A driving state judgment method, computer device, readable storage medium and motor vehicle

Abstract

The application discloses a driving state judgment method, computer equipment, readable storage medium and motor vehicle, relates to the automatic driving technical field, judges the driving state of the ego vehicle at the intersection when the vehicle runs the navigation auxiliary cruise, and comprises the following steps: acquiring the global path of the navigation planning and the current road direction; the lane lines on both sides of the ego vehicle and the stop line in front of the ego vehicle are acquired through a vehicle perception system and are converted into the ego vehicle coordinate system; the driving state of the ego vehicle is judged according to the current pose of the ego vehicle and the positions of the lane lines and the stop line in the ego vehicle coordinate system, and the driving state comprises approaching the intersection, driving away from the intersection and being in the intersection. The application can accurately position the relative position of the ego vehicle and the intersection.

Description

Technical Field

[0001] This invention relates to the field of autonomous driving technology, specifically to a method for determining driving status, a computer device, a readable storage medium, and a motor vehicle. Background Technology

[0002] With the rapid development of ADAS (Advanced Driving Assistance Systems), Level 2 ADAS, represented by ACC (Adaptive Cruise Control system), has become standard equipment in the vast majority of vehicles. This technology enables vehicles to intelligently choose to cruise, follow, or brake based on vehicles detected by millimeter-wave radar to avoid or mitigate traffic accidents. However, current adaptive cruise control technology cannot perceive or recognize stop lines at intersections, nor can it determine the relative position of the vehicle to the intersection, thus failing to determine whether the vehicle can proceed when approaching an intersection based on traffic lights. Furthermore, current autonomous driving technologies use high-definition maps, not commercial navigation maps. While commercial navigation maps offer advantages such as rapid updates, small storage requirements, and the ability to plan routes over large areas, their accuracy is limited to the road level compared to high-definition maps. Using road centerlines to represent the road, however, fails to accurately describe lane information within that road. Summary of the Invention

[0003] This invention aims to address, to a certain extent, one of the technical problems in related technologies. To this end, this invention provides a method for determining driving status, accurately locating the relative position of the vehicle and the intersection.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A method for determining driving status, the method includes:

[0006] Obtain the global path and current road heading for navigation planning;

[0007] Obtain lane line information on both sides of the vehicle and stop line information in front of the vehicle;

[0008] The acquired lane line information and stop line information are converted to the vehicle coordinate system:

[0009] The current driving state of the vehicle is determined based on the current position of the vehicle, the position of the lane line in the vehicle coordinate system, and the position of the stop line in the vehicle coordinate system. The current driving state is selected from one of the following states: approaching the intersection, leaving the intersection, or in the intersection.

[0010] Optionally, the vehicle's driving state is determined based on its current position, the position of the lane lines in the vehicle's coordinate system, and the position of the stop line in the vehicle's coordinate system, including:

[0011] Get the vehicle's previous driving status;

[0012] If the vehicle's previous driving state was leaving the intersection, the lane lines on both sides of the vehicle are continuously acquired by the vehicle perception system, and the current pose of the vehicle, the position of the lane lines in the vehicle coordinate system, and the position of the stop line in the vehicle coordinate system satisfy the following formula, then the current driving state of the vehicle is determined to be approaching the intersection.

[0013] x stop_line >dist front_edge_to_center

[0014] |θ stop_line -θ ego |<θ thre

[0015] Where, x stop_line dist is the x-coordinate of the stop line in the vehicle coordinate system. front_edge_to_center Let θ be the distance from the front edge of the vehicle to the rear axle. stop_line Let θ be the angle of the stop line in the vehicle coordinate system. ego Let θ be the heading angle in the vehicle's pose. thre This is the angle threshold.

[0016] Optionally, obtaining lane line information on both sides of the vehicle and stop line information in front of the vehicle includes:

[0017] The vehicle perception system obtains lane line information on both sides of the vehicle and stop line information in front of the vehicle.

[0018] If the vehicle's perception system cannot obtain the stop line in front of the vehicle, the line connecting the end of the lane line on the left side of the vehicle and the end of the lane line on the right side of the vehicle is used as the stop line in front of the vehicle.

