A processing method and device for lane departure warning

Abstract

This invention relates to a lane departure warning processing method and apparatus. The method includes: updating a local map using roadside equipment during driving; collecting vehicle width, centroid coordinates, linear velocity, acceleration, and driving direction angle at time t; determining approaching, moving away from lane lines, and the outermost offset point based on the vehicle's deviation from the lane driving direction; and calculating the lateral distance (d) between the outermost offset point and the approaching lane line after the vehicle moves in uniform circular motion mode or uniform straight motion mode based on the collected data. s1,t d s2,t ) make predictions, and in d s1,t ≤d s2,t This invention continuously collects data on the vehicle's operating status, the drivability status of adjacent lanes, and obtains vehicle data sets for adjacent lanes using roadside equipment. Based on the obtained data, it identifies lane departure warning status and issues warnings accordingly. This invention improves the real-time performance and accuracy of warnings.

Description

Technical Field

[0001] This invention relates to the field of data processing technology, and in particular to a method and apparatus for lane departure warning. Background Technology

[0002] In the field of autonomous driving technology, most conventional lane departure warning methods are based on visual models. This involves first capturing images of the road using visual perception devices (such as cameras), then detecting lane lines based on the captured images using a visual model, predicting lane departure risk based on the detected lane lines, and finally issuing a warning based on the risk prediction results. In this conventional approach, the visual model is an indispensable processing component. The real-time performance and accuracy of visual model processing often require significant computing resources. However, the resources available for large-scale model computation in typical vehicles are limited. This leads to problems such as processing lag, untimely warnings, and poor warning accuracy in this conventional warning method.

[0003] With the maturity and development of vehicle-road cooperative technology and networks, a large number of roadside units (RSUs) with edge computing and data storage capabilities have been widely used. These RSUs can not only push the latest road segment maps to passing vehicles, but also perform real-time analysis of lane status on their respective road segments, as well as real-time analysis of vehicle positioning and movement in all lanes. Furthermore, RSUs in vehicle-road cooperative networks are equipped with high computing resources and can further improve analysis accuracy through self-organizing networks or remote platform invocation. If the real-time analysis information provided by RSUs can be directly used in the lane departure warning processing flow, it will significantly reduce the processing workload of the vehicle itself and simultaneously improve processing accuracy, thereby achieving the goal of improving both the real-time performance and accuracy of warnings. How to utilize vehicle-road cooperative networks for lane departure warning is the technical problem that this invention aims to solve. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies by providing a lane departure warning processing method, device, electronic equipment, and computer-readable storage medium. This invention connects to a vehicle-to-infrastructure (V2I) network during vehicle operation and updates the local map using roadside equipment. At any given time t, it collects data on the vehicle's width, centroid coordinates, linear velocity, acceleration, and driving direction angle. Based on the vehicle's deviation from the lane's driving direction, it determines the approaching / moving-away from the lane line and the outermost offset point. Furthermore, based on the linear velocity, acceleration, driving direction angle, centroid coordinates, vehicle width, and approaching lane line, it calculates the lateral distance between the outermost offset point and the approaching lane line when the vehicle, in uniform circular motion mode, moves from its current position to a lane position parallel to the current driving direction. The invention predicts the lateral distance between the outermost offset point and the approach lane line when the vehicle continues to travel along the current direction of travel in a uniform straight-line motion mode for a preset first reaction time T. Based on linear velocity, the angle of travel direction, the coordinates of the centroid, and the coordinates of the outermost offset point, the invention predicts this distance. When the lateral distance in the uniform circular motion mode is less than or equal to that in the uniform straight-line motion mode, the invention collects the operating status of the onboard system, identifies the drivability of adjacent lanes, and obtains the latest vehicle data set from roadside equipment. Based on the obtained onboard system operating status, the drivability of adjacent lanes, and the vehicle data set, the invention identifies the lane departure warning status and issues a warning based on the identification results. This invention improves the accuracy of lateral distance prediction by using more accurate roadside equipment maps, and enhances processing timeliness and identification accuracy by using more accurate and real-time vehicle data sets for lane departure warning status identification, ultimately improving both the real-time performance and accuracy of the warning.

[0005] To achieve the above objectives, a first aspect of the present invention provides a method for processing lane departure warning, the method comprising:

[0006] During vehicle operation, the current road segment of the vehicle is recorded as the corresponding first road segment; the vehicle-road cooperative network corresponding to the first road segment is recorded as the corresponding first road segment network and connected to the first road segment network; and the vehicle receives and saves the first road segment map pushed by the first road segment roadside device of the first road segment network; the first road segment network includes multiple first road segment roadside devices and multiple first road segment vehicles, including the current vehicle; the first road segment map includes multiple first lanes; the first lane includes a first left lane line, a first right lane line, and a first lane center line; the first left lane line, the first right lane line, and the first lane center line each consist of a sampling point sequence, and the sampling point sequence includes multiple sampling point coordinates;

[0007] At any time t during the vehicle's operation, the vehicle's width is collected via the vehicle's onboard system to obtain the corresponding first vehicle width W. c The vehicle system collects real-time coordinates of the center of mass P0 of the current vehicle to obtain the corresponding first coordinates s. 0,t ; and based on the first coordinate s 0,t The system identifies the current lane and its direction of travel using the map of the first road segment; it then uses a left-handed two-dimensional Cartesian coordinate system with the centroid P0 as the origin and the current lane's direction of travel as the positive X-axis as the corresponding current coordinate system; and it obtains the corresponding first linear velocity V by collecting data on the real-time linear velocity and real-time Y-axis acceleration of the current vehicle along the current coordinate system through the vehicle system. t and the first acceleration a y,t The vehicle system collects real-time data on the vehicle's current direction of travel to obtain the corresponding current vehicle direction of travel; and the angle between the current vehicle direction of travel and the current lane direction of travel is taken as the corresponding first angle θ. t The current deviation state is defined as the state in which the current vehicle's direction of travel deviates to the left or right relative to the current lane's direction of travel; the current deviation state includes deviation to the left and deviation to the right.

[0008] The current deviation state is identified; if the current deviation state is to the left, the first left lane line and the first right lane line of the current lane are taken as the corresponding approaching lane line and moving away lane line, and the left front vertex of the current vehicle is taken as the corresponding outermost offset point P1; if the current deviation state is to the right, the first left lane line and the first right lane line of the current lane are taken as the corresponding moving away lane line and approaching lane line, and the right front vertex of the current vehicle is taken as the corresponding outermost offset point P1; and the real-time coordinates of the obtained outermost offset point P1 are collected by the vehicle system to obtain the corresponding second coordinate s. 1,t ;

[0009] Based on the first linear velocity V t The first acceleration a y,t The first included angle θ t The first coordinate s 0,t The first vehicle body width W cThe approach lane line predicts the lateral distance between the outermost offset point P1 and the approach lane line when the current vehicle travels from its current position to a lane position parallel to the current lane's travel direction in uniform circular motion mode, generating a corresponding first lateral distance d. s1,t ;

[0010] Based on the first linear velocity V t The first included angle θ t The first coordinate s 0,t The second coordinate s 1,t The lateral distance between the outermost offset point P1 and the approach lane line is predicted and a corresponding second lateral distance d is generated when the current vehicle continues to travel along the current vehicle's direction of travel from its current position for a preset first reaction time T in a constant speed straight-line motion mode. s2,t ;

[0011] When the first horizontal spacing d s1,t Less than or equal to the second lateral spacing d s2,t At that time, the vehicle system's operating status is collected through the vehicle system to obtain the corresponding first system status; the first lane adjacent to the approach lane line in the first road segment map is designated as the second lane; the corresponding first lane's drivable status is set according to the lane line type of the approach lane line and the second lane; and the real-time vehicle coordinates and real-time vehicle movement status of all vehicles in the first road segment on the second lane are obtained from the roadside equipment of the first road segment network to obtain the corresponding first road segment vehicle data set.

[0012] Based on the first system status, the first lane drivability status, and the first road segment vehicle data set, the lane departure warning status is identified to obtain the corresponding first warning status; and when the first warning status is a strong warning status or a weak warning status, the corresponding strong or weak warning is issued through the vehicle system.

[0013] Preferably, the roadside equipment of the first road segment is used to store the latest high-precision road map of the first road segment as the corresponding first road segment map, and periodically push the first road segment map to each vehicle of the first road segment through the first road segment network.

[0014] The first left lane line and the first right lane line each include a lane line type, which includes a lane line type that cannot be entered laterally and a lane line type that can be entered laterally;

[0015] The vehicle system includes a vehicle driving system, an automatic driving system, and an unmanned driving system;

[0016] The first system state includes the normal system state and the abnormal system state;

[0017] The first lane's accessibility status includes both accessible and inaccessible states;

[0018] The first road segment vehicle data set includes multiple first road segment vehicle data; the first road segment vehicle data includes first vehicle identifier, first vehicle coordinates, and first vehicle speed;

[0019] The first warning state includes warning off state, no warning required state, weak warning state, and strong warning state.

[0020] Preferably, the step based on the first coordinate s 0,t The system identifies the current lane and its direction of travel using the map of the first road segment, specifically including:

[0021] The coordinates of each sampling point on the center line of each first lane in the first road segment map are compared with the first coordinate s. 0,t The corresponding first distance is calculated by the straight-line distance; the sampling point corresponding to the shortest first distance is recorded as the corresponding current sampling point; the first lane centerline and the first lane corresponding to the current sampling point are taken as the corresponding current lane centerline and the current lane; and the tangent direction at the current sampling point on the current lane centerline is taken as the corresponding current lane driving direction.

