Turn signal control method, device, vehicle and storage medium

Abstract

The application discloses a kind of turn signal control methods, by obtaining the first positioning information of vehicle;First positioning information is subjected to active disturbance rejection filter processing, and second positioning information is obtained;Based on high-precision map information and second positioning information, determine fusion position information;According to fusion position information and high-precision map information, the turn signal of vehicle is controlled.The method is subjected to active disturbance rejection filter processing to the positioning information obtained initially first, obtains more accurate positioning information, then combines with high-precision map, can still be accurately positioned to vehicle in low visibility scene, and vehicle positioning is used for auxiliary turn signal control, increase the use scene of turn signal control, enhance the safety of vehicle driving.

Description

Technical Field

[0001] This application relates to the field of autonomous driving technology, and more specifically, to a turn signal control method, device, vehicle, and storage medium. Background Technology

[0002] In related technologies, positioning technology is typically used to determine the vehicle's location and control the turn signals based on that location. Additionally, cameras are used to collect road information ahead of the vehicle to determine the road conditions and then control the turn signals accordingly.

[0003] However, this method usually suffers from insufficient positioning accuracy, and when there are large vehicles in front of the vehicle or in rainy or foggy weather, the camera cannot collect road information ahead, which in turn makes it impossible to control the turn signals based on accurate vehicle position information and road conditions, resulting in lower safety during driving. Summary of the Invention

[0004] In view of the above problems, this application proposes a turn signal control method, device, vehicle and storage medium, which can obtain more accurate fused positioning information by filtering and fusing the vehicle's position information, and control the vehicle's turn signals based on the fused information.

[0005] In a first aspect, embodiments of this application provide a turn signal control method, the method comprising: acquiring first positioning information of a vehicle; performing active interference rejection filtering on the first positioning information to obtain second positioning information; determining fused position information based on high-precision map information and the second positioning information; and controlling the turn signals of the vehicle according to the fused position information and the high-precision map information.

[0006] Secondly, embodiments of this application provide a turn signal control device, which includes: a first positioning module for acquiring first positioning information of a vehicle; a second positioning module for performing active interference rejection filtering on the first positioning information to obtain second positioning information; a fusion positioning module for determining fused position information based on high-precision map information and the second positioning information; and a turn signal control module for controlling the turn signals of the vehicle according to the fused position information and the high-precision map information.

[0007] Thirdly, embodiments of this application provide a vehicle comprising: one or more processors; a memory; and one or more application programs, wherein the one or more application programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs are configured to perform the aforementioned turn signal control method.

[0008] Fourthly, embodiments of this application provide a computer-readable storage medium storing program code that can be called by a processor to execute the aforementioned turn signal control method.

[0009] The technical solution provided by this invention involves acquiring first positioning information of a vehicle; performing active interference rejection filtering on the first positioning information to obtain second positioning information; determining fused location information based on high-precision map information and the second positioning information; and controlling the vehicle's turn signals according to the fused location information and the high-precision map information. This method, by first performing active interference rejection filtering on the initially acquired positioning information to obtain more accurate positioning information, and then combining it with a high-precision map, can still accurately locate the vehicle in low-visibility scenarios. Furthermore, using the vehicle positioning to assist in turn signal control increases the application scenarios of turn signal control and enhances vehicle driving safety. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 A schematic diagram of an application scenario provided by an embodiment of this application is shown.

[0012] Figure 2 This paper illustrates a schematic diagram of the hardware connection structure of a turn signal control system provided in an embodiment of this application.

[0013] Figure 3 A schematic flowchart of a turn signal control method provided in an embodiment of this application is shown.

[0014] Figure 4 A schematic diagram of the structure of an active interference rejection module provided in an embodiment of this application is shown.

[0015] Figure 5 A schematic diagram of a driving scenario provided by an embodiment of this application is shown.

[0016] Figure 6 A flowchart illustrating another turn signal control method provided in an embodiment of this application is shown.

[0017] Figure 7 This illustration shows a flowchart of an execution cycle provided by an embodiment of this application.

[0018] Figure 8 A schematic diagram of a turn signal control device provided in an embodiment of this application is shown.

[0019] Figure 9 A schematic diagram of the structure of a vehicle provided in an embodiment of this application is shown.

[0020] Figure 10 A schematic diagram of the structure of a computer-readable storage medium provided in an embodiment of this application is shown. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0022] In related technologies, positioning technology is typically used to determine the vehicle's location and control the turn signals based on that location. Additionally, cameras are used to collect road information ahead to determine road conditions and then control the turn signals. However, this method often suffers from insufficient positioning accuracy, and when there are large vehicles ahead or in rainy or foggy weather, the camera cannot collect road information, resulting in an inability to control the turn signals based on accurate vehicle location and road conditions, leading to lower safety during driving.

[0023] To address the aforementioned problems, the inventors of this application propose a turn signal control method, device, vehicle, and storage medium as described in the embodiments of this application. The method involves acquiring first positioning information of the vehicle; performing active interference rejection filtering on the first positioning information to obtain second positioning information; determining fused location information based on high-precision map information and the second positioning information; and controlling the vehicle's turn signals according to the fused location information and the high-precision map information. This method, by first performing active interference rejection filtering on the initially acquired positioning information to obtain more accurate positioning information, and then combining it with a high-precision map, can still accurately locate the vehicle in low-visibility scenarios. Furthermore, the vehicle positioning is used to assist in turn signal control, increasing the application scenarios of turn signal control and enhancing vehicle driving safety.

[0024] The application environment utilized in this application will be described below, and various embodiments of this application will be described in detail with reference to the accompanying drawings.

[0025] Please see Figure 1 , Figure 1 This diagram illustrates an application scenario of this application. According to the embodiments provided in this application, the turn signal control method can be applied to vehicles, specifically those traveling on highways, where highway ramps are typically located. A highway ramp is generally a road on the right side of a highway exit, typically 150-200 meters long. It is an auxiliary road adjacent to a main road, or a road connecting to other main roads via bridges, ramps, or access roads, as well as an ancillary connecting road section to access roads such as collector roads. Figure 1A schematic diagram of a highway ramp entrance scenario is shown, which includes highway ramp entrance I, main road lanes a and b, and highway ramp c (i.e., auxiliary road c). The highway ramp entrance passage process refers to the entire process of a vehicle moving from a point far from the highway ramp entrance to a point approaching the ramp entrance, until the vehicle fully enters the auxiliary road and participates in traffic.