[0019] Optionally, the vehicle perception system includes a vision sensor, a lidar, or a millimeter-wave radar.

[0020] Optionally, the vehicle's driving state is determined based on its current pose, the position of the lane lines in its coordinate system, and the position of the stop line in its coordinate system, including:

[0021] Obtain the vehicle's previous driving status. Determine the vehicle's current driving status as having left the intersection when the following conditions are met:

[0022] The vehicle's previous driving status was in an intersection;

[0023] The lane lines on both sides of the vehicle are continuously acquired through the vehicle perception system;

[0024] In the vehicle's coordinate system, for the lane line positions on the left and right sides of the vehicle, there exist natural numbers i such that:

[0025] x i <-dist rear_edge_to_center

[0026] Where, x i Let dist be the x-coordinate of the lane line position to the left and right of the vehicle in the vehicle coordinate system. rear_edge_to_center This is the distance from the rear edge of the vehicle to its rear axle.

[0027] ||θ ego_n -θ ego_n-1 |-|θ theta_k -θ theta_0 ||<θ thre k = 1, 2, 3, 4

[0028] Where, θ ego_n Let θ be the heading angle of the vehicle in the current frame in the vehicle's coordinate system. ego_n-1 Let θ be the heading angle of the vehicle in the vehicle's coordinate system in the previous frame. theta_0 θ represents the vehicle's heading before entering the intersection. theta_k The clockwise angle of the vehicle after it leaves the intersection relative to the angle of the vehicle before it enters the intersection;

[0029] When k = 1, 0 < θ theta_1 <180°, the road direction after the vehicle leaves the intersection is to the right;

[0030] When k = 2, θ theta_2 =θ theta_0 The road direction after the vehicle leaves the intersection is forward;

[0031] When k = 3, 180° < θ theta_3 <360°, the road direction after the vehicle leaves the intersection is to the left;

[0032] When k = 4, θ theta_4 =180°, the road direction after the vehicle leaves the intersection is backward.

[0033] Optionally, the vehicle's driving state is determined based on its current position, the position of the lane lines in the vehicle's coordinate system, and the position of the stop line in the vehicle's coordinate system, including:

[0034] The vehicle's current driving status is determined to be within an intersection when the following conditions are met: The vehicle's perception system acquires lane line information on both sides of the vehicle.

[0035] The vehicle's current driving status is neither approaching nor leaving an intersection; the vehicle's perception system has not detected lane lines on either side of the vehicle.

[0036] Optionally, the global path for navigation planning and the current road heading are provided by the navigation map.

[0037] The technical solution provided by this invention, when operating the navigation-assisted cruise function, can accurately determine the vehicle's status at the current intersection—approaching the intersection, leaving the intersection, or in the intersection—by utilizing commercially available navigation maps and the vehicle's own multi-source sensors. This provides accurate and crucial prerequisites for downstream decision-making modules to make traffic light and speed limit decisions under different conditions, improving the safety and efficiency of the vehicle at intersections when operating navigation-assisted cruise and effectively reducing the frequency of traffic accidents. Furthermore, by leveraging commercially available navigation maps, this invention enables fully real-time adaptive cruise control, significantly reducing the driver's energy expenditure during long-distance driving.

[0038] Furthermore, the present invention also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the driving state determination method described in any of the above-mentioned embodiments.

[0039] Meanwhile, a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the driving state determination method described in any one of the above.

[0040] In addition, the present invention also provides a motor vehicle having a navigation-assisted cruise function. When the motor vehicle operates the navigation-assisted cruise function, the driving status of the vehicle at the intersection is determined according to the driving status determination method described in any one of the foregoing.

