Methods, apparatus, devices, and storage media for improving the stability of navigation-assisted driving systems

Abstract

This application discloses a method, apparatus, device, and storage medium for improving the stability of a navigation-assisted driving system, relating to the field of intelligent assisted driving technology. The method includes: detecting whether the current driving environment meets continuous control conditions when a high-precision map, navigation, or lane positioning is abnormal; when not on a ramp and the continuous control conditions are met, using lane-sensing lines for single-lane centering control on the main road, and not executing navigation lane change requests for a certain period of time, and not automatically increasing the set speed; when on a ramp and the continuous control conditions are met, using lane-sensing lines for single-lane centering control until the associated system returns to normal or a preset continuous control distance is reached, thereby solving the problem of brief abnormal exit of the navigation-assisted system and improving the user experience of the navigation-assisted system.

Description

Technical Field

[0001] This application relates to the field of intelligent assisted driving technology, and in particular to methods, apparatus, devices and storage media for improving the stability of navigation assisted driving systems. Background Technology

[0002] Navigate on Autopilot (NOA) can greatly reduce driver fatigue, and its use is becoming increasingly frequent. However, because NOA relies on numerous related systems, issues such as high-precision map errors, navigation deviations, and positioning anomalies can cause NOA to exit. Frequent exits significantly impact the NOA experience.

[0003] Therefore, improving NOA stability and reducing the number of NOA exits while ensuring safety are urgent issues to be addressed.

[0004] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this application is to provide a method, apparatus, device, and storage medium for improving the stability of a navigation-assisted driving system, aiming to solve the technical problem of improving NOA stability and reducing the number of NOA exits under the premise of safety.

[0006] To achieve the above objectives, this application proposes a method for improving the stability of a navigation-assisted driving system, the method comprising:

[0007] When high-precision maps, navigation, or lane positioning anomalies are detected, check whether the current driving environment meets the continuous control conditions;

[0008] When the vehicle is not on a ramp and meets the continuous control conditions, it uses the lane-sensing line to perform single-lane centering control on the main road, and does not execute navigation lane change requests for a certain period of time, and does not automatically increase the set speed.

[0009] When on a ramp and the continuous control conditions are met, single-lane centering control is performed using lane-sensing lines until the associated system returns to normal or the preset continuous control distance is reached.

[0010] In one embodiment, determining lane positioning anomalies includes:

[0011] Obtain the left-side perceived lateral distance from the vehicle to the left-side road boundary and the right-side perceived lateral distance from the vehicle to the right-side road boundary;

[0012] The smaller value between the left-side perceived lateral distance and the right-side perceived lateral distance is taken as the nearest boundary distance;

[0013] If the nearest boundary distance is less than a preset distance threshold, obtain the road boundary type and map lateral distance on the side corresponding to the nearest boundary distance;

[0014] If the side corresponding to the nearest boundary distance has the same type of road boundary on the map, then calculate the difference between the map lateral distance and the nearest boundary distance;

[0015] If the difference is greater than the preset standard difference, the lane positioning is considered abnormal.

[0016] In one embodiment, after obtaining the road boundary type and map lateral distance on the map corresponding to the nearest boundary distance if the nearest boundary distance is less than a preset distance threshold, the method further includes:

[0017] If there is no road boundary of the same type on the map corresponding to the nearest boundary distance, and the larger value of the left perceived lateral distance and the right perceived lateral distance is also less than the preset distance threshold, then obtain the road boundary type and map lateral distance on the map corresponding to the larger value.

[0018] If the road boundary type on the map corresponding to the larger value is the same as the road boundary type corresponding to the larger value, then calculate the difference between the map lateral distance and the larger value;

[0019] If the difference is greater than the preset standard difference, the lane positioning is considered abnormal.

[0020] In one embodiment, the step of using lane-sensing lines for single-lane centering control on the main road when the vehicle is not on a ramp and the continuous control conditions are met, and not executing navigation lane change requests for a certain period of time, and not automatically increasing the set speed, includes:

[0021] Obtain the distance from the vehicle to a preset point, wherein the preset point includes the nearest intersection ahead on the current road or a point where the navigation requires a lane change;

[0022] If the vehicle is not on a ramp, and the distance is greater than a first preset distance, and the radius of curvature of the lane within the distance is greater than a first preset length, then the vehicle is controlled to use the sensing lane lines to perform single-lane centering control on the main road for a first preset continuous control distance.