[0026] In some implementations, highways typically have multiple lanes. Vehicles must travel within designated lanes and can change lanes between them. Lane markings, including dashed and solid lines, are parallel to the road's direction of travel. Vehicles can change lanes between adjacent lanes separated by dashed lines, but not between adjacent lanes separated by solid lines. Before changing lanes, vehicles must activate their turn signals corresponding to the direction of the lane change to alert following vehicles. A section of auxiliary road at highway exit ramps is usually located on the far right of the main road. Therefore, before entering the ramp, vehicles should change lanes to the far right lane of the main road to facilitate further lane changes onto the auxiliary road at the highway exit. Since vehicles must activate their turn signals before changing lanes and turning, the system should obtain the vehicle's current position and corresponding road information before automatically controlling the turn signals. This information, combined with real-time vehicle and road conditions, allows for appropriate turn signal activation.

[0027] In some implementations, the method provided in this application can also be applied to intersections of urban roads, urban expressways, national highways, provincial highways, etc., where turn signals need to be controlled to turn on or off due to turning or entering / exiting, and this application does not impose any restrictions on this.

[0028] Please see Figure 2 , Figure 2 The diagram shows a hardware connection of a turn signal control system provided in an embodiment of this application. The system includes a positioning module 110, a sensing module 120, a control module 130, and an execution module 140. The turn signal control system is capable of executing the turn signal control method provided in the embodiment of this application.

[0029] In some implementations, the positioning module 110 is used to perform preliminary positioning of the vehicle's current position to obtain the vehicle's first positioning information, and to perform active interference rejection filtering on the first positioning information to obtain second positioning information.

[0030] Optionally, the positioning module 110 can use GPS (Global Positioning System), GLONASS (Global Navigation Satellite System), Galileo satellite navigation system, and BeiDou system to achieve positioning, and this application does not limit this.

[0031] In some implementations, the perception module 120 is used to identify road conditions within a preset range of the vehicle and obtain visual positioning information, including but not limited to lane lines in front of the vehicle, the number of vehicles in each lane, the direction of road extension, ramp intersections, visibility, and other information.

[0032] Optionally, the perception module 120 may include devices such as cameras, lidar, and infrared detectors. This application does not limit this to fully identify the road conditions around the vehicle, so as to combine it with the positioning information obtained by the vehicle positioning module 110 to obtain more accurate location information.

[0033] In some implementations, the control module 130 may include an input unit 131, a power supply 132, a processor 133, a storage unit 134, a communication unit 135, and an output unit 136.

[0034] The control module 130 is connected to the positioning module 110 and the sensing module 120 respectively. It is used to receive the second positioning information from the positioning module 110 and the sensing information from the sensing module 120, and to fuse this information with the high-precision map obtained by the control module 130 to obtain the fused position information. Then, it enters the turn signal control process according to the fused position information.

[0035] The control module 130 is connected to the execution module 140. The control result obtained according to the turn signal control process is input to the execution module 140, which is used to control the turn signal to turn on and off.

[0036] In some implementations, the input unit 131 is used to acquire second positioning information and perception information.

[0037] The power supply 132 provides stable voltages, such as 5V and 3V, to various parts within the control module 130. It can be connected to the battery in the vehicle's engine compartment or used as the standard voltage for an A / D converter (Analog to Digital Converter).

[0038] Storage unit 134 can store a built-in high-precision map, or it can be used to store historical data during the execution of the method provided in this application. The high-precision map has a precision at the centimeter level, and the elements in the high-precision map include, but are not limited to, lane lines, road signs, intersection locations, traffic signs, traffic lights, lane curvature, slope, and lane-level real-time traffic dynamic information (such as corresponding traffic rules and traffic flow conditions).

[0039] In addition, the storage unit 134 may include an EPROM (Electrically Erasable and Programmable Read Only Memory), wherein the EPROM is a memory that can still store the data to be stored after the engine stops and the power supply is no longer available.

[0040] The processor 133 is used to fuse the second positioning information received by the input unit 131 with the high-precision map to obtain fused position information, and then perform feature matching with the perception information to obtain the final positioning information. The processor 133 outputs a drive signal through the output unit 136 to control the execution module 140 to work.

[0041] The communication unit 135 ensures the vehicle's connectivity and enables data exchange of various communication signals via a communication bus. The communication unit 135 is built on a wireless or wired network, allowing the vehicle to communicate remotely with a server or a user's mobile device. The mobile device can include any one or more of a mobile phone, wristband, or PDA (Personal Digital Assistant). This wireless or wired network uses standard communication technologies and / or protocols. The network can be the Internet or any other network, including but not limited to LAN (Local Area Network), MAN (Metropolitan Area Network), WAN (Wide Area Network), mobile, wired or wireless networks, private networks, or any combination of virtual private networks.

[0042] Optionally, the control module 130 may be an ECU (Electronic Control Unit), a CBCU (Central Body Control Unit), etc. The ECU may consist of a microprocessor, memory, input / output interface, digital-to-analog converter, and large-scale integrated circuits such as shaping and driving. This application does not limit this.

[0043] In some implementations, the execution module 140 includes a human-machine interface unit 141 and a turn signal control unit 142.

[0044] Optionally, the human-computer interaction unit 141 may include one or more of a touch screen module, a voice recognition module, and a physical button module, for receiving user-triggered commands and responding accordingly, and completing interaction with the user or the user's device. This application does not impose any limitations on this.

[0045] Optionally, the turn signal control unit 142 is connected to the turn signal. The turn signal control unit 142 controls the opening and closing of the turn signal by receiving drive signals from the control module 130 and user commands received from the human-machine interaction unit 141.