[0022] Preferably, the step based on the first linear velocity V t The first acceleration a y,t The first included angle θ t The first coordinate s 0,t The first vehicle body width W c The approach lane line predicts the lateral distance between the outermost offset point P1 and the approach lane line when the current vehicle travels from its current position to a lane position parallel to the current lane's travel direction in uniform circular motion mode, generating a corresponding first lateral distance d. s1,t Specifically, it includes:

[0023] Based on the sampling point sequence of the approach lane line, a smooth curve is drawn to obtain the corresponding first curve; and from the first coordinate s 0,t Starting from the direction perpendicular to the current lane's travel direction, draw a straight line to obtain the corresponding first straight line; and take the coordinates of the intersection point of the first straight line and the first curve as the corresponding first intersection point coordinates; and set the first coordinates s 0,tThe second distance is calculated by taking the straight-line distance from the first intersection point coordinates; and the second distance is used as the first initial lateral distance d from the centroid P0 to the approach lane line at the current time t. init,t ;

[0024] The preset centripetal acceleration calculation mode is identified; if the centripetal acceleration calculation mode is a relative calculation mode, then based on the first acceleration a... y,t and the first included angle θ t Calculate the corresponding first centripetal acceleration a t a t =|a y,t / cosθ t If the centripetal acceleration calculation mode is an absolute calculation mode, then the road adhesion coefficient μ corresponding to the current lane is obtained from the roadside equipment of the first road segment in the first road segment network, and the corresponding first centripetal acceleration a is set according to the gravitational acceleration g and the road adhesion coefficient μ. t a t =g×μ;

[0025] The first linear velocity V t and the first centripetal acceleration a t Substituting the formula for the radius of a circular motion, we can calculate the corresponding radius of the first circular motion.

[0026] Based on the first circumferential motion radius r t and the first included angle θ t The first lateral offset distance d is calculated by measuring the lateral offset distance of the centroid P0 when the vehicle moves from its current position to a lane position parallel to the current lane's direction of travel in uniform circular motion mode. off,t d off,t =r t -r t ×cosθ t ;

[0027] According to the first initial lateral spacing d init,t The first lateral offset distance d off,t and the first vehicle body width W c Calculate the corresponding first horizontal spacing d s1,t ,

[0028] Preferably, the step based on the first linear velocity V t The first included angle θ t The first coordinate s 0,t The second coordinate s 1,tThe lateral distance between the outermost offset point P1 and the approach lane line is predicted and a corresponding second lateral distance d is generated when the current vehicle continues to travel along the current vehicle's direction of travel from its current position for a preset first reaction time T in a constant speed straight-line motion mode. s2,t Specifically, it includes:

[0029] A second curve is obtained by smoothing the sampling point sequence based on the approach lane line; and from the first coordinate s 0,t Starting from the direction perpendicular to the current lane's travel direction, draw a straight line to obtain the corresponding second straight line; and take the coordinates of the intersection point of the second straight line and the second curve as the corresponding second intersection point coordinates; and assign the first coordinates s 0,t The third distance is calculated by taking the straight-line distance from the coordinates of the second intersection point; and the third distance is used as the first initial lateral distance d from the centroid P0 to the approach lane line at the current time t. init,t ;

[0030] Based on the first linear velocity V t and the first included angle θ t The first lateral velocity V is obtained by calculating the lateral velocity component along the Y-axis in the current coordinate system. y,t V y,t =|V t ×sinθ t |;

[0031] Based on the first lateral velocity V y,t The first reaction time T corresponds to the first time-long lateral displacement distance d. resp,t d resp,t =V y,t ×T;

[0032] The first coordinate s 0,t and the second coordinate s 1,t The horizontal spacing along the Y-axis in the current coordinate system is used as the first initial horizontal spacing d between the outermost offset point P1 and the centroid point P0 at the current time t. p,t ;

[0033] And according to the first initial lateral spacing d init,t The first time-duration lateral displacement distance d resp,t The distance d between the first starting horizontal point and the first starting horizontal point p,t Calculate the corresponding second lateral spacing d s2,t d s2,t =d init,t -d p,t -d resp,t .

[0034] Preferably, the step of setting the corresponding first lane entry state based on the approach lane line and the lane line type of the second lane specifically includes:

[0035] The first left lane line or the first right lane line in the second lane that is closest to the approach lane line is taken as the corresponding adjacent side lane line; the lane line type of the adjacent side lane line is taken as the corresponding current lane line type; and the current lane line type is identified; if the current lane line type is a type that cannot be entered laterally, the corresponding first lane is set to an enterable state that cannot be entered; if the current lane line type is a type that can be entered laterally, the corresponding first lane is set to an enterable state that can be entered.

[0036] Preferably, the step of identifying the lane departure warning state based on the first system state, the first lane drivability state, and the first road segment vehicle data set to obtain the corresponding first warning state specifically includes:

[0037] The system identifies whether the first system state is in a normal state; if yes, the corresponding first check result is set to normal; if no, the corresponding first check result is set to abnormal.

[0038] The system identifies whether the first lane is drivable; if so, the corresponding second check result is set to normal; if not, the corresponding second check result is set to abnormal.

[0039] Based on the vehicle data set of the first road segment, a vehicle collision risk check is performed to obtain the corresponding third check result; the third check result includes normal, no collision anomaly, and collision anomaly.

[0040] When the first check result is abnormal, the corresponding first warning status is set to warning off status;

[0041] When the first check result is normal, the second and third check results are identified; if both the second and third check results are normal, the corresponding first warning state is set to no warning state; if the second check result is abnormal and the third check result is normal, the corresponding first warning state is set to no warning state; if the second check result is abnormal and the third check result is not normal, the corresponding first warning state is set to strong warning state; if the second check result is normal and the third check result is no collision anomaly, the corresponding first warning state is set to weak warning state; if the second check result is normal and the third check result is a collision anomaly, the corresponding first warning state is set to strong warning state.

[0042] Furthermore, the step of obtaining the corresponding third inspection result by performing a vehicle collision risk check based on the vehicle data set of the first road segment specifically includes:

[0043] The preset centripetal acceleration calculation mode is identified; if the centripetal acceleration calculation mode is a relative calculation mode, then based on the first acceleration a... y,t and the first included angle θ t Calculate the corresponding first centripetal acceleration a t a t =|a y,t / cosθ t If the centripetal acceleration calculation mode is an absolute calculation mode, then the road adhesion coefficient μ corresponding to the current lane is obtained from the roadside equipment of the first road segment in the first road segment network, and the corresponding first centripetal acceleration a is set according to the gravitational acceleration g and the road adhesion coefficient μ. t a t =g×μ;

[0044] Based on the first coordinate s 0,t The first linear velocity V t The first centripetal acceleration a t and the first included angle θ t The first circular motion trajectory is planned by the vehicle in uniform circular motion mode from its current position to a position in a lane parallel to the current lane's direction of travel. This first circular motion trajectory includes multiple first trajectory points, each containing a first trajectory point time, coordinates, velocity, and orientation. The first trajectory point time of the first first trajectory point is the corresponding current time t, and its coordinates are the corresponding first coordinates s. 0,t The velocity of the first trajectory point is the corresponding first linear velocity V. t The orientation of the first trajectory point is the corresponding first included angle θ. t ;

[0045] The first trajectory curve and the first lane line curve are obtained by smoothing curves based on the first circular motion trajectory and the approach lane line, respectively.

[0046] Identify whether the first trajectory curve intersects with the first lane line curve;

[0047] If the first trajectory curve does not intersect with the first lane line curve, then the corresponding third inspection result is set to normal.

[0048] If the first trajectory curve intersects with the first lane line curve, then the vehicle data of each first road segment in the first road segment vehicle data set is traversed; and during the traversal, the currently traversed first road segment vehicle data is taken as the corresponding current vehicle data, and the first road segment vehicle corresponding to the current vehicle data is taken as the corresponding current vehicle; and the driving trajectory of the current vehicle is planned according to the uniform straight-line motion mode with the current vehicle data as the initial state to obtain the corresponding first vehicle motion trajectory; and vehicle collision analysis is performed based on the first vehicle motion trajectory and the first circular motion trajectory to obtain the corresponding first analysis result; and after the traversal is completed, it is identified whether all the obtained first analysis results are collision-free. If so, the corresponding third check result is set as no collision anomaly; otherwise, the corresponding third check result is set as collision anomaly. The first vehicle motion trajectory includes multiple second trajectory points, and the second trajectory point includes the second trajectory point time, the second trajectory point coordinates, the second trajectory point speed, and the second trajectory point orientation; the first analysis result includes collision-possible and collision-free.

[0049] A second aspect of the present invention provides an apparatus for implementing the lane departure warning processing method described in the first aspect above. The apparatus includes: a vehicle-road cooperative network connection module, a map data update module, a first real-time data processing module, a second real-time data processing module, a first lateral spacing prediction module, a second lateral spacing prediction module, a third real-time data processing module, and a lane departure warning module.

[0050] The vehicle-road cooperative network connection module is used to record the current road segment of the vehicle as the corresponding first road segment during the vehicle's travel; and to record the vehicle-road cooperative network corresponding to the first road segment as the corresponding first road segment network, and connect to the first road segment network; the first road segment network includes multiple first road segment roadside devices and multiple first road segment vehicles, and the current vehicle is included among the multiple first road segment vehicles;

[0051] The map data update module is used to receive and save the first road segment map pushed by the first road segment roadside device of the first road segment network; the first road segment map includes multiple first lanes; the first lane includes a first left lane line, a first right lane line and a first lane center line; the first left lane line, the first right lane line and the first lane center line each include a sampling point sequence, and the sampling point sequence includes multiple sampling point coordinates;

[0052] The first real-time data processing module is used to collect data on the vehicle's body width at any time t during vehicle operation, through the vehicle's onboard system, to obtain the corresponding first body width W. cThe vehicle system collects real-time coordinates of the center of mass P0 of the current vehicle to obtain the corresponding first coordinates s. 0,t ; and based on the first coordinate s 0,t The system identifies the current lane and its direction of travel using the map of the first road segment; it then uses a left-handed two-dimensional Cartesian coordinate system with the centroid P0 as the origin and the current lane's direction of travel as the positive X-axis as the corresponding current coordinate system; and it obtains the corresponding first linear velocity V by collecting data on the real-time linear velocity and real-time Y-axis acceleration of the current vehicle along the current coordinate system through the vehicle system. t and the first acceleration a y,t The vehicle system collects real-time data on the vehicle's current direction of travel to obtain the corresponding current vehicle direction of travel; and the angle between the current vehicle direction of travel and the current lane direction of travel is taken as the corresponding first angle θ. t The current deviation state is defined as the state in which the current vehicle's direction of travel deviates to the left or right relative to the current lane's direction of travel; the current deviation state includes deviation to the left and deviation to the right.