[0023] If the driving distance is less than the first preset continuous control distance and the lane line is available, the navigation lane change request will not be executed within a certain period of time, and the set speed will not be automatically increased.

[0024] In one embodiment, if the vehicle is not on a ramp, the distance is greater than a first preset distance, and the radius of curvature of the lane within the distance is greater than a first preset length, then after controlling the vehicle to travel along the main road for a first preset continuous control distance, the method further includes:

[0025] If the driving distance is less than the first preset continuous control distance and the lane line is unavailable, the automatic assisted navigation driving will be discontinued, and the user will be reminded to take over.

[0026] If the driving distance is less than the first preset continuous control distance and the association system is normal, then the automatic assisted navigation driving is restored;

[0027] If the travel distance exceeds the first preset continuous control distance and the associated system remains abnormal, the user will be prompted to take over.

[0028] In one embodiment, the step of using lane-sensing lines for single-lane centering control when on a ramp and meeting continuous control conditions, until the associated system returns to normal or a preset continuous control distance is reached, includes:

[0029] Obtain the distance from the vehicle to a preset point, wherein the preset point includes the nearest intersection ahead on the current road or a point where the navigation requires a lane change;

[0030] If the vehicle is on a ramp, the distance is greater than the second preset distance, and the radius of the lane curve within the distance is greater than the second preset length, and the vehicle speed is less than the preset speed threshold, then the vehicle is controlled to use the perceived lane lines to perform single-lane centering control for a second preset continuous control distance.

[0031] If the driving distance is less than the second preset continuous control distance and the lane line is available, then the navigation lane change request will not be executed;

[0032] If the driving distance is less than the second preset continuous control distance, the lane lines become unusable, and the user is prompted to take over.

[0033] If the driving distance is less than the second preset continuous control distance and the associated system is normal, the navigation lane change request will be executed normally.

[0034] If the travel distance exceeds the second preset continuous control distance and the associated system remains abnormal, the user will be prompted to take over.

[0035] In one embodiment, the conditions under which the lane lines are available include:

[0036] Obtain the confidence scores for the left lane line and the right lane line;

[0037] If the confidence scores of both the left and right lane lines are greater than the preset confidence thresholds, and the lane width is within the preset range, then the lane lines are considered usable.

[0038] Furthermore, to achieve the above objectives, this application also proposes an apparatus for improving the stability of a navigation-assisted driving system, the apparatus comprising:

[0039] The detection module is used to detect whether the current driving environment meets the continuous control conditions when using high-precision maps, navigation, or when lane positioning is abnormal.

[0040] The non-ramp module is used to perform single-lane centering control on the main road using lane-sensing lines when the vehicle is not on a ramp and the continuous control conditions are met. It does not execute navigation lane change requests for a certain period of time and does not automatically increase the set speed.

[0041] The ramp module is used to perform single-lane centering control using lane-sensing lines when the vehicle is on a ramp and the continuous control conditions are met, until the associated system returns to normal or the preset continuous control distance is reached.

[0042] Furthermore, to achieve the above objectives, this application also proposes an apparatus for improving the stability of a navigation-assisted driving system, the apparatus comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the method for improving the stability of a navigation-assisted driving system as described above.

[0043] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the method for improving the stability of a navigation-assisted driving system as described above.

[0044] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the method for improving the stability of a navigation-assisted driving system as described above.