[0041] These features and advantages of the present invention will be disclosed in detail in the following specific embodiments and accompanying drawings. The preferred embodiments or means of the present invention will be shown in detail in conjunction with the accompanying drawings, but are not intended to limit the technical solutions of the present invention. In addition, each of these features, elements and components appearing in the following text and drawings is a plurality of, and different symbols or numbers are used for convenience of representation, but all represent parts with the same or similar construction or function. Attached Figure Description

[0042] The present invention will be further described below with reference to the accompanying drawings:

[0043] Figure 1 A flowchart illustrating one embodiment of the driving status determination method provided by the present invention;

[0044] Figure 2 A flowchart illustrating another embodiment of the driving status determination method provided by the present invention;

[0045] Figure 3 This is a schematic diagram illustrating the determination of leaving an intersection in the driving state determination method provided by the present invention;

[0046] Figure 4 The θ value for leaving the intersection in the driving state determination method provided by this invention theta_k A diagram illustrating the angle;

[0047] Figure 5 A schematic diagram of the electronic device provided by the present invention;

[0048] Figure 6 This is a schematic diagram of a computer-readable medium provided by the present invention. Detailed Implementation

[0049] Embodiments of the present invention are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described are intended to explain the present invention and should not be construed as limiting the present invention.

[0050] The terms "an embodiment," "example," or "trademark" used in this specification refer to a particular feature, structure, or characteristic described in connection with the embodiment itself that may be included in at least one embodiment disclosed in this patent. The phrase "in an embodiment" appearing in various places throughout the specification does not necessarily refer to the same embodiment.

[0051] As a first aspect of the present invention, a method for determining driving status is provided, wherein, as Figure 1 As shown, the driving status determination method includes:

[0052] In step S110, the global path of the navigation plan and the current road heading are obtained;

[0053] In step S120, lane line information on both sides of the vehicle and stop line information in front of the vehicle are obtained;

[0054] In step S130, the acquired lane line information and stop line information are converted to the vehicle coordinate system:

[0055] In step S140, the current driving state of the vehicle is determined based on the current pose of the vehicle, the position of the lane line in the vehicle coordinate system, and the position of the stop line in the vehicle coordinate system.

[0056] The current driving state is selected from one of the following states: approaching an intersection, leaving an intersection, or in an intersection. Approaching an intersection means driving toward an intersection.

[0057] Intersections include crossroads and T-junctions, defined by lane lines and stop lines. Given a fixed vehicle position, lane lines, and stop line locations, the vehicle's position within the intersection can be accurately determined.

[0058] Since the current position of the vehicle is determined based on the vehicle coordinate system, while the lane line information and stop line information obtained by the vehicle from the outside are not based on the vehicle coordinate system, in the driving state determination method provided in this embodiment of the invention, by obtaining the lane line information on both sides of the vehicle and the stop line information in front of the vehicle and converting them to the vehicle coordinate system, the lane lines, stop lines and the position of the vehicle can be unified to a unified coordinate system. In this case, the position of the vehicle in the intersection can be determined.

[0059] When using navigation-assisted cruise control, the vehicle's status at intersections can be accurately determined using commercially available navigation maps and the vehicle's own multi-source sensors. This provides crucial information for downstream decision-making modules to make traffic light and speed limit decisions under different conditions, improving safety and efficiency at intersections and effectively reducing the frequency of traffic accidents. Furthermore, thanks to commercially available navigation maps, fully real-time adaptive cruise control is possible, significantly reducing the driver's fatigue during long-distance driving.

[0060] In this disclosure, no special limitations are made on how step S110 is performed. As an optional implementation, such as... Figure 2 As shown, in step S110, the obtained global path is planned using a commercially available navigation map, providing the vehicle with a driving direction. The vehicle control system only controls the vehicle's longitudinal movement, i.e., acceleration and braking; lateral control is handled by the driver, i.e., steering. The current road heading is also obtained through a commercially available navigation map. Vehicles operating navigation-assisted cruise control will obtain the planned global path, information on the currently traveled road, and information on the next road segment from the navigation map at a certain frequency, including road heading, road ID, and connectivity relationships.

[0061] In this disclosure, no specific limitations are made on how step S120 is performed. As an optional implementation, in step S120, lane line information on both sides of the vehicle and stop line information in front of the vehicle are acquired through the vehicle perception system. The vehicle perception system includes at least one of a visual sensor, a lidar, and a millimeter-wave radar.