[0046] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0047] Please see Figure 3 , Figure 3 A schematic flowchart of a turn signal control method according to an embodiment of this application is shown. The turn signal control method of the embodiment provided in this application includes steps 210 to 240.

[0048] In step 210, the first location information of the vehicle is obtained.

[0049] In some implementations, the vehicle's current position can be initially located using a positioning module. However, the location information obtained from this initial location may contain some errors. To further refine the vehicle's current position, it is necessary to compensate and optimize the initially obtained location information so that path planning can be performed based on the vehicle's current position, and the vehicle can be controlled in real time based on its location.

[0050] In some implementations, the step of obtaining the vehicle's first location information includes the following steps.

[0051] (1) Obtain the initial location information of the vehicle.

[0052] (2) The initial positioning information is compensated according to the compensation parameters to obtain the first positioning information.

[0053] The location compensation parameters are obtained based on the first positioning information and visual positioning information acquired in the previous execution cycle; the visual positioning information is obtained based on the environmental information and high-precision map information of the vehicle's preset range acquired in the previous execution cycle.

[0054] In some implementations, the initial positioning information of the vehicle is obtained through a positioning module. Taking GPS as an example, the positioning module obtains GPS messages, which typically include positioning information, current satellite information, ground speed information, and geographic positioning information. The positioning information is extracted as the initial positioning information (Locate) to indicate the current location of the vehicle.

[0055] In some implementations, visual positioning information is acquired through the perception module in each execution cycle to represent the environmental features around the vehicle. The visual positioning information is obtained based on the environmental information of the vehicle's preset range and the high-precision map acquired in each execution cycle.

[0056] The visual positioning information is matched with the first positioning information obtained in the previous execution cycle to obtain the error between the visual positioning information and the first positioning information, which is used as a compensation parameter Error. The compensation parameter Error is added to the initial positioning information Locate to obtain the actual position Real of the vehicle, which is calculated according to the following formula: Real = Locate + Error. This actual position Real is used as the first positioning information of the current execution cycle.

[0057] The first positioning information includes, but is not limited to, one or more of the vehicle's current location such as longitude, latitude, elevation, and heading angle.

[0058] In some embodiments, the turn signal control method provided in this application further includes the step of: determining high-precision map information based on a high-precision map and a preset destination.

[0059] In some implementations, the optimal route can be planned based on the vehicle's current location information obtained by the positioning module, a preset destination, and a high-precision map, thus obtaining the high-precision map information for that optimal route. The high-precision map information includes at least one driving route from the current location to the preset destination, the locations of intersections along the route, traffic signs along the route, lane markings along the route, and real-time traffic conditions for the corresponding road segments.

[0060] In some implementations, after the user confirms the preset destination through the human-computer interaction unit, the system can perform route planning based on the first positioning information and the preset destination to obtain the optimal route. Route planning can be based on a high-precision map, which can be a high-precision map built into the vehicle, a high-precision map obtained by requesting it from the internet, or a combination of both; this application does not impose any limitations on this.

[0061] At least one route is provided, offering users at least one path option. When multiple routes exist, users can choose the most suitable one based on their needs. Users can also select routes based on the number of intersections, relevant traffic rules (such as prohibitions on left turns or U-turns at intersections, road speed limits, etc.), and real-time traffic flow, expanding the scope of application and enhancing the practicality of the method.

[0062] In some implementations, when the optimal route is located in a part of the city, such as an urban area, the high-precision map information may also include the corresponding traffic light information, traffic rules, etc.; when the optimal route is located in a part of the highway, the high-precision map information may also include the locations of all ramp intersections in the optimal route and the corresponding ramp intersection information (such as the length of the auxiliary road of each ramp intersection).

[0063] In some implementations, the process of planning the optimal route can be performed in real time, so that if the user deviates from the planned optimal route, the optimal route can be replanned based on the vehicle's real-time location to obtain the latest high-precision map information.

[0064] In step 220, the first positioning information is subjected to active interference rejection filtering to obtain the second positioning information.

[0065] In some implementations, high-precision positioning in related technologies typically requires matching GPS positioning information with local mapping performed by LiDAR or cameras to obtain accurate positioning information. However, in foggy weather or when a large vehicle blocks the view in front of the vehicle, the vehicle may not be able to collect visual information through LiDAR or cameras. Furthermore, the hardware costs are high, resulting in low positioning accuracy and making it difficult to promote the technology.

[0066] Therefore, the embodiments provided in this application can perform active interference rejection filtering on the first positioning information and estimate the position to obtain a more accurate second positioning information, without relying on devices such as cameras to perceive the environment around the vehicle, thus reducing the difficulty of positioning.

[0067] In some implementations, the active disturbance rejection filtering algorithm can be implemented by an active disturbance rejection module. The steps of performing active disturbance rejection filtering on the first positioning information to obtain the second positioning information include the following steps.

[0068] (1) Determine the initial speed parameters based on the first positioning information obtained in the current execution cycle and the first positioning information obtained in the previous execution cycle, as well as the duration of a single execution cycle.

[0069] (2) Input the initial velocity parameters into the preset active disturbance rejection module to obtain the compensated velocity parameters.

[0070] (3) Determine the second positioning information based on the compensation speed parameters.

[0071] In some implementations, the active interference rejection module filters the vehicle's speed parameters. Therefore, it is necessary to first obtain the vehicle's initial speed parameters. Based on the first positioning information obtained in two adjacent execution cycles, the position difference of the vehicle within two adjacent execution cycles can be obtained, i.e., position difference = current actual position of the vehicle - actual position of the previous cycle. Simultaneously, the duration of a single execution cycle is obtained, and the initial speed parameter V0 is obtained according to a preset first position-speed conversion relationship.

[0072] For example, the initial velocity parameter can be obtained from the following formula: V0 = position difference / duration of a single execution cycle.

[0073] In some implementations, the initial velocity parameters are input to a preset active disturbance rejection module, and the resulting output y is the compensated velocity parameter. Based on the compensated velocity parameter and the second position-velocity conversion relationship, the filtered position information of the vehicle is obtained as the second positioning information. After active disturbance rejection filtering, the vehicle's positioning accuracy is higher, it is less affected by environmental interference, its anti-interference capability is enhanced, and the stability of the system is improved.