[0053] The second real-time data processing module is used to identify the current deviation state; if the current deviation state is a leftward deviation, then the first left lane line and the first right lane line of the current lane are used as the corresponding approaching lane line and moving away lane line, and the left front vertex of the current vehicle is used as the corresponding outermost offset point P1; if the current deviation state is a rightward deviation, then the first left lane line and the first right lane line of the current lane are used as the corresponding moving away lane line and approaching lane line, and the right front vertex of the current vehicle is used as the corresponding outermost offset point P1; and the vehicle system collects data on the real-time coordinates of the obtained outermost offset point P1 to obtain the corresponding second coordinate s. 1,t ;

[0054] The first lateral spacing prediction module is used to predict the distance based on the first linear velocity V. t The first acceleration a y,t The first included angle θ t The first coordinate s 0,t The first vehicle body width W c The approach lane line predicts the lateral distance between the outermost offset point P1 and the approach lane line when the current vehicle travels from its current position to a lane position parallel to the current lane's travel direction in uniform circular motion mode, generating a corresponding first lateral distance d. s1,t ;

[0055] The second lateral spacing prediction module is used to predict the distance based on the first linear velocity V. t The first included angle θ t The first coordinate s 0,t The second coordinate s 1,t The lateral distance between the outermost offset point P1 and the approach lane line is predicted and a corresponding second lateral distance d is generated when the current vehicle continues to travel along the current vehicle's direction of travel from its current position for a preset first reaction time T in a constant speed straight-line motion mode. s2,t ;

[0056] The third real-time data processing module is used when the first horizontal spacing d s1,t Less than or equal to the second lateral spacing d s2,t At that time, the vehicle system's operating status is collected through the vehicle system to obtain the corresponding first system status; the first lane adjacent to the approach lane line in the first road segment map is designated as the second lane; the corresponding first lane's drivable status is set according to the lane line type of the approach lane line and the second lane; and the real-time vehicle coordinates and real-time vehicle movement status of all vehicles in the first road segment on the second lane are obtained from the roadside equipment of the first road segment network to obtain the corresponding first road segment vehicle data set.

[0057] The lane departure warning module is used to identify the lane departure warning status and obtain the corresponding first warning status based on the first system status, the first lane drivability status and the first road segment vehicle data set; and to issue the corresponding strong or weak warning through the vehicle system when the first warning status is a strong warning status or a weak warning status.

[0058] A third aspect of the present invention provides an electronic device, including: a memory, a processor, and a transceiver;

[0059] The processor is used to couple with the memory, read and execute instructions in the memory to implement the steps of the method described in the first aspect above;

[0060] The transceiver is coupled to the processor, and the processor controls the transceiver to send and receive messages.

[0061] A fourth aspect of the present invention provides a computer-readable storage medium storing computer instructions that, when executed by a computer, cause the computer to perform the instructions described in the first aspect.

[0062] This invention provides a lane departure warning processing method, device, electronic device, and computer-readable storage medium. As described above, this invention connects to a vehicle-road cooperative network during vehicle operation and updates the local map using roadside equipment. At any given time t, it collects data on the vehicle's width, center of gravity coordinates, linear velocity, acceleration, and driving direction angle. Based on the vehicle's deviation from the lane's driving direction, it determines the approaching, moving away from, and outermost offset points. Furthermore, based on the linear velocity, acceleration, driving direction angle, center of gravity coordinates, vehicle width, and approaching lane line, it calculates the lateral distance between the outermost offset point and the approaching lane line when the vehicle, in uniform circular motion mode, moves from its current position to a lane position parallel to the current driving direction. The invention predicts the lateral distance between the outermost offset point and the approach lane line when the vehicle continues to travel along the current direction of travel from its current position for a preset first reaction time T in a uniform straight-line motion mode. Based on linear velocity, the angle of travel direction, the coordinates of the centroid, and the coordinates of the outermost offset point, the invention predicts this distance. When the lateral distance in the uniform circular motion mode is less than or equal to that in the uniform straight-line motion mode, the invention collects the operating status of the onboard system, identifies the drivability of adjacent lanes, and obtains the latest vehicle data set from roadside equipment. Based on the obtained onboard system operating status, the drivability of adjacent lanes, and the vehicle data set, the invention identifies the lane departure warning status and issues a warning based on the identification results. This invention improves the prediction accuracy of lateral distance using a more accurate roadside equipment map and enhances the processing timeliness and recognition accuracy of lane departure warning status identification using a more accurate and real-time vehicle data set, ultimately achieving the goal of improving the overall real-time performance and accuracy of the warning. Attached Figure Description

[0063] Figure 1 This is a schematic diagram of a lane departure warning processing method provided in Embodiment 1 of the present invention;

[0064] Figure 2 This is a schematic diagram of the relevant parameters for predicting the lateral spacing provided in Embodiment 1 of the present invention;

[0065] Figure 3 This is a module structure diagram of a lane departure warning processing device provided in Embodiment 2 of the present invention;

[0066] Figure 4 This is a schematic diagram of the structure of an electronic device provided in Embodiment 3 of the present invention. Detailed Implementation

[0067] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0068] Embodiment 1 of the present invention provides a method for processing lane departure warning, which can improve the real-time performance and accuracy of lane departure warning. Figure 1 This is a schematic diagram of a lane departure warning processing method provided in Embodiment 1 of the present invention, as shown below. Figure 1 As shown, this method mainly includes the following steps:

[0069] Step 1: During vehicle travel, the current road segment of the vehicle is recorded as the corresponding first road segment; the vehicle-road cooperative network corresponding to the first road segment is recorded as the corresponding first road segment network and connected to the first road segment network; and the first road segment map pushed by the first road segment roadside device of the first road segment network is received and saved.

[0070] The first road segment network includes multiple first road segment roadside devices and multiple first road segment vehicles, including the current vehicle; the first road segment roadside devices are used to store the latest high-precision road map of the first road segment as the corresponding first road segment map, and periodically push the first road segment map to each first road segment vehicle through the first road segment network;

[0071] The first road segment map includes multiple first lanes; each first lane includes a first left lane line, a first right lane line, and a first lane center line; each of the first left lane line, the first right lane line, and the first lane center line consists of a sequence of sampling points, which includes the coordinates of multiple sampling points; each of the first left lane line and the first right lane line also includes a lane line type, which includes a lane line type that allows lateral entry and a lane line type. For example, the lane line type of a regular solid yellow / white line is the lane line type that allows lateral entry, while the lane line type of a regular dashed yellow / white line is the lane line type that allows lateral entry.

[0072] Step 2: At any time t during the vehicle's operation, collect data on the vehicle's width using the vehicle's onboard system to obtain the corresponding first vehicle width W. c The first coordinate s is obtained by collecting the real-time coordinates of the vehicle's center of mass P0 through the onboard system. 0,t ; and based on the first coordinate s 0,tThe system identifies the current lane and its direction of travel using the first road segment map; it then uses a left-handed two-dimensional Cartesian coordinate system with the centroid P0 as the origin and the current lane's direction of travel as the positive X-axis as the corresponding current coordinate system; and it obtains the corresponding first linear velocity V by collecting data on the vehicle's real-time linear velocity and real-time Y-axis acceleration along the current coordinate system through the onboard system. t and the first acceleration a y,t The vehicle system collects real-time data on the vehicle's current direction of travel to obtain the corresponding current vehicle direction of travel; and the angle between the current vehicle direction of travel and the current lane direction of travel is taken as the corresponding first angle θ. t The vehicle's current deviation from the current lane's direction of travel, whether to the left or right, is taken as the corresponding current deviation state.

[0073] The vehicle-mounted system of this invention embodiment should at least include a conventional vehicle driving system, an autonomous driving system, and an unmanned driving system. The vehicle-mounted system of this invention embodiment can collect all driving parameters of the vehicle, such as positioning, speed, acceleration, driving direction (steering angle), etc., and can also collect multiple states of the system, such as the system operating state mentioned below; the current deviation state of this invention embodiment includes left deviation and right deviation.

[0074] Here, in the current step 2, based on the first coordinate s 0,t The processing steps for identifying the current lane and the current lane's direction of travel using the first road segment map specifically include: matching the coordinates of each sampling point on the center line of each first lane in the first road segment map with the first coordinate s. 0,t The corresponding first distance is calculated by the straight-line distance; the sampling point corresponding to the shortest first distance is recorded as the corresponding current sampling point; the first lane centerline and the first lane corresponding to the current sampling point are taken as the corresponding current lane centerline and the current lane; and the tangent direction at the current sampling point on the current lane centerline is taken as the corresponding current lane driving direction.

[0075] Step 3: Identify the current deviation state. If the current deviation is to the left, the first left lane line and the first right lane line of the current lane are taken as the corresponding approaching lane line and moving away lane line, and the left front vertex of the current vehicle is taken as the corresponding outermost offset point P1. If the current deviation is to the right, the first left lane line and the first right lane line of the current lane are taken as the corresponding moving away lane line and approaching lane line, and the right front vertex of the current vehicle is taken as the corresponding outermost offset point P1. The real-time coordinates of the outermost offset point P1 are collected by the vehicle system to obtain the corresponding second coordinate s. 1,t .

[0076] Step 4, based on the first linear velocity V t First acceleration a y,t First included angle θ t First coordinate s 0,t First vehicle body width W c The approach lane line predicts the lateral distance between the outermost offset point P1 and the approach lane line when the vehicle moves from its current position to a position parallel to the current lane's direction of travel in uniform circular motion mode, generating the corresponding first lateral distance d. s1,t ;

[0077] Specifically, this includes: Step 41, drawing a smooth curve based on the sampling point sequence of the approach lane line to obtain the corresponding first curve; and from the first coordinate s 0,t Starting from the point, draw a straight line perpendicular to the current lane's direction of travel to obtain the corresponding first straight line; then take the coordinates of the intersection point of the first straight line and the first curve as the corresponding first intersection point coordinates; and assign the first coordinates s 0,t The second distance is calculated by taking the straight-line distance from the first intersection point; and this second distance is used as the first initial lateral distance d from the centroid P0 to the approach lane line at the current time t. init,t ;

[0078] Here, the first initial horizontal spacing d init,t Let P0 be the initial lateral distance from the centroid P0 to the approach lane line at the current time t;

[0079] Step 42: Identify the preset centripetal acceleration calculation mode; if the centripetal acceleration calculation mode is a relative calculation mode, then based on the first acceleration a... y,t and the first included angle θ t Calculate the corresponding first centripetal acceleration a t a t =|a y,t / cosθ t If the centripetal acceleration calculation mode is absolute calculation mode, then the road adhesion coefficient μ corresponding to the current lane is obtained from the roadside equipment of the first road segment network, and the corresponding first centripetal acceleration a is set according to the gravitational acceleration g and the road adhesion coefficient μ. t a t =g×μ;

[0080] Among them, the centripetal acceleration calculation mode includes a relative calculation mode and an absolute calculation mode;

[0081] Here, in the uniform circular motion mode, the centripetal force F at the vehicle's center of mass will correspond to a centripetal acceleration, that is, at the current time t, there will be a first centripetal acceleration a. tThe present invention provides two optional modes for calculating centripetal acceleration: relative calculation mode and absolute calculation mode.