[0045] One or more technical solutions proposed in this application have at least the following technical effects:

[0046] When high-precision maps, navigation, or lane positioning malfunctions, the system checks whether the current driving environment meets the conditions for continuous control. If the vehicle is not on a ramp and the continuous control conditions are met, it uses lane-sensing lines for single-lane centering control on the main road, and does not execute navigation lane change requests or automatically increase the set speed for a certain period. If the vehicle is on a ramp and the continuous control conditions are met, it uses lane-sensing lines for single-lane centering control until the associated system returns to normal or the preset continuous control distance is reached. This application addresses the issue of temporary abnormal exits of the navigation assistance system when high-precision maps, navigation, or positioning malfunction, ensuring safety while maintaining continuous control for a period or distance. If the associated system returns to normal within this timeframe, the navigation assistance system can continue to control, thus resolving the problem of brief abnormal exits and improving the user experience. Attached Figure Description

[0047] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0048] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a flowchart illustrating a method for improving the stability of a navigation-assisted driving system according to a first embodiment of this application.

[0050] Figure 2 This is a schematic flowchart illustrating the lane positioning anomaly detection method provided in Embodiment 1 of the method for improving the stability of a navigation-assisted driving system according to this application.

[0051] Figure 3 A simplified flowchart illustrating the method for improving the stability of a navigation-assisted driving system provided in Embodiment 1 of this application;

[0052] Figure 4 This is a schematic diagram of the module structure of a device for improving the stability of a navigation-assisted driving system according to an embodiment of this application;

[0053] Figure 5 This is a schematic diagram of the device structure of the hardware operating environment involved in the method for improving the stability of the navigation-assisted driving system in the embodiments of this application.

[0054] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0055] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0056] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0057] The main solution of this application embodiment is: when the high-precision map, navigation, or lane positioning is abnormal, detect whether the current driving environment meets the continuous control conditions; when not on a ramp and the continuous control conditions are met, use the sensing lane line to perform single-lane centering control on the main road, and do not execute navigation lane change requests for a certain period of time, and do not automatically increase the set speed; when on a ramp and the continuous control conditions are met, use the sensing lane line to perform single-lane centering control until the associated system returns to normal or the preset continuous control distance is reached.

[0058] In this embodiment, for ease of description, the following description will focus on the vehicle identification system as the executing entity.

[0059] As high-speed NOA is used more and more frequently, and because NOA relies on many related systems, such as high-precision map errors, navigation deviations, and positioning anomalies, any abnormality in any related system will cause NOA to exit. Frequent exits of the function greatly affect the NOA experience.

[0060] This application provides a solution in which, when anomalies occur in high-precision maps, navigation, or positioning, the navigation assistance system continues to control the system for a period of time or distance, provided that it is safe to do so. If the associated system recovers to normal within this period of time, the navigation assistance system can continue to control the system, thereby solving the problem of the navigation assistance system temporarily and abnormally exiting and improving the user experience of the navigation assistance system.

[0061] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or in-vehicle system capable of performing the above functions. The following description uses an in-vehicle system as an example to illustrate this embodiment and the subsequent embodiments.

[0062] Based on this, embodiments of this application provide a method for improving the stability of a navigation-assisted driving system, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the method for improving the stability of a navigation-assisted driving system according to this application.

[0063] In this embodiment, the method for improving the stability of the navigation-assisted driving system includes steps S10 to S30:

[0064] Step S10: When the high-precision map, navigation, or lane positioning is abnormal, check whether the current driving environment meets the continuous control conditions.

[0065] It should be noted that the current driving environment may include the vehicle's speed, the distance between the vehicle and the left and right lanes, the width of the current driving lane, and other road condition information. The continuous control conditions may be that the information corresponding to the current driving environment meets a series of conditions for NOA to continue control.

[0066] It can be understood that by adding additional judgments based on the above-mentioned abnormal situations, it is possible to determine whether NOA should continue to control the vehicle to drive on the current road, thereby more accurately identifying and responding to different traffic scenarios and improving the stability of the NOA system.

