounding vehicle information. Lane line information may include, for example, the lateral distance, slope, curvature, line type (solid line, dashed line), and effective length of the lane lines. Road boundary information may include, for example, the lateral position, slope, curvature, effective length, and line type of guardrails. Surrounding vehicle information may include, for example, the longitudinal position, lateral position, and longitudinal speed of moving vehicles. Vehicle-perceived road information refers to the real-time road information near the vehicle's location acquired by the data acquisition device.

[0167] The vehicle also includes, for example, a human-machine interface display and speakers. The human-machine interface display is used by the driver to invoke and configure system functions, as well as display the vehicle system's navigation planning results and necessary information. Invoking and configuring system functions includes, but is not limited to: activating the navigation function, entering navigation destination information, and setting driving preferences. The necessary information includes, but is not limited to: a visual representation of the navigation map, road areas where lane changes are not required, road areas leading to the destination, speed limit information, and driving behavior decision results. The speakers can play prompts sent by the vehicle system's main unit. Lane route planning information is displayed on the human-machine interface display and prompts are played through the speakers.

[0168] For example, the vehicle acquires perceived road information through a data acquisition device, and obtains its current location and map information through a positioning device. The host system determines the vehicle's current lane based on the vehicle's current location, map information, and perceived road information via a lane positioning module. A lane-change-free driving area determination module determines a lane-change-free driving area based on the vehicle's current location, destination location, and map information. A reachable destination road area determination module determines a reachable destination road area based on the lane-change-free driving area. A lane navigation planning information determination module determines lane navigation planning information based on the vehicle's current lane, the lane-change-free driving area, and the reachable destination road area. This lane navigation planning information is then provided to the driver through a human-machine interface display device, accompanied by voice prompts from a speaker.

[0169] For example, if the system host determines that the lane route planning information indicates a left lane change, the driver will be prompted via the human-machine interface (HMI) display to "Observe the road conditions and change lanes to the left." The HMI display will flash the area of ​​the road where no lane change is required or the area of ​​the road leading to the destination, accompanied by a voice prompt from the speaker. Alternatively, if the system host determines that the lane route planning information indicates a right lane change, the driver will be prompted via the HMI display to "Observe the road conditions and change lanes to the right." The HMI display will flash the area of ​​the road where no lane change is required or the area of ​​the road leading to the destination, accompanied by a voice prompt from the speaker. Or, if the system host determines that the currently positioned lane is outside the area of ​​the road leading to the destination, indicating that the vehicle has deviated from its planned route and cannot reach the destination by continuing in the current lane, the lane route planning information will be determined to be deviating from the planned route. The driver will be prompted via the HMI display to "Deviated from the planned route and will be replanned shortly." The HMI display will flash the area of ​​the road leading to the destination, accompanied by a voice prompt from the speaker, to inform the driver that the current planned route has deviated. This embodiment of the disclosure uses a human-computer interaction display device and a speaker to provide prompts to the driver, which can reduce driver distraction and improve vehicle driving safety. Simultaneously, the lane navigation planning information is lane-level specific, eliminating the need for the driver to deal with complex road conditions or plan the vehicle's route, thereby effectively reducing the driver's decision-making burden and improving vehicle driving safety.

[0170] This application also discloses a lane-level navigation planning method, for example,

[0171] A1: A lane-level navigation planning method, the method comprising:

[0172] The vehicle's current lane is determined based on its current location, map information, and road information perceived by the vehicle.

[0173] Based on the vehicle's current location, destination location, and map information, determine the road area where lane changing is not required;

[0174] Based on the road areas where lane changes are not required, the reachable road areas are determined.

[0175] Lane navigation planning information is determined based on the vehicle's current lane, the road area where lane changes are not required, and the road area where the destination can be reached.

[0176] A2. According to the lane-level navigation planning method described in A1, determining the vehicle's current positioning lane based on the vehicle's current location, map information, and vehicle-perceived road information includes:

[0177] Based on the vehicle's current location and map information, a first score table is generated;

[0178] The integral value of each lane in the first integral table is determined based on the vehicle's perceived road information.