[0062] In this disclosure, no special limitations are made on how step S130 is performed. As an optional implementation, in step S130, the acquired lane line information on both sides of the vehicle and the stop line information in front of the vehicle are converted to the vehicle coordinate system as follows:

[0063] The coordinates of the lane line to the left of the vehicle in the vehicle's coordinate system are X. left ={(x i ,y i |i = 0, 1, 2, ..., N};

[0064] The coordinates of the lane line on the right side of the vehicle in the vehicle's coordinate system are X. right ={(x i ,y i |i = 0, 1, 2, ..., N};

[0065] The coordinates of the stop line in front of the vehicle in the vehicle's coordinate system are X. stop_line =(x stop_line ,y stop_line ,θ stop_line );

[0066] The vehicle's pose is located at coordinates X in the vehicle's coordinate system. ego =(x ego ,y ego ,θ ego );

[0067] Among them, (x i ,y i Let x be the coordinates in the vehicle's coordinate system, i be a natural number that increases with the direction of the vehicle's movement, and x be the coordinates in the vehicle's coordinate system. stop_line and y stop_line Let θ be the coordinate value of the stop line in the vehicle coordinate system. stop_line Let x be the angle of the stop line in the vehicle's coordinate system. ego and y ego Let θ be the coordinate value of the vehicle in its own coordinate system. ego The yaw angle is the angle of the vehicle's position. The aforementioned conversion is also existing technology and will not be described in detail here.

[0068] In this disclosure, no special limitations are made on how step S140 is performed. As an optional implementation, step S140 may include:

[0069] The vehicle's previous driving state is obtained. It should be noted that in the technical solution provided in this embodiment, the vehicle enters the driving state of leaving an intersection after departing from the previous intersection. From this moment until the current intersection to be determined, even if the vehicle remains within the lane, it is still in the driving state of leaving an intersection. In other words, after leaving the previous intersection, until the next determination, the vehicle is always in the driving state of leaving an intersection. Therefore, a necessary condition for determining the current driving state is necessarily obtaining the vehicle's previous driving state.

[0070] If the previous driving state of the vehicle was leaving the intersection, and the lane lines on both sides of the vehicle are continuously obtained, and the current pose of the vehicle, the position of the lane line in the vehicle coordinate system and the position of the stop line in the vehicle coordinate system satisfy the following formulas (1) and (2), then the current driving state of the vehicle is determined to be approaching the intersection.

[0071] x stop_line >dist front_edge_to_center (1)

[0072] |θ stop_line -θ ego |<θ thre (2)

[0073] Among them, dist front_edge_to_center Let θ be the distance from the front edge of the vehicle to the rear axle. thre This refers to the angle threshold. The angle threshold is set by those skilled in the art based on parameters such as vehicle size and turning radius, and will not be elaborated here.

[0074] However, due to road wear or lack of lane markings, there may be situations where stop lines are blurred or absent, making it impossible for the vehicle's perception system to detect them. When the stop line in front of the vehicle cannot be detected by the vehicle's perception system, a virtual stop line is created at the ends of the lane lines on both sides of the vehicle, based on the determination that the lane lines on both sides no longer extend. That is, the line connecting the end of the lane line on the left side of the vehicle and the end of the lane line on the right side of the vehicle is used as the stop line in front of the vehicle.

[0075] When it is determined that the vehicle is approaching an intersection, the status is transmitted to the downstream decision-making module. The downstream decision-making module then makes traffic light decisions and speed limit decisions based on the driving status, as well as decides whether the vehicle should proceed or stop before the stop line, and the speed limit of the vehicle when approaching the intersection.

[0076] In this disclosure, no special limitations are made on how step S140 is performed. As an optional implementation, such as... Figure 3 As shown, step S140 may further include:

[0077] Obtain the vehicle's previous driving status. Determine the vehicle's current driving status as having left the intersection when the following conditions are met:

[0078] The vehicle's previous driving status was in an intersection;

[0079] The lane lines on both sides of the vehicle are continuously acquired through the vehicle perception system, meaning the vehicle perception system can stably output the lane lines on both sides of the vehicle; and for the lane lines on the left and right sides of the vehicle, there exists a natural number i such that x i <-dist rear_edge_to_center , where dist rear_edge_to_center This is the distance from the rear edge of the vehicle to its rear axle.