[0067] In one feasible implementation, step S10 for determining lane positioning anomalies includes: obtaining the left-side perceived lateral distance from the vehicle to the left road boundary and the right-side perceived lateral distance from the vehicle to the right road boundary; taking the smaller of the left-side perceived lateral distance and the right-side perceived lateral distance as the nearest boundary distance; if the nearest boundary distance is less than a preset distance threshold, obtaining the road boundary type and map lateral distance on the map corresponding to the nearest boundary distance; if the same type of road boundary exists on the map corresponding to the nearest boundary distance, calculating the difference between the map lateral distance and the nearest boundary distance; if the difference is greater than a preset standard difference, determining lane positioning anomalies; if the same type of road boundary does not exist on the map corresponding to the nearest boundary distance, and the larger of the left-side perceived lateral distance and the right-side perceived lateral distance is also less than the preset distance threshold, obtaining the road boundary type and map lateral distance on the map corresponding to the larger value; if the road boundary type on the map corresponding to the larger value is the same as the road boundary type corresponding to the larger value, calculating the difference between the map lateral distance and the larger value; if the difference is greater than the preset standard difference, determining lane positioning anomalies.

[0068] It should be noted that the left-side perceived lateral distance and the right-side perceived lateral distance can be the distances from the vehicle to the lanes on both sides, obtained in real time by cameras, and the preset distance thresholds can be any real number; the road boundary types can include solid lines, dashed lines, double yellow lines, and guardrails, etc.; the map lateral distance can be the distances from the vehicle to the left and right road boundaries on both sides, determined by high-precision positioning and map recognition. The preset standard difference can be any real number.

[0069] For example, such as Figure 2The system obtains the lateral distance from the vehicle to the left and right road boundaries using a forward-looking or side-looking camera. It then uses a high-precision map and high-precision positioning to obtain the lateral distance from the vehicle to the left and right road boundaries on the map (map lateral distance). Let A be the perceived position of the vehicle to the left road boundary. L (Left side senses lateral distance) to the right road boundary is A R (Right-side lateral distance sensing); high-precision positioning and map recognition determine the distance P between the vehicle and the left road boundary. L (Horizontal distance on the left map), the distance to the right road boundary is P. R (Horizontal distance on the right map), take the nearest boundary identified by perception, if the nearest boundary distance is min{A L A R If the distance is less than 5m (preset distance threshold), then the road boundary on the corresponding side of the map is taken. If there is no road boundary on the corresponding side of the map, and the road boundary on the other side identified by the perception is also less than 5m, then the road boundary on the other side is used for judgment. Assuming that the perception identifies the left road boundary, and the map also provides the left road boundary, when the road boundary types are the same, when |A L -P L If |A ≤ 2, where 2 is the preset standard difference, then the lane positioning is considered normal; if |A L -P L If |>2, then the lane positioning is considered abnormal; assuming the sensor detects the left road boundary, but the left road boundary is not shown on the map, and the map also shows the right road boundary, and the perceived lateral distance of the right road boundary is also less than 5m, and the road boundary types are the same, when |A R -P R If |A ≤ 2, then lane positioning is considered normal; if |A R -P R If |>2, then the lane positioning is considered abnormal.

[0070] In this embodiment, by comparing the perceived distance from the vehicle to the lane line with the lateral distance on the map, it can be determined whether there is an anomaly in lane positioning, thereby avoiding lane departure accidents and enhancing the reliability of NOA.

[0071] The above is only one feasible implementation of step S10 provided in this embodiment. This embodiment does not specifically limit the specific implementation of step S10.

[0072] Step S20: When the vehicle is not on a ramp and the continuous control conditions are met, use the sensing lane line to perform single-lane centering control on the main road, and do not execute navigation lane change requests for a certain period of time, and do not automatically increase the set speed.

[0073] It should be noted that the continuous control conditions can be a series of conditions that satisfy the information corresponding to the current driving environment for NOA to continue control, and the perceived lane line can be the lane line of the vehicle's current driving lane.

[0074] Understandably, given the complex environment of non-ramp roads, setting specific judgment logic can reduce the number of NOA exits and improve the stability of the NOA system.