[0082] In the relative calculation mode, by Figure 2 As shown in the schematic diagram of the relevant parameters for predicting the lateral spacing provided in Embodiment 1 of the present invention, the first centripetal acceleration a t The first acceleration a along the Y-axis y,t The angle relationship between them is: cosθ t =a y,t / a t Because if the first acceleration a y,t If the value is negative, the corresponding angle relationship is cos(180°-θ). t )=|a y,t / a t To simplify the calculation, a is specifically set... t =|a y,t / cosθ t It should be noted that the relative calculation mode can be based on the real-time lateral acceleration a. y,t For centripetal acceleration a t Dynamic recognition can improve the prediction accuracy of subsequent lateral spacing. However, the calculation method of the relative calculation mode also shows that the mode is mainly based on the lateral acceleration generated by the vehicle's power output. That is, it ignores the contribution of road support force and vehicle weight to centripetal force F by default. In other words, the preferred use scenarios for the relative calculation mode are: the road where the vehicle is traveling has no obvious slope, the road conditions are good, and the vehicle speed is higher than the preset low speed threshold.

[0083] In the absolute calculation mode, this embodiment uses the static friction force between the road surface and the vehicle tires as the main reference factor to calculate the first centripetal acceleration a. t That is, a t= g × μ, where the road adhesion coefficient μ is the ratio of the adhesion force experienced by the vehicle to the normal pressure of the wheels. In conventional estimation methods, the road adhesion coefficient μ is often regarded as the static friction coefficient between the vehicle tires and the road surface. This calculation method takes into account both the road support force and the vehicle's own weight. It should be noted that the vehicle itself cannot calculate the road adhesion coefficient μ, but the roadside equipment in the vehicle-road cooperative network, i.e., the roadside equipment of each first road segment, can obtain the latest road adhesion coefficient of the corresponding road segment. There are various ways to obtain it: for example, through its own long-term observation, or by connecting with the back-end gimbal to obtain the latest road adhesion coefficient from the gimbal periodically, or by connecting with other road detection agencies to obtain the latest road adhesion coefficient from the detection agencies periodically, etc. Because the embodiment of this invention introduces a vehicle-road cooperative network, each driving vehicle can easily obtain the road adhesion coefficient μ from the corresponding first road segment roadside equipment and estimate the corresponding first centripetal acceleration a in absolute calculation mode. t It should also be noted that the preferred use cases for the absolute calculation mode are: when the road has a significant slope, when the road conditions are poor (such as heavy fog, heavy rain, heavy snow, strong winds, serious potholes, muddy and slippery roads, etc.), and when the vehicle speed is lower than the preset low speed threshold.

[0084] As can be seen from the above description, when identifying the preset centripetal acceleration calculation mode in the embodiments of the present invention, a fixed configuration method can be used to pre-set the centripetal acceleration calculation mode; alternatively, real-time road conditions can be obtained from the roadside equipment of the first road segment network and selected based on the real-time road conditions and / or the real-time vehicle speed. The real-time road conditions may include road slope, road weather, road surface conditions, etc.

[0085] Step 43, change the first linear velocity V t and the first centripetal acceleration a t Substituting the formula for the radius of circular motion, we can calculate the corresponding radius r of the first circular motion. t ,

[0086]

[0087] Here, the well-known formula for the radius of circular motion is: The derivation of this formula is briefly described below:

[0088] The centripetal force F at the center of mass of a vehicle in uniform circular motion can be expressed in two ways.

[0089] F=Mrω 2 F = Ma 向心 ,

[0090] Where M is the vehicle mass, r is the radius of the circular motion, ω is the angular velocity of the circular motion, and a 向心 Centripetal acceleration;

[0091] From these two expressions, we can obtain:

[0092] rω 2 =a 向心 , i.e., ω 2 =a 向心 / r, that is, rω×ω=a 向心 ;

[0093] It is also known that in uniform circular motion, the circumference of the circle traversed by the vehicle is equal to the distance it travels, that is:

[0094] rωt=Vt, that is, rω=V,

[0095] Where V is the linear velocity (also called tangential velocity) of the uniform circular motion, and t is the vehicle's travel time, then the formula for the radius of the circular motion, expressed by the linear velocity and centripetal acceleration, can be obtained as follows:

[0096]

[0097] Step 44, based on the radius r of the first circular motion t and the first included angle θ t The first lateral offset distance d is calculated by taking the lateral offset distance of the centroid P0 of the vehicle when it travels from its current position to a position in the lane parallel to the current lane's direction of travel in uniform circular motion mode. off,t ,

[0098] d off,t =r t -r t ×cosθ t ;

[0099] Here, the first lateral offset distance d off,t Let the centroid P0 be located between time t and some future time t. x The lateral displacement caused by uniform circular motion towards the lane line; by Figure 2 It can be seen that, because it is a uniform circular motion mode, the first lateral offset distance d off,t The corresponding circumferential radius and the radius r of the first circular motion t Consistency, meaning that when the vehicle is in a lane position parallel to the current lane's direction of travel, the line connecting its center of mass P0 to the center of the uniform circular motion circle can be decomposed into two line segments, one of which is the first lateral offset distance d. off,t The length of the other line segment is equal to r. t ×cosθ tTherefore, the first lateral offset distance d off,t The calculation method is (r) t -r t ×cosθ t );

[0100] Step 45, based on the first initial lateral spacing d init,t First lateral offset distance d off,t and the first body width W c Calculate the corresponding first horizontal spacing d s1,t ,

[0101]

[0102] Here, the first initial horizontal spacing d init,t The radius r of the first circular motion t First lateral offset distance d off,t and the first horizontal spacing d s1,t like Figure 2 The diagram shows the relevant parameters for predicting the lateral spacing provided in Embodiment 1 of the present invention; it should be noted that the first initial lateral spacing d init,t Let d be the initial lateral distance from the centroid P0 to the approach lane line at the current time t, and the first lateral offset distance d. off,t Let the centroid P0 be located between time t and some future time t. x The lateral displacement d between the two sides caused by uniform circular motion in the direction of approaching the lane line. s1,t For the future moment t x The lateral distance between the outermost offset point P1 and the approach lane line, (d init,t -d off,t The result should be the result at the future time t. x The lateral distance between the centroid P0 and the approach lane line, (d init,t -d off,t ) and the first lateral spacing d s1,t The difference is that it includes a segment in the future. x The lateral distance between the upper centroid P0 and the outermost offset point P1, and at a future time t x Since the vehicle is positioned parallel to the direction of travel on the road, the lateral distance between P0 and the outermost offset point P1 should be approximately half the width of the vehicle body. Therefore, the first lateral distance d s1,t By (d) init,t -d off,t ) minus (W c / 2) is used to express this.

[0103] Step 5, based on the first linear velocity V t First included angle θ t First coordinate s0,t Second coordinate s 1,t The lateral distance between the outermost offset point P1 and the approach lane line is predicted and generated for the vehicle continuing to travel along the current direction of travel from its current position in a constant speed straight-line motion mode. s2,t ;

[0104] Specifically, this includes: Step 51, drawing a smooth curve based on the sampling point sequence of the approach lane line to obtain the corresponding second curve; and from the first coordinate s 0,t Starting from the current lane, draw a straight line perpendicular to the direction of travel to obtain the corresponding second straight line; and take the coordinates of the intersection point of the second straight line and the second curve as the coordinates of the corresponding second intersection point; and assign the first coordinate s 0,t The third distance is calculated by taking the straight-line distance to the second intersection point; and this third distance is used as the first initial lateral distance d from the centroid P0 to the approach lane line at the current time t. init,t ;

[0105] Here, the calculation method for the current step 51 is the same as that for the aforementioned step 41, to ensure the first and second lateral spacing d s1,t d s2,t The initial spacing is consistent;

[0106] Step 52, based on the first linear velocity V t and the first included angle θ t The first lateral velocity V is obtained by calculating the lateral velocity component along the Y-axis in the current coordinate system. y,t ,

[0107] V y,t =|V t ×sinθ t |;

[0108] Step 53, based on the first lateral velocity V y,t The first reaction time T corresponds to the first lateral displacement distance d. resp,t ,

[0109] d resp,t =V y,t ×T;

[0110] Here, the first reaction time T is a preset time parameter. This time refers to the processing time required for the driver, passengers, or vehicle system to detect vehicle deviation, actively intervene, and restore the vehicle to its normal driving direction. Under normal circumstances, this processing time is the first reaction time T = driver reaction time + vehicle response time. The driver reaction time and vehicle response time can be set using empirical values ​​or fine-tuned based on empirical values ​​using other methods (such as vehicle speed, acceleration, etc.). In other words, the lateral displacement d within the first reaction time... resp,t The lateral displacement of the vehicle as it moves toward the lane line during the process of the vehicle veering off course, active intervention, and restoration of the vehicle's normal driving direction.

[0111] Step 54, set the first coordinate s 0,t Second coordinates s 1,t The horizontal spacing along the Y-axis in the current coordinate system is taken as the first initial horizontal distance d between the outermost offset point P1 and the centroid point P0 at the current time t. p,t ;

[0112] Here, the initial horizontal point spacing d p,t This represents the lateral distance between the centroid P0 and the outermost offset point P1 at the current time t.

[0113] Step 55, and according to the first initial lateral spacing d init,t 1. Lateral displacement distance d during the first duration resp,t and the distance d between the first starting horizontal points p,t Calculate the corresponding second horizontal spacing d s2,t ,

[0114] d s2,y =d init,y -d p,y -d resp,t .