[0179] The lane whose integral value in the first integral table is greater than the first preset value is determined as the current positioning lane;

[0180] The vehicle-sensed road information is compared with the current positioning lane to determine the first mismatch integral value;

[0181] If the first mismatch integral value is greater than the second preset value, the lane integral table is cleared to zero, and the process returns to generate the lane integral table based on the vehicle's current location and map information.

[0182] A3. According to the lane-level navigation planning method described in A1, determining the vehicle's current positioning lane based on the vehicle's current location, map information, and vehicle-perceived road information includes:

[0183] The system determines that the reliability of the vehicle's current location is greater than a preset reliability threshold.

[0184] If the reliability of the vehicle's current location is greater than a preset reliability threshold, the current positioning lane is determined based on the vehicle's current location and map information; otherwise, the road information corresponding to the vehicle's current location in the map information is compared with the road information perceived by the vehicle to generate a second integral table, and the lane with an integral value greater than a third preset value in the second integral table is determined as the current positioning lane.

[0185] The road information corresponding to the current positioning lane in the map information is compared with the road information perceived by the vehicle to determine the second mismatch integral value;

[0186] If the second mismatch integral value is greater than the fourth preset value, return to the process of determining whether the positioning confidence of the vehicle's current location is greater than the preset confidence threshold.

[0187] A4. According to the lane-level navigation planning method described in A3, the step of comparing the road information corresponding to the vehicle's current position in the map information with the vehicle's perceived road information to generate a second integral table includes:

[0188] A second integral table is generated based on at least one of the following: the comparison results between the lane line information of the road information corresponding to the vehicle's current location in the map information and the lane line information in the vehicle's perceived road information; the positional relationship between the road boundary of the road information corresponding to the vehicle's current location in the map information and the lane line in the vehicle's perceived road information; and the positional relationship between the surrounding vehicle information in the vehicle's perceived road information and the lane line in the map information of the vehicle's current location.

[0189] A5. According to the lane-level navigation planning method described in A3, before comparing the road information corresponding to the currently positioned lane in the map information with the vehicle-perceived road information to determine the second mismatch integral value, the method further includes:

[0190] Once the reliability of the vehicle's current location is determined to be greater than a preset reliability threshold, the current second mismatch integral value is cleared to zero.

[0191] A6. According to the lane-level navigation planning method described in A3, the step of comparing the road information corresponding to the currently positioned lane in the map information with the vehicle-perceived road information to determine the second mismatch integral value includes:

[0192] The second mismatch integral value is determined based on at least one of the following: the comparison result between the lane line information of the road information corresponding to the vehicle's current location in the map information and the lane line information in the vehicle's perceived road information; the positional relationship between the road boundary of the road information corresponding to the vehicle's current location in the map information and the lane line in the vehicle's perceived road information; and the positional relationship between the surrounding vehicle information in the vehicle's perceived road information and the lane line of the vehicle's current location in the map information.

[0193] A7. The lane-level navigation planning method described in A3 also includes:

[0194] If, based on the vehicle's current location and map information, it is determined that the current positioning lane has changed, and the reliability of the vehicle's current location is greater than a preset reliability threshold, the current positioning lane is updated.

[0195] Otherwise, when determining a lane change based on the vehicle's perceived road information, update the current lane location.

[0196] A8. According to the lane-level navigation planning method described in A2 or A3, in the process of determining the vehicle's current positioning lane based on the vehicle's current location, map information, and vehicle-perceived road information, the method further includes:

[0197] After determining that the number of lanes has changed based on the map information, the first integrator or the second integrator is reset to zero.

[0198] A9. According to the lane-level navigation planning method described in A1, the step of determining the road area where lane changing is not required based on the vehicle's current position, destination position, and map information includes:

[0199] Determine the navigation route based on the vehicle's current location, destination location, and map information;

[0200] The map information corresponding to the navigation route is reorganized and segmented to form a map data matrix, so that the road information along the driving direction is the same in the same segment of the map data matrix.