[0075] In one feasible implementation, step S20 includes obtaining the distance from the vehicle to a preset point, wherein the preset point includes the nearest merging intersection ahead on the current road or a point where navigation requires a lane change; if it is not a ramp, and the distance is greater than a first preset distance, and the lane curvature radius within the distance is greater than a first preset length, then the vehicle is controlled to use perceived lane lines to perform single-lane centering control on the main road for a first preset continuous control distance; if the travel distance is less than the first preset continuous control distance and the lane lines are available, then the navigation lane change request is not executed for a certain period of time, and the set speed is not automatically increased. If the travel distance is less than the first preset continuous control distance and the lane lines are unavailable, then the automatic assisted navigation driving is set to exit, and the user is reminded to take over; if the travel distance is less than the first preset continuous control distance and the associated system is normal, then the automatic assisted navigation driving is resumed; if the travel distance is greater than the first preset continuous control distance and the associated system remains abnormal, then the user is reminded to take over.

[0076] It should be noted that the preset point can be the nearest intersection ahead on the current road or the point where the navigation requires a lane change. The distance from the vehicle to the preset point can be obtained through high-precision maps and navigation information. The first preset distance, the first preset length, and the first preset continuous control distance can be any different real numbers. The associated system can be a sensor system, a navigation system, a high-precision map system, etc. The driving distance can be the distance the vehicle travels along the main road from the preset point.

[0077] For example, such as Figure 3As shown, if the vehicle is not on a ramp (main road), and its speed is V, then if the distance D from the vehicle to the preset point is ≥ 200m (first preset distance), and the radius of curvature of the lane within distance D is greater than 800m (first preset length), then the non-ramp continuous control condition is met. The first preset continuous control distance E1 is set to 2000m. This is used as an example and can be adjusted according to actual needs. If the travel distance is less than 2000m (first preset continuous control distance) and the lane lines are available, then the camera is used. The system performs single-lane centering control without triggering navigation lane change requests, automatically increasing the set speed, using high-precision map decision-making and control, and pseudo-descending NOA (Noise of Account) without exiting or issuing a takeover warning. If the driving distance is less than 2000m and the lane lines are unavailable, NOA exits and issues a takeover warning. If the driving distance is less than 2000m and the associated systems return to normal, the system can revert to full NOA. If the driving distance exceeds 2000m and the associated systems still have not returned to normal, the NOA system exits and issues a takeover warning.

[0078] In this implementation, by setting different handling methods for different situations of non-ramp (main road) and autonomous vehicles, the number of unreasonable NOA exits is reduced, and the reliability of NOA is improved.

[0079] The above is only one feasible implementation of step S20 provided in this embodiment. This embodiment does not specifically limit the specific implementation of step S20.

[0080] Step S30: When on a ramp and the continuous control conditions are met, use the lane sensing line to perform single-lane centering control until the associated system returns to normal or the preset continuous control distance is reached.

[0081] Understandably, given the complex road conditions on ramps, setting specific judgment logic can ensure the stability of the NOA system when the vehicle is driving on the ramp.

[0082] In one feasible implementation, step S30 includes obtaining the distance from the vehicle to a preset point, wherein the preset point includes the nearest merging intersection ahead on the current road or a point where navigation requires a lane change; if the vehicle is on a ramp, the distance is greater than a second preset distance, and the radius of the lane curve within the distance is greater than a second preset length, and the vehicle speed is less than a preset speed threshold, then the vehicle is controlled to use the perceived lane lines to perform single-lane centering control for a second preset continuous control distance; if the travel distance is less than the second preset continuous control distance and the lane lines are available, then the navigation lane change request is not executed; if the travel distance is less than the second preset continuous control distance and the lane lines are unavailable, then the user is prompted to take over; if the travel distance is less than the second preset continuous control distance and the associated system is normal, then the navigation lane change request is executed normally; if the travel distance is greater than the second preset continuous control distance and the associated system remains abnormal, then the user is prompted to take over.

[0083] It should be noted that the preset point can be the nearest intersection ahead on the current road or the point where the navigation requires a lane change. The distance from the vehicle to the preset point can be obtained through high-precision maps and navigation information. The second preset distance, the second preset length, and the second preset continuous control distance can be any different real numbers.