[0115] Here, the first initial horizontal spacing d init,t The first starting horizontal point spacing d p,t 1. Lateral displacement distance d during the first duration resp,t like Figure 2 As shown; it should be noted that the first initial horizontal spacing d init,t Let d be the initial lateral distance from the centroid P0 at the current time t to the approach lane line, and let d be the distance between the first initial lateral points. p,t Let d be the lateral distance between the centroid P0 and the outermost offset point P1 at the current time t, and the lateral displacement distance d during the first time period. resp,tTo address the lateral displacement generated by the vehicle approaching the lane line during the process of vehicle deviation, active intervention, and restoration of the vehicle's normal driving direction, this embodiment of the invention assumes that the vehicle motion is rigid body motion, meaning that the lateral displacement generated by all points on the vehicle (center of mass P0, outermost offset point P1) moving towards the lane line within the first reaction time T is the same, i.e., the lateral displacement distance d within the first time period. resp,t Let P1 be the lateral displacement of the outermost offset point P1 from time t to a future time t+T due to uniform straight-line motion, moving towards the approach lane line. Therefore, the lateral distance from the outermost offset point P1 to the approach lane line at a future time t+T is the second lateral distance d. s2,t It should be (d) init,y -d p,t -d resp,t ).

[0116] It should be noted that there are two common reasons for the current vehicle's direction of travel deviating from the current road direction: Reason 1: A conscious, active deviation by the driver, conventional vehicle driving system, automated driving system, or driverless system, such as obstacle avoidance, overtaking, lane changing, or other normal driving maneuvers; Reason 2: An unintentional deviation by the driver, automated driving system, or driverless system, such as unintentional deviation caused by the driver's drowsiness / inattention, or erroneous deviation caused by driving system malfunctions or calculation errors. In the case of Reason 1, the predicted first lateral distance d at each moment... s1,t They are usually greater than the second horizontal spacing d. s2,t Therefore, the lane departure warning process consisting of subsequent steps 6-7 does not need to be initiated; and once the first lateral distance d is predicted at a certain moment... s1,t Less than or equal to the second lateral spacing d s2,t If the probability of the vehicle's current direction of travel deviating from the current direction of travel on the road increases due to reason two, further steps 6-7 are needed to identify the lane departure warning status and, based on the identified status, to finally determine whether to activate the warning.

[0117] Step 6, when the first horizontal spacing d s1,t Less than or equal to the second lateral spacing d s2,t At that time, the vehicle system's operating status is collected through the vehicle system to obtain the corresponding first system status; the first lane adjacent to the approach lane line in the first road segment map is taken as the second lane; the corresponding first lane's drivability status is set according to the lane line type of the approach lane line and the second lane; and the real-time vehicle coordinates and real-time vehicle movement status of all vehicles in the first road segment on the second lane are obtained from the roadside equipment of the first road segment network to obtain the corresponding first road segment vehicle data set.

[0118] Specifically, this includes: Step 61, when the first horizontal spacing d... s1,t Less than or equal to the second lateral spacing d s2,t At that time, the first system status is obtained by collecting data on the operating status of the vehicle system through the vehicle system;

[0119] The first system state includes the normal system state and the abnormal system state;

[0120] Step 62, and designate the first lane adjacent to the approach lane line in the first road segment map as the second lane;

[0121] Step 63, and set the corresponding first lane entry status according to the approach lane line and the lane line type of the second lane;

[0122] The first lane's drivability status includes both drivable and inaccessible states;

[0123] Specifically, this includes: designating the first left lane line or the first right lane line in the second lane that is closest to the approach lane line as the corresponding adjacent side lane line; designating the lane line type of the adjacent side lane line as the corresponding current lane line type; identifying the current lane line type; if the current lane line type is a type that cannot be entered laterally, then setting the corresponding first lane's enterable state to "cannot be entered"; if the current lane line type is a type that can be entered laterally, then setting the corresponding first lane's enterable state to "can be entered".

[0124] Step 64: Obtain the real-time vehicle coordinates and real-time vehicle motion status of all vehicles in the second lane from the roadside equipment of the first road segment network to obtain the corresponding first road segment vehicle data set.

[0125] The first segment vehicle data set includes multiple first segment vehicle data sets; the first segment vehicle data includes the first vehicle identifier, the first vehicle coordinates, and the first vehicle speed.

[0126] Step 7: Based on the first system status, the first lane drivability status, and the first road segment vehicle data set, identify the lane departure warning status to obtain the corresponding first warning status; and when the first warning status is a strong warning status or a weak warning status, issue the corresponding strong or weak warning through the vehicle system.

[0127] The first warning state includes warning off state, no warning required state, weak warning state, and strong warning state;

[0128] Specifically, it includes: Step 71, identifying the lane departure warning state based on the first system state, the first lane drivability state, and the first road segment vehicle data set to obtain the corresponding first warning state;

[0129] Specifically, this includes: step 711, identifying whether the first system state is a normal system state; if yes, then setting the corresponding first check result to normal; if no, then setting the corresponding first check result to abnormal;

[0130] Step 712: Identify whether the first lane is drivable; if yes, set the corresponding second check result to normal; if no, set the corresponding second check result to abnormal.

[0131] Step 713: Perform a vehicle collision risk check based on the vehicle data set of the first road segment to obtain the corresponding third check result;

[0132] The third inspection result includes normal, no collision abnormality, and collision abnormality;

[0133] Specifically, this includes: step 7131, identifying the preset centripetal acceleration calculation mode; if the centripetal acceleration calculation mode is a relative calculation mode, then based on the first acceleration a... y,t and the first included angle θ t Calculate the corresponding first centripetal acceleration a t a t =|a y,t / cosθ t If the centripetal acceleration calculation mode is absolute calculation mode, then the road adhesion coefficient μ corresponding to the current lane is obtained from the roadside equipment of the first road segment network, and the corresponding first centripetal acceleration a is set according to the gravitational acceleration g and the road adhesion coefficient μ. t a t =g×μ;

[0134] Here, the current step is processed in the same way as step 42 mentioned above;

[0135] Step 7132, based on the first coordinate s 0,t First linear velocity V t First centripetal acceleration a t and the first included angle θ t The first circular motion trajectory is obtained by planning the driving trajectory of the current vehicle from the current position to the lane position parallel to the current lane driving direction in uniform circular motion mode.

[0136] The first circular motion trajectory includes multiple first trajectory points, each of which includes a first trajectory point time, first trajectory point coordinates, first trajectory point velocity, and first trajectory point orientation. The first trajectory point time of the first first trajectory point in the first circular motion trajectory is the corresponding current time t, and the first trajectory point coordinates are the corresponding first coordinates s. 0,t The velocity of the first trajectory point is the corresponding first linear velocity V. tThe orientation of the first trajectory point is the corresponding first included angle θ. t ;

[0137] Step 7133: Smooth curves are drawn based on the first circular motion trajectory and the approach lane line to obtain the corresponding first trajectory curve and first lane line curve;

[0138] Step 7134: Identify whether the first trajectory curve intersects with the first lane line curve;

[0139] Step 7135: If the first trajectory curve does not intersect with the first lane line curve, then set the corresponding third check result to normal.

[0140] Here, if the first trajectory curve does not intersect with the first lane line curve, it means that the first circular motion trajectory predicted at the current time t will not cross the approach lane line and enter the adjacent lane. Therefore, the third check result is set to normal.

[0141] Step 7136: If the first trajectory curve intersects with the first lane line curve, then traverse the vehicle data of each first road segment in the first road segment vehicle data set; during the traversal, take the currently traversed first road segment vehicle data as the corresponding current vehicle data, and take the first road segment vehicle corresponding to the current vehicle data as the corresponding current vehicle; and plan the driving trajectory of the current vehicle in a uniform straight-line motion mode with the current vehicle data as the initial state to obtain the corresponding first vehicle motion trajectory; and perform vehicle collision analysis based on the first vehicle motion trajectory and the first circular motion trajectory to obtain the corresponding first analysis result; and after the traversal is completed, identify whether all the obtained first analysis results are collision-free. If so, set the corresponding third check result as no collision anomaly; otherwise, set the corresponding third check result as collision anomaly.

[0142] The first vehicle trajectory includes multiple second trajectory points, each of which includes the second trajectory point's time, coordinates, speed, and orientation. The first analysis result includes whether a collision will occur or not.

[0143] Here, the intersection of the first trajectory curve and the first lane line curve indicates that the predicted first circular motion trajectory at the current time t will cross the approach lane line and enter the adjacent lane. At this time, it is also necessary to predict the future driving trajectory of all vehicles in the adjacent lane at the current time t through the current step 7136, i.e., the first vehicle motion trajectory. When the first vehicle motion trajectory of each vehicle in the adjacent lane and the first circular motion trajectory of the current vehicle are known, a vehicle collision analysis can be performed based on the conventional vehicle collision detection mechanism according to the two motion trajectories and / or the body size (width and length) of the two vehicles to obtain a first analysis result of whether a collision will occur or not. The embodiment of the present invention stipulates that when all vehicles in the adjacent lane will not collide with the current vehicle, i.e., all first analysis results are no collision, the third check result is set as no collision anomaly. When any vehicle in the adjacent lane will collide with the current vehicle, i.e., not all first analysis results are no collision, the third check result is set as collision anomaly.

[0144] Step 714: When the first check result is abnormal, set the corresponding first warning status to warning off status;

[0145] Here, an abnormal first check result indicates a system malfunction in the vehicle's conventional driving system, autonomous driving system, or driverless system. The safety level of the system malfunction is much higher than the safety level of lane departure. At this time, the driving system should have already activated the warning related to the system malfunction, so there is no need to activate the warning related to lane departure. Therefore, this embodiment of the invention stipulates that the first warning state is set to the warning off state when the first check result is abnormal, so as to inform the subsequent warning processing step 72 that no warning is needed at this time.

[0146] Step 715: When the first check result is normal, identify the second and third check results; if both the second and third check results are normal, set the corresponding first warning state to no warning state; if the second check result is abnormal and the third check result is normal, set the corresponding first warning state to no warning state; if the second check result is abnormal and the third check result is not normal, set the corresponding first warning state to strong warning state; if the second check result is normal and the third check result is no collision anomaly, set the corresponding first warning state to weak warning state; if the second check result is normal and the third check result is a collision anomaly, set the corresponding first warning state to strong warning state.