[0080] At the same time, the change in the vehicle's heading angle and the change in the road's heading angle satisfy formula (3).

[0081] ||θ ego_n -θ ego_n-1 |-|θ theta_k -θ theta_0 ||<θ thre k = 1, 2, 3, 4 (3)

[0082] Where, θ ego_n Let θ be the heading angle of the vehicle in the current frame in the vehicle's coordinate system. ego_n-1 Let θ be the heading angle of the vehicle in the vehicle's coordinate system in the previous frame. theta_0 θ represents the vehicle's heading before entering the intersection. theta_k The clockwise angle of the vehicle after it leaves the intersection, relative to the angle of its position before entering the intersection. For example... Figure 4 As shown:

[0083] When k = 1, 0 < θ theta_1 <180°, the road direction after the vehicle leaves the intersection is to the right, that is, to turn right;

[0084] When k = 2, θ theta_2 =θ theta_0 After a vehicle leaves an intersection, its direction of travel is forward, which means going straight.

[0085] When k = 3, 180° < θ theta_3 <360°, the road direction after the vehicle leaves the intersection is to the left, that is, to turn left;

[0086] When k = 4, θ theta_4 =180°, the road direction after the vehicle leaves the intersection is backward, that is, straight ahead.

[0087] When it is determined that the vehicle is leaving the intersection, a new speed limit decision needs to be made. The speed limit is reset based on road and surrounding environment information. At this time, a traffic light decision is not required.

[0088] In this disclosure, no special limitations are placed on how step S140 is performed. As an optional implementation, step S140 may further include:

[0089] The vehicle's driving state is determined based on its current position, the lane lines in its coordinate system, and the stop line in its coordinate system. This also includes obtaining lane line information on both sides of the vehicle through the vehicle's perception system, ensuring the vehicle is neither approaching nor leaving an intersection. Based on the first two driving state determinations, it can be preliminarily determined that the vehicle is currently driving within an intersection. However, to ensure the vehicle is truly in an intersection, it is also necessary to perceive the lane lines on both sides. If the vehicle's perception system does not detect lane lines on either side, the current driving state can be determined as being within an intersection. In this state, the vehicle only needs to make speed limit decisions based on road and traffic flow information, without needing to consider traffic light decisions.

[0090] Meanwhile, this embodiment also provides

[0091] An electronic device, such as Figure 5 As shown, it includes:

[0092] One or more processors 101;

[0093] The memory 102 stores one or more computer programs that, when executed by the one or more processors 101, cause the one or more processors 101 to implement the driving state determination method according to the first aspect of the invention.

[0094] The electronic device may further include one or more I / O interfaces 103 connected between the processor 101 and the memory 102, configured to enable information interaction between the processor 101 and the memory 102.

[0095] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the first memory is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read-write interface) is connected between the processor and the memory, enabling information exchange between the processor and the memory, including but not limited to a data bus (Bus).

[0096] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0097] As a third aspect of the present invention, a computer-readable medium, such as... Figure 6 As shown, a computer program is stored thereon, which, when executed by a processor, implements the driving state determination method provided in the first aspect of this disclosure.

[0098] As a fourth aspect of the present invention, this embodiment also provides a motor vehicle with a navigation-assisted cruise function. When the motor vehicle provided in this embodiment operates the navigation-assisted cruise function, the driving status of the vehicle at the intersection is determined according to the aforementioned driving status determination method.

[0099] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. Accordingly, the computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can implement the methods of any of the above embodiments. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0100] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Those skilled in the art should understand that the present invention includes, but is not limited to, the contents described in the accompanying drawings and the specific embodiments above. Any modifications that do not depart from the functional and structural principles of the present invention will be included within the scope of the claims.