[0084] For example, such as Figure 3 As shown, if the vehicle is on a ramp, the vehicle speed is V. When the distance D from the vehicle to the preset point is greater than or equal to 100m (second preset distance), the vehicle speed is less than 60km / h (preset speed threshold), and the radius of the lane curve within distance D is greater than 50m (second preset length), then the non-ramp continuous control conditions are considered to be met. The second preset continuous control distance E2 is set to 1000m. Taking 1000M as an example, it can be adjusted according to actual needs. If the driving distance is less than 1000m (the second preset continuous control distance) and the lane lines are available, the camera will be used for single-lane centering control, without triggering navigation lane change requests, automatically increasing the set speed, using high-precision map decision-making and control, and the NOA will pseudo-degrade without exiting or prompting for takeover. If the driving distance is less than 1000m and the lane lines are unavailable, the NOA will exit and prompt for takeover. If the driving distance is less than 1000m and the associated system returns to normal, the system can be restored to full NOA state. If the driving distance exceeds 1000m and the associated system still has not returned to normal, the NOA system will exit and issue a takeover prompt.

[0085] In this implementation, different handling methods are set for different situations of ramps and vehicles, and the recovery and exit of NOA are rationally planned to ensure the stability of NOA.

[0086] The above is only one feasible implementation of step S30 provided in this embodiment. This embodiment does not specifically limit the specific implementation of step S30.

[0087] This embodiment provides a method for improving the stability of a navigation-assisted driving system. When high-precision maps, navigation, or lane positioning are abnormal, the system detects whether the current driving environment meets the continuous control conditions. If the vehicle is not on a ramp and the continuous control conditions are met, it uses lane-sensing lines for single-lane centering control on the main road and does not execute navigation lane change requests for a certain period of time, nor does it automatically increase the set speed. If the vehicle is on a ramp and the continuous control conditions are met, it uses lane-sensing lines for single-lane centering control and does not execute navigation lane change requests until the associated system returns to normal or a preset continuous control distance is reached. This application ensures that when high-precision maps, navigation, or positioning malfunction, the navigation-assisted system continues to control for a period of time or distance, provided it is safe to do so. If the associated system returns to normal within this time, the navigation-assisted system can continue to control, thus solving the problem of temporary abnormal exit from the navigation-assisted system and improving the user experience.

[0088] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the method of improving the stability of the navigation-assisted driving system. Any simple modifications based on this technical concept are within the protection scope of this application.

[0089] This application also provides a device for improving the stability of a navigation-assisted driving system, please refer to... Figure 4 The device for improving the stability of the navigation-assisted driving system includes:

[0090] The detection module 10 is used to detect whether the current driving environment meets the continuous control conditions when using high-precision maps, navigation, or when lane positioning is abnormal.

[0091] The non-ramp module 20 is used to perform single-lane centering control on the main road using the perceived lane line when it is in a non-ramp and meets the continuous control conditions, and does not execute navigation lane change requests for a certain period of time, and does not automatically increase the set speed.

[0092] The ramp module 30 is used to perform single-lane centering control using lane line sensing when the vehicle is on a ramp and meets the continuous control conditions, until the associated system returns to normal or the preset continuous control distance is reached.

[0093] The apparatus for improving the stability of a navigation-assisted driving system provided in this application employs the method for improving the stability of a navigation-assisted driving system as described in the above embodiments, and can solve the technical problem of improving the stability of a navigation-assisted driving system. Compared with the prior art, the beneficial effects of the apparatus for improving the stability of a navigation-assisted driving system provided in this application are the same as the beneficial effects of the method for improving the stability of a navigation-assisted driving system provided in the above embodiments, and other technical features in the apparatus for improving the stability of a navigation-assisted driving system are the same as the features disclosed in the method of the above embodiments, and will not be repeated here.

[0094] The detection module 10 is further configured to acquire the left-side perceived lateral distance from the vehicle to the left road boundary and the right-side perceived lateral distance from the vehicle to the right road boundary; take the smaller value of the left-side perceived lateral distance and the right-side perceived lateral distance as the nearest boundary distance; if the nearest boundary distance is less than a preset distance threshold, acquire the road boundary type and map lateral distance on the map corresponding to the nearest boundary distance; if there is a road boundary of the same type on the map corresponding to the nearest boundary distance, calculate the difference between the map lateral distance and the nearest boundary distance; if the difference is greater than a preset standard difference, then the lane positioning is considered abnormal.