[0147] Here, if the first inspection result is normal, it means that there is no system fault in the current vehicle's conventional vehicle driving system, automatic driving system, or driverless system. At this time, it is necessary to further verify the second and third inspection results.

[0148] If the results of the second and third checks are both normal, it means that at the current time t, even if the current vehicle deviates in the future time period, it will not cross the approach lane line to enter the adjacent lane, and the side lane line of the adjacent lane and the approach lane line is the lane line that can be entered. At this time, the embodiment of the present invention will set the first warning state to the state of no warning.

[0149] If the second check result is abnormal and the third check result is normal, it means that at the current time t, the side lane line of the adjacent lane and the approach lane line is a lane line that cannot be entered. However, the current vehicle will not cross the approach lane line to enter the adjacent lane in the future time period, so the first warning state will also be set to the warning-free state.

[0150] If the second check result is abnormal and the third check result is not normal, it means that at the current time t, the side lane line adjacent to the approach lane line is a lane line that cannot be entered, and the current vehicle will cross the approach lane line to enter the adjacent lane in the future time period. In other words, the current vehicle will cause a traffic violation due to lane departure. Therefore, the first warning state will be set to the strong warning state at this time.

[0151] If the second check result is normal and the third check result is no collision abnormality, it means that at the current time t, the side lane line of the adjacent lane and the approach lane line is the lane line that can be entered, and the current vehicle will cross the approach lane line to enter the adjacent lane in the future time period. However, the current vehicle will not collide with the vehicle currently traveling in the adjacent lane after entering the adjacent lane. Therefore, the first warning state will be set to the weak warning state at this time.

[0152] If the second check result is normal and the third check result is a collision anomaly, it means that at the current time t, the side lane line adjacent to the approach lane line of the adjacent lane is a lane line that can be entered, and the current vehicle will cross the approach lane line to enter the adjacent lane in the future time period, and the current vehicle will collide with the vehicle currently traveling in the adjacent lane after entering the adjacent lane. Therefore, the first warning state will be set to the strong warning state at this time.

[0153] Step 72, and when the first warning state is a strong warning state or a weak warning state, the corresponding strong or weak warning is issued through the vehicle system.

[0154] Here, the vehicle-mounted systems in this embodiment of the invention are equipped with a warning device, and the warning effect of the warning device can be adjusted to be strong or weak. In this embodiment of the invention, when the first warning state is a strong warning state, the warning device of the vehicle-mounted system can be invoked to issue a warning, and the warning effect of the warning device can be set to a strong warning effect. When the first warning state is a weak warning state, the warning device of the vehicle-mounted system can be invoked to issue a warning, and the warning effect of the warning device can be set to a weak warning effect.

[0155] Figure 3 This is a module structure diagram of a lane departure warning processing device provided in Embodiment 2 of the present invention. This device can be a terminal device or server implementing the aforementioned method embodiment, or it can be a device that enables the aforementioned terminal device or server to implement the aforementioned method embodiment. For example, the device can be a device or chip system of the aforementioned terminal device or server. Figure 3 As shown, the device includes: a vehicle-road cooperative network connection module 201, a map data update module 202, a first real-time data processing module 203, a second real-time data processing module 204, a first lateral spacing prediction module 205, a second lateral spacing prediction module 206, a third real-time data processing module 207, and a lane departure warning module 208.

[0156] The vehicle-road cooperative network connection module 201 is used to record the current road segment of the vehicle as the corresponding first road segment during the vehicle's driving process; and to record the vehicle-road cooperative network corresponding to the first road segment as the corresponding first road segment network, and connect to the first road segment network; the first road segment network includes multiple first road segment roadside devices and multiple first road segment vehicles, including the current vehicle.

[0157] The map data update module 202 is used to receive and save the first road segment map pushed by the first road segment roadside device of the first road segment network; the first road segment map includes multiple first lanes; the first lane includes a first left lane line, a first right lane line and a first lane center line; the first left lane line, the first right lane line and the first lane center line each include a sampling point sequence, and the sampling point sequence includes multiple sampling point coordinates.

[0158] The first real-time data processing module 203 is used to collect data on the vehicle's width at any time t during vehicle operation, through the vehicle's onboard system, to obtain the corresponding first vehicle width W. c The first coordinate s is obtained by collecting the real-time coordinates of the vehicle's center of mass P0 through the onboard system. 0,t ; and based on the first coordinate s 0,t The system identifies the current lane and its direction of travel using the first road segment map; it then uses a left-handed two-dimensional Cartesian coordinate system with the centroid P0 as the origin and the current lane's direction of travel as the positive X-axis as the corresponding current coordinate system; and it obtains the corresponding first linear velocity V by collecting data on the vehicle's real-time linear velocity and real-time Y-axis acceleration along the current coordinate system through the onboard system. t and the first acceleration a y,t The vehicle system collects real-time data on the vehicle's current direction of travel to obtain the corresponding current vehicle direction of travel; and the angle between the current vehicle direction of travel and the current lane direction of travel is taken as the corresponding first angle θ.t The current deviation state is defined as the leftward or rightward deviation of the current vehicle's direction of travel relative to the current lane's direction of travel. The current deviation state includes leftward deviation and rightward deviation.

[0159] The second real-time data processing module 204 is used to identify the current deviation state. If the current deviation state is to the left, the first left lane line and the first right lane line of the current lane are used as the corresponding approach lane line and away lane line, and the left front vertex of the current vehicle is used as the corresponding outermost offset point P1. If the current deviation state is to the right, the first left lane line and the first right lane line of the current lane are used as the corresponding away lane line and approach lane line, and the right front vertex of the current vehicle is used as the corresponding outermost offset point P1. The vehicle system collects the real-time coordinates of the outermost offset point P1 to obtain the corresponding second coordinate s. 1,t .

[0160] The first lateral spacing prediction module 205 is used to predict the first linear velocity V based on the first linear velocity V. t First acceleration a y,t First included angle θ t First coordinate s 0,t First vehicle body width W c The approach lane line predicts the lateral distance between the outermost offset point P1 and the approach lane line when the vehicle moves from its current position to a position parallel to the current lane's direction of travel in uniform circular motion mode, generating the corresponding first lateral distance d. s1,t .

[0161] The second lateral spacing prediction module 206 is used to predict the first linear velocity V based on the first linear velocity V. t First included angle θ t First coordinate s 0,t Second coordinate s 1,t The lateral distance between the outermost offset point P1 and the approach lane line is predicted and generated for the vehicle continuing to travel along the current direction of travel from its current position in a constant speed straight-line motion mode. s2,t .

[0162] The third real-time data processing module 207 is used when the first horizontal spacing d s1,t Less than or equal to the second lateral spacing d s2,tAt that time, the vehicle system's operating status is collected through the vehicle system to obtain the corresponding first system status; the first lane adjacent to the approach lane line in the first road segment map is taken as the second lane; the corresponding first lane's drivable status is set according to the lane line type of the approach lane line and the second lane; and the real-time vehicle coordinates and real-time vehicle movement status of all vehicles in the first road segment on the second lane are obtained from the roadside equipment of the first road segment network to obtain the corresponding first road segment vehicle data set.

[0163] The lane departure warning module 208 is used to identify the lane departure warning status based on the first system status, the first lane drivability status and the first road segment vehicle data set to obtain the corresponding first warning status; and to issue the corresponding strong or weak warning through the vehicle system when the first warning status is a strong warning status or a weak warning status.

[0164] The lane departure warning processing device provided in this embodiment of the invention can execute the method steps in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0165] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules can be implemented by processing element calls to software, while others are implemented in hardware. For example, the map data update module can be a separate processing element, or it can be integrated into a chip in the above device. Alternatively, it can be stored as program code in the memory of the above device, and called and executed by a processing element. The implementation of other modules is similar. Moreover, these modules can be fully or partially integrated together, or they can be implemented independently. The processing element described here can be an integrated circuit with signal processing capabilities. In the implementation process, each step of the above method or each of the above modules can be completed through integrated logic circuits in the hardware of the processor element or through software instructions.

[0166] For example, these modules can be one or more integrated circuits configured to implement the above methods, such as one or more Application Specific Integrated Circuits (ASICs), one or more Digital Signal Processors (DSPs), or one or more Field Programmable Gate Arrays (FPGAs). As another example, when a module is implemented using processing element scheduler code, the processing element can be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. Furthermore, these modules can be integrated together as a System-on-a-Chip (SOC).

[0167] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. This computer program product includes one or more computer instructions. When these computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the foregoing method embodiments are generated. The computer described above can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The aforementioned computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the aforementioned computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, Bluetooth, microwave, etc.) means. The aforementioned computer-readable storage medium can be any available medium that a computer can access, or a data storage device such as a server or data center that integrates one or more available media. The aforementioned available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state disks (SSDs)).

[0168] Figure 4 This is a schematic diagram of an electronic device provided in Embodiment 3 of the present invention. This electronic device can be a terminal device or server implementing the methods of the aforementioned embodiments, or it can be a terminal device or server connected to the aforementioned terminal device or server implementing the methods of the aforementioned embodiments. Figure 4As shown, the electronic device may include: a processor 301 (e.g., CPU), a memory 302, and a transceiver 303; the transceiver 303 is coupled to the processor 301, and the processor 301 controls the transmission and reception operations of the transceiver 303. The memory 302 may store various instructions for performing various processing functions and implementing the processing steps described in the foregoing embodiments. Preferably, the electronic device involved in the embodiments of the present invention further includes: a power supply 304, a system bus 305, and a communication port 306. The system bus 305 is used to realize communication connections between components. The communication port 306 is used for communication between the electronic device and other peripherals.

[0169] exist Figure 4 The system bus 305 mentioned can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This system bus can be divided into address bus, data bus, control bus, etc. For ease of representation, it is represented by only one thick line in the figure, but this does not indicate that there is only one bus or one type of bus. The communication interface is used to enable communication between the database access device and other devices (e.g., clients, read-write libraries, and read-only libraries). Memory may include Random Access Memory (RAM) and may also include non-volatile memory, such as at least one disk storage device.