Claims

1. A method for determining driving status, characterized in that, The method for determining the driving status includes: Obtain the global path and current road heading for navigation planning; Obtain lane line information on both sides of the vehicle and stop line information in front of the vehicle; The acquired lane line information and stop line information are converted to the vehicle coordinate system; The current driving state of the vehicle is determined based on the current position of the vehicle, the position of the lane line in the vehicle coordinate system, and the position of the stop line in the vehicle coordinate system. The current driving state is selected from one of the following states: approaching the intersection, leaving the intersection, or in the intersection. The current driving state of the vehicle is determined based on its current position, the position of the lane lines in the vehicle's coordinate system, and the position of the stop line in the vehicle's coordinate system. This includes: Obtain the vehicle's previous driving status. Determine the vehicle's current driving status as having left the intersection when the following conditions are met: The vehicle's previous driving status was in an intersection; The lane lines on both sides of the vehicle are continuously acquired through the vehicle perception system; In the vehicle's coordinate system, for the lane line positions on the left and right sides of the vehicle, there exist natural numbers i such that: in, Let x be the x-coordinate of the lane line position to the left and right of the vehicle in the vehicle coordinate system. This is the distance from the rear edge of the vehicle to its rear axle. in, The heading angle of the vehicle in the current frame in the vehicle's coordinate system. The heading angle of the vehicle in the vehicle's coordinate system in the previous frame. This refers to the vehicle's heading before entering the intersection. The clockwise angle of the vehicle after it leaves the intersection relative to the angle of the vehicle before it enters the intersection; When k=1, After the vehicle leaves the intersection, the road direction is to the right; When k=2, The road direction after the vehicle leaves the intersection is forward; When k=3 After the vehicle leaves the intersection, the road direction is to the left; When k=4 After the vehicle leaves the intersection, the road direction is backward.

2. The driving status determination method according to claim 1, characterized in that, The vehicle's driving status is determined based on its current position, the position of the lane lines in its coordinate system, and the position of the stop line in its coordinate system. This includes: Get the vehicle's previous driving status; If the vehicle's previous driving state was leaving the intersection, and the lane lines on both sides of the vehicle are continuously acquired, and the vehicle's current pose, the position of the lane lines in the vehicle's coordinate system, and the position of the stop line in the vehicle's coordinate system satisfy the following formula, then the vehicle's current driving state is determined to be approaching the intersection. in, This represents the x-coordinate of the stop line position in the vehicle coordinate system. This is the distance from the front edge of the vehicle to the rear axle. The angle of the stop line in the vehicle coordinate system. The heading angle in the vehicle's position and orientation. This is the angle threshold.

3. The driving status determination method according to claim 1, characterized in that, The acquisition of lane line information on both sides of the vehicle and stop line information in front of the vehicle includes: The vehicle perception system obtains lane line information on both sides of the vehicle and stop line information in front of the vehicle. If the vehicle's perception system cannot obtain the stop line in front of the vehicle, the line connecting the end of the lane line on the left side of the vehicle and the end of the lane line on the right side of the vehicle is used as the stop line in front of the vehicle.

4. The driving status determination method according to claim 3, characterized in that, The vehicle perception system includes at least one of a visual sensor, a lidar, and a millimeter-wave radar.

5. The driving status determination method according to claim 1, characterized in that, The vehicle's driving status is determined based on its current position, the position of the lane lines in its coordinate system, and the position of the stop line in its coordinate system. This includes: The vehicle's current driving status is determined to be within an intersection when the following conditions are met: The vehicle's perception system acquires lane line information on both sides of the vehicle. The vehicle's current driving status is neither approaching nor leaving an intersection; the vehicle's perception system has not detected lane lines on either side of the vehicle.

6. The method for determining driving status according to any one of claims 1 to 5, characterized in that, The global path and current road heading for navigation planning are provided by the navigation map.

7. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the driving state determination method according to any one of claims 1 to 6.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the driving status determination method according to any one of claims 1 to 6.

9. A motor vehicle, characterized in that, The motor vehicle has a navigation-assisted cruise function. When the motor vehicle operates the navigation-assisted cruise function, the driving status of the vehicle at the intersection is determined by the driving status determination method according to any one of claims 1 to 6.

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