[0074] Please see Figure 4 , Figure 4 This illustration shows a structural schematic diagram of an active interference rejection module provided in an embodiment of this application, as shown below. Figure 4 As shown, the active disturbance rejection module 300 includes a tracking differentiator 310, a linear error feedback controller 320, and an extended state observer 330. The step of inputting the initial velocity parameters into the preset active disturbance rejection module 300 to obtain the compensated velocity parameters includes the following steps:

[0075] (1) Input the initial velocity parameters into the tracking differentiator 310 to obtain the tracking parameters.

[0076] (2) Based on the tracking parameters and observation parameters, the error parameters are obtained.

[0077] (3) Input the error parameters into the linear error feedback controller 320 to obtain the compensation parameters.

[0078] (4) Based on the compensation parameters, observation parameters and preset system parameters, the feedback compensation parameters are obtained.

[0079] (5) Obtain the compensation speed parameters based on the feedback compensation parameters.

[0080] The feedback compensation parameters, compensation speed parameters, and system preset parameters are input to the extended state observer 330 to obtain the observation parameters.

[0081] In some implementations, after outputting the feedback compensation parameters, compensation speed parameters, and system preset parameters, these parameters are used as feedback and then as input information to the extended state observer 330 to obtain the observation parameters. Specifically, the observation parameters can be obtained according to the following formula.

[0082] z1(k+1)=z1(k)+h·(z3(k)-β1e)

[0083] z2(k+1)=z2(k)+h·(z3(k)-β2e+bU(k))

[0084] z3(k+1)=z3(k)-h·β3e

[0085] Where z1, z2, and z3 are observation parameters, which are real-time estimates of uncertainties in the system; k represents time, such as k representing the current time and k+1 representing the next time; e is the system error; h is the sampling period; β1, β2, and β3 are preset system parameters, which can be designed through the observation bandwidth. Typically, β1, β2, and β3 are linked to the system's observation bandwidth according to the following general relationship:

[0086] β1=3ω0、

[0087] Where ω0 is the observation bandwidth, which is essentially the pole position of the extended observer. For disturbances of different frequencies, if the extended state observer 330 is to have stable anti-interference capability, then the higher the frequency of the disturbance, the larger the tracking differentiator bandwidth is required.

[0088] All uncertainties for the controlled object are attributed to unknown disturbances. The extended state observer 330 expands the unknown disturbances into a state of the system to track the influence of unknown parts of the model and external unknown disturbances on the system. The unknown disturbances are related to the input and output of the system. The extended state observer 330 uses the input and output data of the controlled object to provide control quantities to estimate and compensate for the unknown disturbances.

[0089] Since the process of the extended state observer 330 estimating the disturbance often has a hysteresis phenomenon, for example, the calculation at the current moment requires the result of the calculation at the previous moment, there will be a time difference; in addition, sensor signals are usually accompanied by noise, so the filtering algorithm also has a delay hysteresis. Therefore, on the basis of the calculated control quantity, an integral term control is added to smooth the sudden signal and eliminate the steady-state error of the system to improve the steady-state accuracy of the system.

[0090] In some implementations, the initial velocity parameter is used as an input signal and input to the tracking differentiator 310. The tracking differentiator 310 is used to extract the differential signal of the input signal v0, and can also be used to smooth the transition of abrupt changes in the input signal, reducing the impact of these changes on the controlled object. The tracking differentiator 310 obtains the tracking parameters v1 and v2. v1 is the tracking signal of the input signal, i.e., the tracking velocity, and v2 is the first-order differential signal of the input signal, i.e., the tracking acceleration.

[0091] Since the positioning information obtained by GPS is not always a stable linear output, in order to avoid the impact of abrupt erroneous data on positioning accuracy, the tracking differentiator 310 arranges a transition process, which can smooth out the abrupt part of the input signal, alleviate the contradiction between speed and overshoot, and at the same time, it can extract the differential of the input signal, solve the problem of the difficulty in extracting differential signals in actual engineering, and avoid excessive noise.

[0092] Subsequently, error parameters e1 and e2 are obtained based on the tracking and observation parameters. Specifically, they are calculated according to the following formula:

[0093] e1 = v1(k) - z1(k)

[0094] e2=v2(k)-z2(k)

[0095] As can be seen from the above formula, the error parameter is used to represent the error between the tracking parameter obtained from the initial velocity parameter and the observation parameter obtained from the state observer.

[0096] In some implementations, the data collected by the positioning module may be affected by noise, such as the vehicle positioning information obtained through GPS. During vehicle operation, the position typically does not deviate significantly in a very short time; therefore, the moving vehicle can be considered a relatively uniformly moving object, and the vehicle's position information should also be a continuous linear feedback. By inputting the error parameter into the linear error feedback controller 320, the compensation parameter u0 can be obtained. Specifically, the compensation parameter u0 can be obtained according to the following formula: u0 = k p e1+k d e2, where kp and kd are gain parameters. Further, the feedback compensation parameter can be obtained according to the following formula: u(k) = u0 - z3 / b, where b is the compensation coefficient.

[0097] The linear error feedback controller 320 can perform smooth filtering to eliminate the influence of sudden noise signals, so as to accurately track and predict the vehicle's driving status in real time.

[0098] Finally, the output object y is obtained based on the feedback compensation parameters, where y is the compensation speed parameter.

[0099] Furthermore, the system error e needs to be obtained from the output compensation velocity parameters and the observation parameters z1 obtained by observing the compensation velocity parameters. Specifically, the system error is calculated using the following formula:

[0100] e = z1(k) - y(k)

[0101] Understandably, the values ​​of the above parameters can be adjusted according to the actual situation to obtain the optimal results and make the filtering effect of the active interference rejection module 300 better.

[0102] The active interference rejection module 300 filters the first positioning information acquired by the vehicle to obtain more accurate second positioning information. It eliminates the noise influence that may exist in the positioning information acquired by GPS, and can also estimate unknown disturbances from the outside and provide control quantities for compensation. In addition, it can smooth and filter abrupt signals, which enhances the anti-interference ability of the system. For example, it is less affected by the environment or weather, and improves the stability and accuracy of vehicle positioning.