[0170] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), graphics processing units (GPUs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0171] It should be noted that the embodiments of the present invention also provide a computer-readable storage medium storing instructions that, when run on a computer, cause the computer to perform the methods and processes provided in the above embodiments.

[0172] This invention also provides a chip for executing instructions, which is used to perform the processing steps described in the foregoing method embodiments.

[0173] This invention provides a lane departure warning processing method, device, electronic device, and computer-readable storage medium. As described above, this invention connects to a vehicle-road cooperative network during vehicle operation and updates the local map using roadside equipment. At any given time t, it collects data on the vehicle's width, center of gravity coordinates, linear velocity, acceleration, and driving direction angle. Based on the vehicle's deviation from the lane's driving direction, it determines the approaching, moving away from, and outermost offset points. Furthermore, based on the linear velocity, acceleration, driving direction angle, center of gravity coordinates, vehicle width, and approaching lane line, it calculates the lateral distance between the outermost offset point and the approaching lane line when the vehicle, in uniform circular motion mode, moves from its current position to a lane position parallel to the current driving direction. The invention predicts the lateral distance between the outermost offset point and the approach lane line when the vehicle continues to travel along the current direction of travel from its current position for a preset first reaction time T in a uniform straight-line motion mode. Based on linear velocity, the angle of travel direction, the coordinates of the centroid, and the coordinates of the outermost offset point, the invention predicts this distance. When the lateral distance in the uniform circular motion mode is less than or equal to that in the uniform straight-line motion mode, the invention collects the operating status of the onboard system, identifies the drivability of adjacent lanes, and obtains the latest vehicle data set from roadside equipment. Based on the obtained onboard system operating status, the drivability of adjacent lanes, and the vehicle data set, the invention identifies the lane departure warning status and issues a warning based on the identification results. This invention improves the prediction accuracy of lateral distance using a more accurate roadside equipment map and enhances the processing timeliness and recognition accuracy of lane departure warning status identification using a more accurate and real-time vehicle data set, ultimately achieving the goal of improving the overall real-time performance and accuracy of the warning.

[0174] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0175] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented in hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0176] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A processing method of a lane departure warning, characterized by, The method includes: During vehicle operation, the current road segment of the vehicle is recorded as the corresponding first road segment; the vehicle-road cooperative network corresponding to the first road segment is recorded as the corresponding first road segment network and connected to the first road segment network; and the vehicle receives and saves the first road segment map pushed by the first road segment roadside device of the first road segment network; the first road segment network includes multiple first road segment roadside devices and multiple first road segment vehicles, including the current vehicle; the first road segment map includes multiple first lanes; the first lane includes a first left lane line, a first right lane line, and a first lane center line; the first left lane line, the first right lane line, and the first lane center line each consist of a sampling point sequence, and the sampling point sequence includes multiple sampling point coordinates; At any time t during the vehicle's operation, the vehicle's width is collected via the vehicle's onboard system to obtain the corresponding first vehicle width W. c The vehicle system collects real-time coordinates of the center of mass P0 of the current vehicle to obtain the corresponding first coordinates s. 0,t ; and based on the first coordinate s 0,t The system identifies the current lane and its direction of travel using the map of the first road segment; it then uses a left-handed two-dimensional Cartesian coordinate system with the centroid P0 as the origin and the current lane's direction of travel as the positive X-axis as the corresponding current coordinate system; and it obtains the corresponding first linear velocity V by collecting data on the real-time linear velocity and real-time Y-axis acceleration of the current vehicle along the current coordinate system through the vehicle system. t and the first acceleration a y,t The vehicle system collects real-time data on the vehicle's current direction of travel to obtain the corresponding current vehicle direction of travel; and the angle between the current vehicle direction of travel and the current lane direction of travel is taken as the corresponding first angle θ. t The current deviation state is defined as the state in which the current vehicle's direction of travel deviates to the left or right relative to the current lane's direction of travel; the current deviation state includes deviation to the left and deviation to the right. The current deviation state is identified; if the current deviation state is to the left, the first left lane line and the first right lane line of the current lane are taken as the corresponding approaching lane line and moving away lane line, and the left front vertex of the current vehicle is taken as the corresponding outermost offset point P1; if the current deviation state is to the right, the first left lane line and the first right lane line of the current lane are taken as the corresponding moving away lane line and approaching lane line, and the right front vertex of the current vehicle is taken as the corresponding outermost offset point P1; and the real-time coordinates of the obtained outermost offset point P1 are collected by the vehicle system to obtain the corresponding second coordinate s. 1,t ; Based on the first linear velocity V t The first acceleration a y,t The first included angle θ t The first coordinate s 0,t The first vehicle body width W c The approach lane line predicts the lateral distance between the outermost offset point P1 and the approach lane line when the current vehicle travels from its current position to a lane position parallel to the current lane's travel direction in uniform circular motion mode, generating a corresponding first lateral distance d. s1,t ; Based on the first linear velocity V t The first included angle θ t The first coordinate s 0,t The second coordinate s 1,t The lateral distance between the outermost offset point P1 and the approach lane line is predicted and a corresponding second lateral distance d is generated when the current vehicle continues to travel along the current vehicle's direction of travel from its current position for a preset first reaction time T in a constant speed straight-line motion mode. s2,t ; When the first horizontal spacing d s1,t Less than or equal to the second lateral spacing d s2,t At that time, the vehicle system's operating status is collected through the vehicle system to obtain the corresponding first system status; the first lane adjacent to the approach lane line in the first road segment map is designated as the second lane; the corresponding first lane's drivable status is set according to the lane line type of the approach lane line and the second lane; and the real-time vehicle coordinates and real-time vehicle movement status of all vehicles in the first road segment on the second lane are obtained from the roadside equipment of the first road segment network to obtain the corresponding first road segment vehicle data set. Based on the first system status, the first lane drivability status, and the first road segment vehicle data set, the lane departure warning status is identified to obtain the corresponding first warning status; and when the first warning status is a strong warning status or a weak warning status, the corresponding strong or weak warning is issued through the vehicle system.

2. The lane departure warning processing method according to claim 1, characterized in that, The roadside equipment of the first road segment is used to store the latest high-precision road map of the first road segment as the corresponding first road segment map, and periodically push the first road segment map to each vehicle of the first road segment through the first road segment network. The first left lane line and the first right lane line each include a lane line type, which includes a lane line type that cannot be entered laterally and a lane line type that can be entered laterally; The vehicle system includes a vehicle driving system, an automatic driving system, and an unmanned driving system; The first system state includes the normal system state and the abnormal system state; The first lane's accessibility status includes both accessible and inaccessible states; The first road segment vehicle data set includes multiple first road segment vehicle data; the first road segment vehicle data includes first vehicle identifier, first vehicle coordinates, and first vehicle speed; The first warning state includes warning off state, no warning required state, weak warning state, and strong warning state.

3. The method of claim 2, wherein, The first coordinate s 0,t And the first section map identifies the current lane and the current lane driving direction, specifically including: The coordinates of each sampling point on the center line of each first lane in the first road segment map are compared with the first coordinate s. 0,t The corresponding first distance is calculated by the straight-line distance; the sampling point corresponding to the shortest first distance is recorded as the corresponding current sampling point; the first lane centerline and the first lane corresponding to the current sampling point are taken as the corresponding current lane centerline and the current lane; and the tangent direction at the current sampling point on the current lane centerline is taken as the corresponding current lane driving direction.

4. The method of claim 2, wherein, According to the first linear velocity V t The first acceleration a y,t The first included angle θ t The first coordinate s 0,t The first vehicle body width W c The approach lane line predicts the lateral distance between the outermost offset point P1 and the approach lane line when the current vehicle travels from its current position to a lane position parallel to the current lane's travel direction in uniform circular motion mode, generating a corresponding first lateral distance d. s1,t Specifically, it includes: Based on the sampling point sequence of the approach lane line, a smooth curve is drawn to obtain the corresponding first curve; and from the first coordinate s 0,t Starting from the direction perpendicular to the current lane's travel direction, draw a straight line to obtain the corresponding first straight line; and take the coordinates of the intersection point of the first straight line and the first curve as the corresponding first intersection point coordinates; and set the first coordinates s 0,t The second distance is calculated by taking the straight-line distance from the first intersection point coordinates; and the second distance is used as the first initial lateral distance d from the centroid P0 to the approach lane line at the current time t. init,t ; The preset centripetal acceleration calculation mode is identified; if the centripetal acceleration calculation mode is a relative calculation mode, then based on the first acceleration a... y,t and the first included angle θ t Calculate the corresponding first centripetal acceleration a t a t =|a y，t / cosθ t If the centripetal acceleration calculation mode is an absolute calculation mode, then the road adhesion coefficient μ corresponding to the current lane is obtained from the roadside equipment of the first road segment in the first road segment network, and the corresponding first centripetal acceleration a is set according to the gravitational acceleration g and the road adhesion coefficient μ. t a t =g×μ; The first linear velocity V t and the first centripetal acceleration a t Substituting the formula for the radius of a circle into the equation, we can calculate the corresponding radius of the first circle. Based on the first circumferential motion radius r t and the first included angle θ t The first lateral offset distance d is calculated by measuring the lateral offset distance of the centroid P0 when the vehicle travels from its current position to a lane position parallel to the current lane's direction of travel in uniform circular motion mode. off,t d off,t =r t -r t ×cosθ t ; According to the first initial lateral distance d init,t , the first lateral offset distance d off,t , and the first vehicle body width W c a corresponding first lateral distance d s1,t is calculated, 5. The method of claim 2, wherein, According to the first linear velocity V t The first included angle θ t The first coordinate s 0,t The second coordinate s 1,t The lateral distance between the outermost offset point P1 and the approach lane line is predicted and a corresponding second lateral distance d is generated when the current vehicle continues to travel along the current vehicle's direction of travel from its current position for a preset first reaction time T in a constant speed straight-line motion mode. s2,t Specifically, it includes: A second curve is obtained by smoothing the sampling point sequence based on the approach lane line; and from the first coordinate s 0,t Starting from the direction perpendicular to the current lane's travel direction, draw a straight line to obtain the corresponding second straight line; and take the coordinates of the intersection point of the second straight line and the second curve as the corresponding second intersection point coordinates; and assign the first coordinates s 0,t The third distance is calculated by taking the straight-line distance from the coordinates of the second intersection point; and the third distance is used as the first initial lateral distance d from the centroid P0 to the approach lane line at the current time t. init,t ; Based on the first linear velocity V t and the first included angle θ t The first lateral velocity V is obtained by calculating the lateral velocity component along the Y-axis in the current coordinate system. y,t V y,t =|V t ×sinθ t |; According to the first lateral speed V y,t and the first reaction time T, a corresponding first time length lateral displacement distance d resp,t , d resp,t = V y,t × T; The first coordinate s 0,t and the second coordinate s 1,t The horizontal spacing along the Y-axis in the current coordinate system is used as the first initial horizontal spacing d between the outermost offset point P1 and the centroid point P0 at the current time t. p,t ; And according to the first initial lateral spacing d init,t The first time-duration lateral displacement distance d resp,t The distance d between the first starting horizontal point and the first starting horizontal point p,t Calculate the corresponding second lateral spacing d s2,t d s2,t =d init,t -d p,t -d resp,t .