[0201] Based on the connectivity of lanes in different segments of the map data matrix, the map data matrix is ​​reorganized to generate a map space matrix so that directly connected lanes in different segments of the map space matrix are aligned.

[0202] Based on the destination location in the lane corresponding to the map space matrix, and the lane line information of the map space matrix, a road area where lane changing is not required is determined.

[0203] A10. According to the lane-level navigation planning method described in A9, the step of determining the road area where lane changes are not required based on the destination location in the lane corresponding to the map space matrix and the lane line information of the map space matrix includes:

[0204] The destination location is taken as the initial road area where no lane change is required;

[0205] If any lane in the initial lane-change-free driving area has a dashed lane line on either side, and the length of the dashed lane line is greater than the distance required for lane changing, the initial lane-change-free driving area will be extended by one lane to one side of the dashed lane line; from the vehicle's current position, the length of the extended lane will be the difference between the dashed lane line and the distance required for lane changing.

[0206] If any lane in the expanded initial lane-change-free driving area is a dashed line and its length is greater than the distance required for lane changing, the expanded initial lane-change-free driving area is extended one lane to one side of the dashed line until no lane in the expanded initial lane-change-free driving area is a dashed line and its length is greater than the distance required for lane changing, thus obtaining a lane-change-free driving area.

[0207] A11. According to the lane-level navigation planning method described in A9, the step of determining the reachable road area based on the road area where lane changes are not required includes:

[0208] Starting from the farthest point of the map space matrix from the vehicle's current position, if the lane line type on either side of the road area where lane changes are not required is a dashed line, the road area where lane changes are not required is extended by one lane towards the dashed lane line until the lane lines on both sides of the extended road area where lane changes are not required are solid lines, thus obtaining the road area where the destination can be reached.

[0209] A12. According to the lane-level navigation planning method described in A1, the step of determining lane navigation planning information based on the vehicle's current positioning lane, the road area where lane changing is not required, and the road area leading to the destination includes:

[0210] Lane route planning information is determined based on the positional relationship between the vehicle's current lane and the road area where lane changes are not required, and / or the positional relationship between the vehicle's current lane and the road area leading to the destination.

[0211] A13. According to the lane-level navigation planning method described in A12, the step of determining lane route planning information based on the positional relationship between the vehicle's current positioning lane and the road area where lane changes are not required, and / or the positional relationship between the vehicle's current positioning lane and the road area leading to the destination, includes:

[0212] Determine whether the currently positioned lane is located within the road area where lane changing is not required; if so, determine that the lane route planning information is for normal driving.

[0213] Otherwise, determine whether the currently located lane is within the reachable destination road area;

[0214] If so, determine whether the currently positioned lane is located to the left or right of the road area where lane changing is not required;

[0215] If the currently positioned lane is located on the right side of the road area where lane changing is not required, then the lane route planning information is determined to be a lane change to the left; if the currently positioned lane is located on the left side of the road area where lane changing is not required, then the lane route planning information is determined to be a lane change to the right.

[0216] If the currently located lane is outside the reachable destination road area, the lane route planning information is determined to be exiting the planned road.

[0217] A14. According to the lane-level navigation planning method described in A1, the step of determining lane navigation planning information based on the currently positioned lane, the road area where lane changing is not required, and the road area where the destination can be reached includes:

[0218] The distance between the vehicle's current location and the lane-change node is determined based on the vehicle's current location, the road area where lane changes are not required, and the road area where the destination can be reached.

[0219] The speed limit for the current location lane is determined based on the current location lane.

[0220] Based on the speed limit corresponding to the current lane and the distance between the vehicle's current position and the lane change node, the vehicle speed planning information is determined.