[0095] The detection module 10 is further configured to: if there is no road boundary of the same type on the map corresponding to the nearest boundary distance, and the larger of the left perceived lateral distance and the right perceived lateral distance is also less than the preset distance threshold, then obtain the road boundary type and map lateral distance on the map corresponding to the larger value; if the road boundary type on the map corresponding to the larger value is the same as the road boundary type corresponding to the larger value, then calculate the difference between the map lateral distance and the larger value; if the difference is greater than the preset standard difference, then determine that the lane positioning is abnormal.

[0096] The non-ramp module 20 is also used to obtain the distance from the vehicle to a preset point, wherein the preset point includes the nearest intersection ahead on the current road or a point where navigation requires a lane change; if it is a non-ramp, and the distance is greater than a first preset distance, and the radius of curvature of the lane within the distance is greater than a first preset length, then the vehicle is controlled to use the perceived lane line to perform single-lane centering control on the main road for a first preset continuous control distance; if the travel distance is less than the first preset continuous control distance, and the lane line is available, then the navigation lane change request is not executed for a certain period of time, and the set speed is not automatically increased.

[0097] The non-ramp module 20 is further configured to, if the driving distance is less than the first preset continuous control distance and the lane lines are unavailable, set the automatic assisted navigation driving to exit and remind the user to take over; if the driving distance is less than the first preset continuous control distance and the associated system is normal, restore the automatic assisted navigation driving; if the driving distance is greater than the first preset continuous control distance and the associated system remains abnormal, remind the user to take over.

[0098] The ramp module 30 is also used to obtain the distance from the vehicle to a preset point, wherein the preset point includes the nearest intersection ahead on the current road or a point where navigation requires a lane change; if the vehicle is on a ramp, the distance is greater than a second preset distance, and the radius of the lane curve within the distance is greater than a second preset length, and the vehicle speed is less than a preset speed threshold, then the vehicle is controlled to use the perceived lane lines to perform single-lane centering control for a second preset continuous control distance; if the travel distance is less than the second preset continuous control distance and the lane lines are available, then the navigation lane change request is not executed; if the travel distance is less than the second preset continuous control distance and the lane lines are unavailable, then the user is prompted to take over; if the travel distance is less than the second preset continuous control distance and the associated system is normal, then the navigation lane change request is executed normally; if the travel distance is greater than the second preset continuous control distance and the associated system remains abnormal, then the user is prompted to take over.

[0099] The detection module 10 is also used to obtain the confidence scores of the left lane line and the right lane line; if both the confidence scores of the left lane line and the right lane line are greater than the preset confidence threshold and the lane width is within the preset range, then the lane line is considered usable.

[0100] This application provides an apparatus for improving the stability of a navigation-assisted driving system. The apparatus includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method for improving the stability of the navigation-assisted driving system described in Embodiment 1 above.

[0101] The following is for reference. Figure 5This document illustrates a structural schematic of a device suitable for implementing embodiments of the present application for improving the stability of a navigation-assisted driving system. The device for improving the stability of a navigation-assisted driving system in the embodiments of the present application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 5 The device shown for improving the stability of a navigation-assisted driving system is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0102] like Figure 5 As shown, the device for improving the stability of the navigation-assisted driving system may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 1002 or a program loaded from storage device 1003 into random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the device to improve the stability of the navigation-assisted driving system. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the device used to improve the stability of the navigation-assisted driving system to exchange data wirelessly or via wired communication with other devices. Although the figures show devices with various systems for improving the stability of the navigation-assisted driving system, it should be understood that it is not required to implement or possess all of the systems shown. More or fewer systems may be implemented alternatively.

[0103] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0104] The device for improving the stability of a navigation-assisted driving system provided in this application employs the method for improving the stability of a navigation-assisted driving system as described in the above embodiments, and can solve the technical problem of improving the stability of a navigation-assisted driving system. Compared with the prior art, the beneficial effects of the device for improving the stability of a navigation-assisted driving system provided in this application are the same as the beneficial effects of the method for improving the stability of a navigation-assisted driving system provided in the above embodiments, and other technical features in the device for improving the stability of a navigation-assisted driving system are the same as the features disclosed in the method of the previous embodiment, and will not be repeated here.