6. The method of claim 2, wherein, The step of setting the corresponding first lane entry status based on the approach lane line and the lane line type of the second lane specifically includes: The first left lane line or the first right lane line in the second lane that is closest to the approach lane line is taken as the corresponding adjacent side lane line; the lane line type of the adjacent side lane line is taken as the corresponding current lane line type; and the current lane line type is identified; if the current lane line type is a type that cannot be entered laterally, the corresponding first lane is set to an enterable state that cannot be entered; if the current lane line type is a type that can be entered laterally, the corresponding first lane is set to an enterable state that can be entered.

7. The method of claim 2, wherein, The process of identifying the lane departure warning status based on the first system status, the first lane drivability status, and the first road segment vehicle data set to obtain the corresponding first warning status specifically includes: The system identifies whether the first system state is in a normal state; if yes, the corresponding first check result is set to normal; if no, the corresponding first check result is set to abnormal. The system identifies whether the first lane is drivable; if so, the corresponding second check result is set to normal; if not, the corresponding second check result is set to abnormal. Based on the vehicle data set of the first road segment, a vehicle collision risk check is performed to obtain the corresponding third check result; the third check result includes normal, no collision anomaly, and collision anomaly. When the first check result is abnormal, the corresponding first warning status is set to warning off status; When the first check result is normal, the second and third check results are identified; if both the second and third check results are normal, the corresponding first warning state is set to no warning state; if the second check result is abnormal and the third check result is normal, the corresponding first warning state is set to no warning state; if the second check result is abnormal and the third check result is not normal, the corresponding first warning state is set to strong warning state; if the second check result is normal and the third check result is no collision anomaly, the corresponding first warning state is set to weak warning state; if the second check result is normal and the third check result is a collision anomaly, the corresponding first warning state is set to strong warning state.

8. The method of claim 7, wherein, The process of obtaining the corresponding third inspection result by performing a vehicle collision risk check based on the vehicle data set of the first road segment specifically includes: The preset centripetal acceleration calculation mode is identified; if the centripetal acceleration calculation mode is a relative calculation mode, then based on the first acceleration a... y,t and the first included angle θ t Calculate the corresponding first centripetal acceleration a t a t =|a y,t / cosθ t If the centripetal acceleration calculation mode is an absolute calculation mode, then the road adhesion coefficient μ corresponding to the current lane is obtained from the roadside equipment of the first road segment in the first road segment network, and the corresponding first centripetal acceleration a is set according to the gravitational acceleration g and the road adhesion coefficient μ. t a t =g×μ; Based on the first coordinate s 0,t The first linear velocity V t The first centripetal acceleration a t and the first included angle θ t The first circular motion trajectory is planned by the vehicle in uniform circular motion mode from its current position to a position in a lane parallel to the current lane's direction of travel. This first circular motion trajectory includes multiple first trajectory points, each containing a first trajectory point time, coordinates, velocity, and orientation. The first trajectory point time of the first first trajectory point is the corresponding current time t, and its coordinates are the corresponding first coordinates s. 0,t The velocity of the first trajectory point is the corresponding first linear velocity V. t The orientation of the first trajectory point is the corresponding first included angle θ. t ; The first trajectory curve and the first lane line curve are obtained by smoothing curves based on the first circular motion trajectory and the approach lane line, respectively. Identify whether the first trajectory curve intersects with the first lane line curve; If the first trajectory curve does not intersect with the first lane line curve, then the corresponding third inspection result is set to normal. If the first trajectory curve intersects with the first lane line curve, then the vehicle data of each first road segment in the first road segment vehicle data set is traversed; and during the traversal, the currently traversed first road segment vehicle data is taken as the corresponding current vehicle data, and the first road segment vehicle corresponding to the current vehicle data is taken as the corresponding current vehicle; and the driving trajectory of the current vehicle is planned according to the uniform straight-line motion mode with the current vehicle data as the initial state to obtain the corresponding first vehicle motion trajectory; and vehicle collision analysis is performed based on the first vehicle motion trajectory and the first circular motion trajectory to obtain the corresponding first analysis result; and after the traversal is completed, it is identified whether all the obtained first analysis results are collision-free. If so, the corresponding third check result is set as no collision anomaly; otherwise, the corresponding third check result is set as collision anomaly. The first vehicle motion trajectory includes multiple second trajectory points, and the second trajectory point includes the second trajectory point time, the second trajectory point coordinates, the second trajectory point speed, and the second trajectory point orientation; the first analysis result includes collision-possible and collision-free.

9. An apparatus for performing the processing method of the lane departure warning according to any one of claims 1 to 8, characterized in that, The device includes: a vehicle-road cooperative network connection module, a map data update module, a first real-time data processing module, a second real-time data processing module, a first lateral spacing prediction module, a second lateral spacing prediction module, a third real-time data processing module, and a lane departure warning module. The vehicle-road cooperative network connection module is used to record the current road segment of the vehicle as the corresponding first road segment during the vehicle's travel; and to record the vehicle-road cooperative network corresponding to the first road segment as the corresponding first road segment network, and connect to the first road segment network; the first road segment network includes multiple first road segment roadside devices and multiple first road segment vehicles, and the current vehicle is included among the multiple first road segment vehicles; The map data update module is used to receive and save the first road segment map pushed by the first road segment roadside device of the first road segment network; the first road segment map includes multiple first lanes; the first lane includes a first left lane line, a first right lane line and a first lane center line; the first left lane line, the first right lane line and the first lane center line each include a sampling point sequence, and the sampling point sequence includes multiple sampling point coordinates; The first real-time data processing module is used to collect data on the vehicle's body width at any time t during vehicle operation, through the vehicle's onboard system, to obtain the corresponding first body width W. c The vehicle system collects real-time coordinates of the center of mass P0 of the current vehicle to obtain the corresponding first coordinates s. 0,t ; and based on the first coordinate s 0,t The system identifies the current lane and its direction of travel using the map of the first road segment; it then uses a left-handed two-dimensional Cartesian coordinate system with the centroid P0 as the origin and the current lane's direction of travel as the positive X-axis as the corresponding current coordinate system; and it obtains the corresponding first linear velocity V by collecting data on the real-time linear velocity and real-time Y-axis acceleration of the current vehicle along the current coordinate system through the vehicle system. t and the first acceleration a y,t The vehicle system collects real-time data on the vehicle's current direction of travel to obtain the corresponding current vehicle direction of travel; and the angle between the current vehicle direction of travel and the current lane direction of travel is taken as the corresponding first angle θ. t The current deviation state is defined as the state in which the current vehicle's direction of travel deviates to the left or right relative to the current lane's direction of travel; the current deviation state includes deviation to the left and deviation to the right. The second real-time data processing module is used to identify the current deviation state; if the current deviation state is a leftward deviation, then the first left lane line and the first right lane line of the current lane are used as the corresponding approaching lane line and moving away lane line, and the left front vertex of the current vehicle is used as the corresponding outermost offset point P1; if the current deviation state is a rightward deviation, then the first left lane line and the first right lane line of the current lane are used as the corresponding moving away lane line and approaching lane line, and the right front vertex of the current vehicle is used as the corresponding outermost offset point P1; and the vehicle system collects data on the real-time coordinates of the obtained outermost offset point P1 to obtain the corresponding second coordinate s. 1,t ; The first lateral spacing prediction module is used to predict the distance based on the first linear velocity V. t The first acceleration a y,t The first included angle θ t The first coordinate s 0,t The first vehicle body width W c The approach lane line predicts the lateral distance between the outermost offset point P1 and the approach lane line when the current vehicle travels from its current position to a lane position parallel to the current lane's travel direction in uniform circular motion mode, generating a corresponding first lateral distance d. s1,t ; The second lateral spacing prediction module is used to predict the distance based on the first linear velocity V. t The first included angle θ t The first coordinate s 0,t The second coordinate s 1,t The lateral distance between the outermost offset point P1 and the approach lane line is predicted and a corresponding second lateral distance d is generated when the current vehicle continues to travel along the current vehicle's direction of travel from its current position for a preset first reaction time T in a constant speed straight-line motion mode. s2,t ; The third real-time data processing module is used when the first horizontal spacing d s1,t Less than or equal to the second lateral spacing d s2,t At that time, the vehicle system's operating status is collected through the vehicle system to obtain the corresponding first system status; the first lane adjacent to the approach lane line in the first road segment map is designated as the second lane; the corresponding first lane's drivable status is set according to the lane line type of the approach lane line and the second lane; and the real-time vehicle coordinates and real-time vehicle movement status of all vehicles in the first road segment on the second lane are obtained from the roadside equipment of the first road segment network to obtain the corresponding first road segment vehicle data set. The lane departure warning module is used to identify the lane departure warning status and obtain the corresponding first warning status based on the first system status, the first lane drivability status and the first road segment vehicle data set; and to issue the corresponding strong or weak warning through the vehicle system when the first warning status is a strong warning status or a weak warning status.

10. An electronic device, comprising: include: Memory, processor, and transceiver; The processor is configured to be coupled to the memory, read and execute instructions in the memory to implement the method according to any one of claims 1-8; The transceiver is coupled to the processor, and the processor controls the transceiver to send and receive messages.

11. A computer readable storage medium, characterized in that, The computer readable storage medium stores computer instructions, when the computer instructions are executed by a computer, the computer instructions cause the computer to execute the method of any one of claims 1-8.

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