[0103] In step 230, the fused location information is determined based on the high-precision map information and the second positioning information.

[0104] In some implementations, the second positioning information is matched with a high-precision map. Since the high-precision map contains information such as lane lines and intersection locations, the resulting fused positioning information can more completely represent the vehicle's current position and the surrounding environment. For example, after obtaining the vehicle's position through the second positioning information, matching it with the high-precision map can determine the vehicle's current lane, distance from intersections, etc., thus combining positioning information with the surrounding environment to further improve positioning accuracy. Furthermore, if the matching reveals that the vehicle's position is not within the planned path in the high-precision map, the optimal path is replanned based on the vehicle's current position information.

[0105] To further improve the accuracy of vehicle positioning, the fused location information can be verified with visual positioning information. In some embodiments, the turn signal control method provided in this application further includes the following steps:

[0106] (1) Obtain environmental images within the preset range of the vehicle.

[0107] (2) Perform feature extraction and semantic segmentation on the environmental image to obtain environmental features.

[0108] (3) Determine visual positioning information based on environmental features and high-precision map information.

[0109] In some implementations, image acquisition devices can be used to collect image data of the environment within a preset range of the vehicle. The preset range can be set according to the number and specifications of the image acquisition devices. For example, the image acquisition device can be a monocular camera to collect image data in front of the vehicle's direction of travel; or it can be a tri-lens camera to collect image data from multiple angles. Furthermore, ultrasonic sensors or radar devices can be configured simultaneously to obtain the distance between the vehicle and other vehicles on the road, further refining the vehicle's positioning information and the surrounding environmental information.

[0110] In some implementations, feature points in the environmental image can be extracted using the SIFT (Scale-Invariant Feature Transform) algorithm, and semantic segmentation can be performed on the environmental image to obtain environmental features. Semantic segmentation can employ histogram thresholding, SVM, hybrid feature space clustering, etc., and this application is not limited to these methods. The extracted environmental features include, but are not limited to, lane line types around the vehicle, distances to other vehicles, and traffic signs.

[0111] In some implementations, the extracted environmental features can be verified against the fused location information of the vehicle in the high-precision map. For example, an image 20m in front of the vehicle can be captured by a camera, and information such as lane lines and the distance between the vehicle and the intersection can be extracted. This information can then be verified against the lane lines and the distance between the vehicle and the intersection included in the fused location information. If the verification error is within a preset threshold, the fused information can be determined as the visual positioning information.

[0112] In some embodiments, small errors may still exist during actual operation. Error can be represented by the following formula: Error = Dcam - Dcom. Where Dcam is the visual positioning information, and Dcom is the position information after error compensation in the previous execution cycle, i.e., the first positioning information.

[0113] The error obtained in this execution cycle is saved as the error in step 210 of the next execution cycle to compensate for the initial location information Locate.

[0114] It is understandable that the first positioning information is mainly obtained through positioning information. The compensation parameter Error is obtained through the error between the first positioning information and the visual positioning information in the previous execution cycle. However, when the perception module cannot collect environmental information within the preset range of the vehicle body (such as when there is a large vehicle blocking the way in front of the vehicle or when it is in foggy weather and the image in front of the vehicle cannot be collected), that is, when the visual positioning information cannot be obtained, the error Error cannot be obtained further. At this time, it can be considered that the fused position information is accurate enough, and the vehicle positioning result is based on the fused position information.

[0115] It is understandable that the above process of calculating the error is performed in real time. For example, if the time of a single execution cycle is 20ms, then the error will be calculated every 20ms. The error of the previous execution cycle is considered to be noise or interference added to the system, and the interference of the current execution cycle is compensated and canceled out by the error.

[0116] In step 240, the vehicle's turn signals are controlled based on the fused location information and high-precision map information.

[0117] In some implementations, after obtaining sufficiently accurate and complete fused location information, high-precision map information within a certain range of the vehicle's current location can be obtained again, matched with the fused location information, and relevant parameters such as the distance between the vehicle and the intersection, and the lane in which the vehicle is located can be extracted to control the vehicle's turn signals.

[0118] In some implementations, the step of controlling the vehicle's turn signals based on fused location information and high-precision map information includes the following steps:

[0119] (1) Determine the parameter map information based on the fused location information and high-precision map information.

[0120] (2) Determine the current driving scenario based on the parameter map information.

[0121] (3) Control the vehicle's turn signals according to the driving scenario.

[0122] In some implementations, the fused location information is matched with high-precision map information to obtain high-precision map information within the vehicle's set range. For example, high-precision map information within a range of 2km in front and behind the vehicle and 50m to the left and right is obtained as parameter map information.

[0123] The parameter map information includes, but is not limited to, information such as the vehicle's lane position and distance from the intersection within the set range. It may also include environmental information surrounding the vehicle, such as traffic flow around the vehicle. Based on this parameter map information, the vehicle's current driving scenario can be determined. For example, if the vehicle is 500 meters before entering the ramp, is currently traveling in the middle lane of the main road, and has no other vehicles to its right rear, this information may be relevant.

[0124] For vehicles in different driving scenarios, the turn signals may need to be controlled to enter different working states. For example, when changing lanes to the right, the right turn signal needs to be turned on in advance; after entering the ramp, the turn signal can be turned off.

[0125] By controlling the vehicle's turn signals according to the driving scenario, the method can flexibly control the turn signals in various complex situations during actual driving, making it applicable to different scenarios, expanding the scope of application, and improving the practicality of the method.

[0126] Please see Figure 5 , Figure 5 The illustration shows a driving scenario provided by an embodiment of this application, with three scenarios, case1, case2 and case3, as examples for explanation.

[0127] In some implementations, controlling the vehicle's turn signals according to the driving scenario includes the following steps:

[0128] (1) When the driving scenario is the scenario before entering the ramp, the relative distance between the vehicle and the ramp entrance is determined.