[0221] A15. According to the lane-level navigation planning method described in A14, the step of determining vehicle speed planning information based on the speed limit corresponding to the currently positioned lane and the distance between the vehicle's current position and the required lane-change node includes:

[0222] Determine whether the distance between the vehicle's current position and the lane change node is greater than a preset distance threshold;

[0223] If so, the speed limit corresponding to the currently located lane will be determined as the first planned speed;

[0224] Otherwise, generate a vehicle deceleration warning and / or a second planned speed, where the second planned speed is less than the speed limit corresponding to the currently located lane.

[0225] B1. A lane-level navigation planning device, comprising:

[0226] The lane positioning module is used to determine the vehicle's current positioning lane based on the vehicle's current location, map information, and road information perceived by the vehicle.

[0227] The lane-change-free driving area determination module is used to determine the lane-change-free driving area based on the vehicle's current location, destination location, and map information.

[0228] A reachable road area determination module is used to determine the reachable road area based on the road area where lane changing is not required.

[0229] The lane navigation planning information determination module is used to determine lane navigation planning information based on the vehicle's current positioning lane, the road area where lane changing is not required, and the road area where the destination can be reached.

[0230] C1. An electronic device comprising: a processor and a memory;

[0231] The processor executes the steps of the method as described in any one of A1 to A15 by invoking a program or instruction stored in the memory.

[0232] D1. A computer-readable storage medium, characterized in that the computer-readable storage medium stores a program or instructions that cause a computer to perform the steps of the method as described in any one of A1 to A15.

[0233] E1. A vehicle including electronic equipment as described in C1.

[0234] It should be noted that, in this document, relational terms such as “first” and “second” are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0235] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A lane-level navigation planning method, characterized in that, include: The vehicle's current lane is determined based on its current location, map information, and road information perceived by the vehicle. Based on the vehicle's current location, destination location, and map information, a road area where lane changing is not required is determined. This road area is one where the vehicle does not need to change lanes while driving. The road area where lane changing is not required is generated through a map data matrix and a map space matrix. The map data matrix is ​​formed by reorganizing and segmenting the map information corresponding to the navigation route. The map space matrix is ​​formed by reorganizing and segmenting the lanes in different segments of the map data matrix. The road information along the driving direction is the same in the same segment of the map data matrix, and the directly connected lanes in different segments of the map space matrix are aligned. Based on the road areas where lane changes are not required, a destination road area is determined, wherein the destination road area includes road areas that can reach the destination location. Lane navigation planning information is determined based on the vehicle's current lane, the road area where lane changes are not required, and the road area where the destination can be reached.

2. The lane-level navigation planning method according to claim 1, characterized in that, Determining the vehicle's current lane based on its current location, map information, and perceived road information includes: Based on the vehicle's current location and map information, a first score table is generated; The integral value of each lane in the first integral table is determined based on the vehicle's perceived road information. The lane whose integral value in the first integral table is greater than the first preset value is determined as the current positioning lane; The vehicle-sensed road information is compared with the current positioning lane to determine the first mismatch integral value; If the first mismatch integral value is greater than the second preset value, the lane integral table is cleared to zero, and the process returns to generate the lane integral table based on the vehicle's current location and map information.

3. The lane-level navigation planning method according to claim 1, characterized in that, Determining the vehicle's current lane based on its current location, map information, and perceived road information includes: The system determines that the reliability of the vehicle's current location is greater than a preset reliability threshold. If the reliability of the vehicle's current location is greater than a preset reliability threshold, the current positioning lane is determined based on the vehicle's current location and map information; otherwise, the road information corresponding to the vehicle's current location in the map information is compared with the road information perceived by the vehicle to generate a second integral table, and the lane with an integral value greater than a third preset value in the second integral table is determined as the current positioning lane. The road information corresponding to the current positioning lane in the map information is compared with the road information perceived by the vehicle to determine the second mismatch integral value; If the second mismatch integral value is greater than the fourth preset value, return to perform the judgment that the positioning confidence of the current vehicle position is greater than the preset confidence threshold.

4. The lane-level navigation planning method according to claim 3, characterized in that, The step of comparing the road information corresponding to the vehicle's current location in the map information with the road information perceived by the vehicle to generate a second integral table includes: A second integral table is generated based on at least one of the following: the comparison results between the lane line information of the road information corresponding to the vehicle's current location in the map information and the lane line information in the vehicle's perceived road information; the positional relationship between the road boundary of the road information corresponding to the vehicle's current location in the map information and the lane line in the vehicle's perceived road information; and the positional relationship between the surrounding vehicle information in the vehicle's perceived road information and the lane line in the map information of the vehicle's current location.

5. The lane-level navigation planning method according to claim 3, characterized in that, Before comparing the road information corresponding to the currently located lane in the map information with the vehicle-perceived road information to determine the second mismatch integral value, the method further includes: Once the reliability of the vehicle's current location is determined to be greater than a preset reliability threshold, the current second mismatch integral value is cleared to zero.

6. The lane-level navigation planning method according to claim 3, characterized in that, The step of comparing the road information corresponding to the currently located lane in the map information with the road information perceived by the vehicle to determine the second mismatch integral value includes: The second mismatch integral value is determined based on at least one of the following: the comparison result between the lane line information of the road information corresponding to the vehicle's current location in the map information and the lane line information in the vehicle's perceived road information; the positional relationship between the road boundary of the road information corresponding to the vehicle's current location in the map information and the lane line in the vehicle's perceived road information; and the positional relationship between the surrounding vehicle information in the vehicle's perceived road information and the lane line of the vehicle's current location in the map information.

7. The lane-level navigation planning method according to claim 3, characterized in that, Also includes: If, based on the vehicle's current location and map information, it is determined that the current positioning lane has changed, and the reliability of the vehicle's current location is greater than a preset reliability threshold, the current positioning lane is updated. Otherwise, when determining a lane change based on the vehicle's perceived road information, update the current lane location.

8. The lane-level navigation planning method according to claim 2, characterized in that, The process of determining the vehicle's current lane based on its current location, map information, and perceived road information also includes: After determining that the number of lanes has changed based on the map information, the first integrator table is cleared.

9. The lane-level navigation planning method according to claim 3, characterized in that, The process of determining the vehicle's current lane based on its current location, map information, and perceived road information also includes: After determining that the number of lanes has changed based on the map information, the second integrator is reset to zero.

10. The lane-level navigation planning method according to claim 1, characterized in that, The process of determining the road area where lane changing is not required based on the vehicle's current location, destination location, and map information includes: Determine the navigation route based on the vehicle's current location, destination location, and map information; Based on the destination location in the lane corresponding to the map space matrix, and the lane line information of the map space matrix, a road area where lane changing is not required is determined.

11. The lane-level navigation planning method according to claim 10, characterized in that, The process of determining road areas where lane changes are not required based on the destination location in the corresponding lane of the map space matrix and the lane line information of the map space matrix includes: The destination location is taken as the initial road area where no lane change is required; If any lane in the initial road area where lane changing is not required has a dashed line and its length is greater than the distance required for lane changing, the initial road area where lane changing is not required will be extended by one lane to the side of the dashed line. From the current position of the vehicle, the length of the extended lane is the difference between the dashed line and the distance required for lane changing. If any lane in the expanded initial lane-change-free driving area has a dashed lane line on either side and its length is greater than the distance required for lane changing, the expanded initial lane-change-free driving area is extended by one lane to one side of the dashed lane line until no lane in the expanded initial lane-change-free driving area has a dashed lane line on either side and its length is greater than the distance required for lane changing, thus obtaining a lane-change-free driving area.

12. The lane-level navigation planning method according to claim 10, characterized in that, The determination of the reachable road area based on the road area where lane changes are not required includes: Starting from the farthest point of the map space matrix from the vehicle's current position, if the lane line type on either side of the road area where lane changes are not required is a dashed line, the road area where lane changes are not required is extended by one lane towards the lane line type of the dashed line until the lane lines on both sides of the extended road area where lane changes are not required are solid lines, thus obtaining the road area where the destination can be reached.