[0129] (2) If the relative distance is less than the first threshold, then determine whether the vehicle is in the target lane.

[0130] (3) When the vehicle is not in the target lane, control the turn signal in the direction corresponding to the target lane to work until the vehicle changes lanes to the target lane.

[0131] (4) When the vehicle is in the target lane and the relative distance is less than the second threshold, control the turn signal in the direction corresponding to the target lane to work.

[0132] The second threshold is less than the first threshold.

[0133] like Figure 5 In case 1, the driving scenario of the vehicle can be determined using the aforementioned method. When it is determined that the vehicle is in the scenario before entering the ramp, the relative distance d between the vehicle and the ramp intersection is obtained (not shown in the figure). For example, the relative distance d can be the distance between the center of the vehicle's rear axle and the point where the ramp intersection begins to fork.

[0134] In some implementations, when the relative distance d is less than a preset first threshold D1, it indicates that the vehicle is about to enter the ramp. According to relevant traffic rules, the vehicle should be in the rightmost lane before entering the ramp. Therefore, ramp pre-processing can be started.

[0135] In some implementations, performing ramp intersection preprocessing includes determining whether a vehicle is in the target lane.

[0136] For example, when a vehicle is traveling on a two-way four-lane highway and is in the left lane, it needs to change lanes to the right lane before entering the ramp. At this time, the right turn signal should be turned on, and when the vehicle changes lanes to the rightmost lane, the turn signal should be turned off.

[0137] When a vehicle is traveling on a six-lane highway and is in the leftmost lane, it needs to change lanes twice to the right before entering the ramp, until it reaches the rightmost lane. During the first lane change to the middle lane, the right turn signal should be activated. Once in the middle lane, the vehicle can again assess the surrounding environment to decide whether to continue changing lanes. If there are other vehicles in the right lane, it may be deemed temporarily impossible to change lanes further. In this case, the turn signal can be temporarily turned off, and the vehicle can be slowed down or the horn can be sounded to alert the driver. The turn signal should be activated again when the vehicle meets the conditions for changing lanes. The turn signal should be turned off when the vehicle reaches the rightmost lane.

[0138] like Figure 5 In case 2, when the vehicle is already in the target lane, it is determined whether the relative distance d between the vehicle and the ramp entrance is less than the second threshold D2. If the relative distance d is greater than or equal to the second threshold D2, it is considered that the vehicle is not yet suitable to enter the ramp, and the turn signal is kept off. If the relative distance is less than the second threshold D2, it is considered that the vehicle is close to the ramp entrance and is about to enter the ramp. Usually, the ramp auxiliary road starts from the right side of the rightmost lane. Therefore, the right turn signal can be turned on at this time to indicate to the following vehicle that it is about to enter the ramp.

[0139] The first threshold and the second threshold can be set according to driving experience, personal preferences and actual needs. For example, the first threshold D1 can be 1km and the second threshold D2 can be 20m.

[0140] Based on the vehicle's distance from the ramp and its lane, the system can more effectively control the turn signal's operation, preventing accidents caused by distracted drivers failing to use their turn signals to alert vehicles ahead or behind, or by carelessness resulting in incorrect light activation. This improves driving safety. Furthermore, the system can prompt drivers to change lanes in a timely manner via the human-machine interface to avoid disrupting traffic and enhance the driving experience.

[0141] In some implementations, the steps involve controlling the vehicle's turn signals based on the driving scenario, including the following steps.

[0142] (1) When the driving scenario is after entering the ramp, the relative distance between the vehicle and the ramp entrance is determined.

[0143] (2) If the relative distance is greater than the third threshold, the turn signal of the vehicle will stop working.

[0144] like Figure 5In case 3, the driving scenario of the vehicle can be determined by the aforementioned method. When it is determined that the vehicle is in the scenario after entering the ramp, the relative distance d between the vehicle and the ramp entrance is obtained. When the relative distance d is less than or equal to the third threshold D3, it is considered that the vehicle has just entered the ramp or has not yet fully entered the ramp. In order to ensure driving safety, the right turn signal is kept on. When the relative distance d is greater than the third threshold D3, it is considered that the vehicle has fully entered the ramp and can drive stably. At this time, the turn signal is turned off.

[0145] The third threshold D3 can be set according to driving experience, personal preferences and actual needs. For example, the third threshold D3 can be 20m.

[0146] Based on the distance of the vehicle from the ramp entrance after entering the ramp, the system can more effectively control the operation of the turn signals, preventing traffic accidents caused by user error such as prematurely or failure to turn off the turn signals in time. This improves driving safety and makes the driving process more standardized. Furthermore, the system can prompt users to change lanes in a timely manner through the human-machine interface to avoid disrupting traffic and enhance the user's driving experience.

[0147] The turn signal control method provided in this application will be described in detail below with reference to a specific embodiment. Please refer to [link / reference]. Figure 6 , Figure 6 A flowchart of another turn signal control method provided in an embodiment of this application is shown, which may include steps 401 to 415.

[0148] In step 401, the turn signal control process begins.

[0149] In the embodiments of this application, after obtaining the precise positioning information of the vehicle, the turn signal control process can be initiated.

[0150] In step 402, parameter map information is obtained based on the vehicle's fused location information.

[0151] In the embodiments of this application, the fused location information of a vehicle within a certain range can be obtained based on the fused location information of the vehicle, and used as parameter map information.

[0152] In step 403, it is determined whether a ramp intersection marker has been generated.

[0153] In the embodiments of this application, by judging the driving scenario of the vehicle, it can be determined whether the vehicle is in a driving scenario before entering the ramp or after entering the ramp. If the vehicle is in a driving scenario before entering the ramp, that is, no ramp crossing mark has been generated, then proceed to step 404; if the vehicle is in a driving scenario after entering the ramp, that is, a ramp crossing mark has been generated, then proceed to step 405.

[0154] In step 404, the relative distance d between the vehicle and the ramp intersection is obtained.

[0155] In step 405, the relative distance d between the vehicle and the ramp intersection is obtained.

[0156] In the embodiments of this application, the relative distance d between the vehicle and the ramp intersection can be obtained through visual positioning information and high-precision maps.

[0157] In step 406, it is determined whether the relative distance d is less than the first threshold D1.

[0158] In an embodiment of this application, if the relative distance d between the vehicle and the ramp intersection is less than the first threshold D1, then proceed to step 407.

[0159] In step 407, it is determined whether the vehicle is in the rightmost lane.

[0160] In the embodiments of this application, the vehicle being in the rightmost lane indicates that the vehicle is currently in the rightmost lane of the main road. If the rightmost lane marker is not generated, proceed to step 408; if the rightmost lane marker is generated, proceed to step 411.

[0161] In step 408, turn on the right turn signal to prepare for a lane change.

[0162] In the embodiments of this application, if it is determined that the vehicle is not yet in the rightmost lane and needs to change lanes to the right, the right turn signal should be turned on to prepare for the lane change, and a voice prompt can be issued to remind the user to change lanes in time.

[0163] In step 409, it is determined whether the lane change has been completed.

[0164] In the embodiments of this application, if it is determined that the vehicle has completed the lane change, then proceed to step 410; if it is determined that the vehicle has not yet completed the lane change, then proceed to step 415.

[0165] In step 410, turn off the turn signals.

[0166] In an embodiment of this application, the turn signal is turned off when it is determined that the vehicle has completed the lane change.

[0167] In step 411, it is determined whether the relative distance d is less than the second threshold D2.

[0168] In the embodiments of this application, if a rightmost lane marker is generated, indicating that the vehicle is already in the rightmost lane of the main road, then the pre-entry ramp preparation can begin, so that the turn signal operation can be controlled when the vehicle approaches the ramp entrance. If the relative distance d is less than the second threshold D2, then proceed to step 412; if the relative distance d is greater than or equal to the second threshold D2, then proceed to step 415.

[0169] In step 412, turn on the right turn signal to prepare to merge into the ramp.

[0170] In the embodiments of this application, when it is determined that the distance between the vehicle and the ramp intersection is less than the second threshold D2, it can be considered that the vehicle has approached the ramp intersection. At this time, it is necessary to enter the ramp branching off on the right side of the main road, and the right turn signal should be turned on.

[0171] In step 413, it is determined whether the relative distance d is greater than the third threshold D3.

[0172] In the embodiments of this application, when it is determined that the vehicle is in a driving scenario after entering the ramp, if the relative distance d is greater than the third threshold D3, then proceed to step 414; if the relative distance d is less than or equal to the third threshold D3, then proceed to step 415.

[0173] In step 414, turn off the turn signals.

[0174] In the embodiments of this application, when the relative distance d is greater than the third threshold D3, it is considered that the vehicle has fully entered the ramp, and at this time the turn signal can be turned off.

[0175] In step 415, the process ends.

[0176] In the embodiments of this application, after steps 412, 410, and 414, and if the determination is negative in steps 411, 409, and 413, step 415 is entered to complete the execution cycle of the above turn signal control process.

[0177] It should be noted that steps 401 to 415 can be executed continuously in a loop. That is, after step 415 is completed, the execution cycle can start again from step 401.

[0178] Please see Figure 7 , Figure 7 The illustration shows a flowchart of an execution cycle provided in an embodiment of this application, which includes steps 510 to 560.

[0179] In step 510, we begin.

[0180] In the embodiments of this application, a complete execution cycle begins at this point.

[0181] In step 520, a preset destination is set.

[0182] In the embodiments of this application, users can set their desired destination through the human-computer interaction module.

[0183] In step 530, vehicle location information is obtained.

[0184] In the embodiments of this application, the vehicle's current more accurate location information can be obtained according to the above method, such as steps 210 to 230.

[0185] In step 540, camera sensor feature matching is performed.

[0186] In the embodiments of this application, environmental images around the vehicle can be collected by cameras or the like in the perception module, and environmental features in the environmental images can be extracted. The environmental features are then matched with the positioning information obtained in step 430 to obtain more accurate positioning information.

[0187] In step 550, the turn signal control process begins.

[0188] In the embodiments of this application, the turn signals are controlled according to the driving scenario of the vehicle.

[0189] In step 560, the next execution cycle begins.

[0190] In the embodiments of this application, after the turn signal control process is completed, a complete execution cycle is completed, and the next execution cycle is entered.

[0191] Please see Figure 8 , Figure 8 A turn signal control device 600 is shown, including a first positioning module 610, a second positioning module 620, a fusion positioning module 630, and a turn signal control module 640.

[0192] The first positioning module 610 is used to obtain the first positioning information of the vehicle.

[0193] The second positioning module 620 is used to perform active interference rejection filtering on the first positioning information to obtain the second positioning information.

[0194] The fusion positioning module 630 is used to determine fused location information based on high-precision map information and second positioning information.

[0195] The turn signal control module 640 is used to control the vehicle's turn signals based on the fused location information and high-precision map information.

[0196] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described device and module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0197] In the several embodiments provided in this application, the coupling between modules can be electrical, mechanical, or other forms of coupling.

[0198] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0199] Please see Figure 9 Based on the above-described turn signal control method, this application embodiment also provides a vehicle 700 that can execute the aforementioned turn signal control method.

[0200] In the embodiments provided in this application, vehicle 700 may be a car, bus, new energy vehicle, gasoline vehicle, hybrid vehicle, or other vehicle capable of running applications. Vehicle 700 in this application may include one or more of the following components: processor 710, memory 720, and one or more applications, wherein the one or more applications may be stored in memory 720 and configured to be executed by one or more processors 710, and the one or more applications are configured to perform the turn signal control method as described in the foregoing method embodiments.

[0201] The processor 710 may include one or more processing cores. The processor 710 connects to various parts within the vehicle 700 using various interfaces and lines, and performs various functions and processes data of the vehicle 700 by running or executing instructions, programs, code sets, or instruction sets stored in the memory 720, and by calling data stored in the memory 720. Optionally, the processor 710 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 710 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor 710 and may be implemented separately using a communication chip.

[0202] The memory 720 may include random access memory (RAM) or read-only memory (ROM). The memory 720 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 720 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function, instructions for implementing the various method embodiments described below, etc. The data storage area may also store data created by the terminal 100 during use.