13. The lane-level navigation planning method according to claim 1, characterized in that, The process of determining lane navigation planning information based on the vehicle's current positioning lane, the road area where lane changes are not required, and the road area leading to the destination includes: Lane route planning information is determined based on the positional relationship between the vehicle's current lane and the road area where lane changes are not required, and / or the positional relationship between the vehicle's current lane and the road area leading to the destination.

14. The lane-level navigation planning method according to claim 13, characterized in that, The determination of lane route planning information based on the positional relationship between the vehicle's current lane and the road area where lane changes are not required, and / or the positional relationship between the vehicle's current lane and the road area leading to the destination, includes: Determine whether the currently positioned lane is located within the road area where lane changing is not required; if so, determine that the lane route planning information is for normal driving. Otherwise, determine whether the currently located lane is within the reachable destination road area; If so, determine whether the currently positioned lane is located to the left or right of the road area where lane changing is not required; If the currently positioned lane is located on the right side of the road area where lane changing is not required, then the lane route planning information is determined to be a lane change to the left; if the currently positioned lane is located on the left side of the road area where lane changing is not required, then the lane route planning information is determined to be a lane change to the right. If the currently located lane is outside the reachable destination road area, the lane route planning information is determined to be exiting the planned road.

15. The lane-level navigation planning method according to claim 1, characterized in that, The process of determining lane navigation planning information based on the current positioning lane, the road area where lane changes are not required, and the road area leading to the destination includes: The distance between the vehicle's current location and the lane-change node is determined based on the vehicle's current location, the road area where lane changes are not required, and the road area where the destination can be reached. The speed limit for the current location lane is determined based on the current location lane. Based on the speed limit corresponding to the current lane and the distance between the vehicle's current position and the lane change node, the vehicle speed planning information is determined.

16. The lane-level navigation planning method according to claim 15, characterized in that, The process of determining vehicle speed planning information based on the speed limit corresponding to the currently located lane and the distance between the vehicle's current position and the required lane change node includes: Determine whether the distance between the vehicle's current position and the lane change node is greater than a preset distance threshold; If so, the speed limit corresponding to the currently located lane will be determined as the first planned speed; Otherwise, generate a vehicle deceleration warning and / or a second planned speed, where the second planned speed is less than the speed limit corresponding to the currently located lane.

17. A lane-level navigation planning device, characterized in that, include: The lane positioning module is used to determine the vehicle's current positioning lane based on the vehicle's current location, map information, and road information perceived by the vehicle. The lane-change-free driving area determination module is used to determine lane-change-free driving areas based on the vehicle's current location, destination location, and map information. These lane-change-free driving areas are those where the vehicle does not need to perform lane-change operations. They are generated using a map data matrix and a map space matrix. The map data matrix is ​​formed by reorganizing and segmenting map information corresponding to the navigation route. The map space matrix is ​​generated by reorganizing and segmenting lanes within different segments of the map data matrix. In the map data matrix, road information along the driving direction is identical within the same segment, and directly connected lanes within different segments of the map space matrix are aligned. The reachable destination road area determination module is used to determine the reachable destination road area based on the road area that does not require lane changing, wherein the reachable destination road area includes road areas that can reach the destination location. The lane navigation planning information determination module is used to determine lane navigation planning information based on the vehicle's current positioning lane, the road area where lane changing is not required, and the road area where the destination can be reached.

18. An electronic device, characterized in that, include: Processor and memory; The processor executes the steps of the method as described in any one of claims 1 to 16 by invoking programs or instructions stored in the memory.

19. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program or instructions that cause a computer to perform the steps of the method as described in any one of claims 1 to 16.

20. A vehicle, characterized in that, Includes the lane-level navigation planning device as described in claim 17 or the electronic device as described in claim 18.

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