[0203] Please see Figure 10 , Figure 10 This diagram illustrates a structural block diagram of a computer-readable storage medium according to an embodiment of this application. The computer-readable medium 800 stores program code that can be called by a processor to execute the turn signal control method described in the above method embodiments.

[0204] The computer-readable storage medium 800 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Optionally, the computer-readable storage medium 800 includes a non-transitory computer-readable storage medium. The computer-readable storage medium 800 has storage space for program code 810 that performs any of the method steps described above. This program code can be read from or written to one or more computer program products. The program code 810 may be compressed, for example, in a suitable form.

[0205] In summary, the turn signal control method provided in this application obtains first positioning information of the vehicle; performs active interference rejection filtering on the first positioning information to obtain second positioning information; determines fused position information based on high-precision map information and the second positioning information; and controls the vehicle's turn signals according to the fused position information and the high-precision map information. This method, by first performing active interference rejection filtering on the initially obtained positioning information to obtain more accurate positioning information, and then combining it with a high-precision map, can still accurately locate the vehicle in low-visibility scenarios. The vehicle positioning is then used to assist in turn signal control, increasing the application scenarios of turn signal control and enhancing vehicle driving safety. Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A turn signal control method, characterized in that, The method includes: Obtain the vehicle's initial location information; The initial speed parameters are determined based on the first positioning information obtained in the current execution cycle and the first positioning information obtained in the previous execution cycle, as well as the duration of a single execution cycle. The initial velocity parameters are input into a preset active disturbance rejection module to obtain the compensated velocity parameters; The second positioning information is determined based on the compensation speed parameters; Based on the high-precision map information and the second positioning information, the fused location information is determined; The vehicle's turn signals are controlled based on the fused location information and the high-precision map information. The active disturbance rejection module includes a tracking differentiator, a linear error feedback controller, and an extended state observer. The step of inputting the initial velocity parameters into a preset active disturbance rejection module to obtain compensated velocity parameters includes: The initial velocity parameters are input into the tracking differentiator to obtain the tracking parameters; Based on the tracking parameters and observation parameters, the error parameters are obtained; The error parameters are input to the linear error feedback controller to obtain the compensation parameters; The feedback compensation parameters are obtained based on the compensation parameters, the observation parameters, and the preset system parameters; The compensation speed parameters are obtained based on the feedback compensation parameters. Specifically, the feedback compensation parameters, the compensation speed parameters, and the system preset parameters are input to the extended state observer to obtain the observation parameters.

2. The turn signal control method according to claim 1, characterized in that, The acquisition of the vehicle's first location information includes: Obtain the vehicle's initial location information; The initial positioning information is compensated according to the compensation parameters to obtain the first positioning information; The location compensation parameters are obtained based on the first positioning information and visual positioning information acquired in the previous execution cycle; the visual positioning information is obtained based on the environmental information of the vehicle's preset range and the high-precision map information acquired in the previous execution cycle.

3. The turn signal control method according to claim 2, characterized in that, The method further includes: Acquire environmental images within a preset range of the vehicle; The environmental image is subjected to feature extraction and semantic segmentation to obtain environmental features; Based on the environmental features and the high-precision map information, the visual positioning information is determined.

4. The turn signal control method according to any one of claims 1 to 3, characterized in that, The step of controlling the vehicle's turn signals based on the fused location information and the high-precision map information includes: Determine parameter map information based on the fused location information and the high-precision map information; The current driving scenario is determined based on the map information provided by the parameters. The vehicle's turn signals are controlled according to the driving scenario.

5. The turn signal control method according to claim 4, characterized in that, The step of controlling the vehicle's turn signals according to the driving scenario includes: When the driving scenario is the scenario before entering the ramp, the relative distance between the vehicle and the ramp entrance is determined; If the relative distance is less than a first threshold, then it is determined whether the vehicle is located in the target lane; When the vehicle is not in the target lane, the turn signal in the direction corresponding to the target lane is activated until the vehicle changes lanes to the target lane; When the vehicle is in the target lane and the relative distance is less than the second threshold, the turn signal corresponding to the direction of the target lane is activated. Wherein, the second threshold is less than the first threshold.

6. The turn signal control method according to claim 4, characterized in that, The step of controlling the vehicle's turn signals according to the driving scenario includes: When the driving scenario is after entering the ramp, the relative distance between the vehicle and the ramp entrance is determined; If the relative distance is greater than the third threshold, the vehicle's turn signals will stop working.

7. A turn signal control device, characterized in that, include: The first positioning module is used to obtain the vehicle's first positioning information; The second positioning module is used to determine the initial speed parameters based on the first positioning information obtained in the current execution cycle and the first positioning information obtained in the previous execution cycle, as well as the duration of a single execution cycle. The initial velocity parameters are input to a preset active disturbance rejection module to obtain compensated velocity parameters; second positioning information is determined based on the compensated velocity parameters; wherein, the active disturbance rejection module includes a tracking differentiator, a linear error feedback controller, and an extended state observer; the step of inputting the initial velocity parameters to the preset active disturbance rejection module to obtain compensated velocity parameters includes: inputting the initial velocity parameters to the tracking differentiator to obtain tracking parameters; obtaining error parameters based on the tracking parameters and observation parameters; inputting the error parameters to the linear error feedback controller to obtain compensation parameters; obtaining feedback compensation parameters based on the compensation parameters, the observation parameters, and preset system parameters; obtaining compensated velocity parameters based on the feedback compensation parameters; wherein, the feedback compensation parameters, the compensated velocity parameters, and preset system parameters are input to the extended state observer to obtain the observation parameters; The fusion positioning module is used to determine fused location information based on high-precision map information and the second positioning information; The turn signal control module is used to control the vehicle's turn signals based on the fused location information and the high-precision map information.

8. A vehicle, characterized in that, include: One or more processors; Memory; One or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, the one or more applications being configured to perform the turn signal control method as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores program code that can be called by a processor to execute the turn signal control method as described in any one of claims 1-6.

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