[0105] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0106] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0107] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to perform the method for improving the stability of the navigation-assisted driving system in the above embodiments.

[0108] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0109] The aforementioned computer-readable storage medium may be included in a device for improving the stability of a navigation-assisted driving system; or it may exist independently and not be assembled into a device for improving the stability of a navigation-assisted driving system.

[0110] The aforementioned computer-readable storage medium carries one or more programs, which, when executed by a device for improving the stability of a navigation-assisted driving system, cause the device for improving the stability of the navigation-assisted driving system to:

[0111] When high-precision maps, navigation, or lane positioning anomalies are detected, check whether the current driving environment meets the continuous control conditions;

[0112] When the vehicle is not on a ramp and meets the continuous control conditions, it uses the lane-sensing line to perform single-lane centering control on the main road, and does not execute navigation lane change requests for a certain period of time, and does not automatically increase the set speed.

[0113] When on a ramp and the continuous control conditions are met, single-lane centering control is performed using lane-sensing lines until the associated system returns to normal or the preset continuous control distance is reached.

[0114] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0115] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0116] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0117] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described method for improving the stability of a navigation-assisted driving system, thereby solving the technical problem of improving the stability of a navigation-assisted driving system. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the method for improving the stability of a navigation-assisted driving system provided in the above embodiments, and will not be repeated here.

[0118] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described above for improving the stability of a navigation-assisted driving system.

[0119] The computer program product provided in this application can solve the technical problem of improving the stability of navigation-assisted driving systems. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the method for improving the stability of navigation-assisted driving systems provided in the above embodiments, and will not be repeated here.

[0120] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for improving the stability of a navigation-assisted driving system, characterized in that, The method includes: When high-precision maps, navigation, or lane positioning anomalies are detected, check whether the current driving environment meets the continuous control conditions; Get the distance from the vehicle to the preset point; When the vehicle is not on a ramp and meets the continuous control conditions corresponding to the ramp, single-lane centering control is performed on the main road using the sensing lane line, and navigation lane change requests are not executed within a certain period of time, and the set speed is not automatically increased. The continuous control conditions corresponding to the ramp include: the distance is greater than a first preset distance, and the lane curvature radius within the distance is greater than a first preset length. When the vehicle is on a ramp and the corresponding continuous control conditions are met, single-lane centering control is performed using lane sensing lines until the associated system returns to normal or a preset continuous control distance is reached. The corresponding continuous control conditions include: the distance is greater than a second preset distance, the radius of the lane curve within the distance is greater than a second preset length, and the vehicle speed is less than a preset speed threshold.

2. The method as described in claim 1, characterized in that, The determination of lane positioning anomalies includes: Obtain the left-side perceived lateral distance from the vehicle to the left-side road boundary and the right-side perceived lateral distance from the vehicle to the right-side road boundary; The smaller value between the left-side perceived lateral distance and the right-side perceived lateral distance is taken as the nearest boundary distance; If the nearest boundary distance is less than a preset distance threshold, obtain the road boundary type and map lateral distance on the side corresponding to the nearest boundary distance; If the side corresponding to the nearest boundary distance has the same type of road boundary on the map, then calculate the difference between the map lateral distance and the nearest boundary distance; If the difference is greater than the preset standard difference, the lane positioning is considered abnormal.

3. The method as described in claim 2, characterized in that, If the nearest boundary distance is less than a preset distance threshold, after obtaining the road boundary type and map lateral distance on the map corresponding to the nearest boundary distance, the process further includes: If there is no road boundary of the same type on the map corresponding to the nearest boundary distance, and the larger value of the left perceived lateral distance and the right perceived lateral distance is also less than the preset distance threshold, then obtain the road boundary type and map lateral distance on the map corresponding to the larger value. If the road boundary type on the map corresponding to the larger value is the same as the road boundary type corresponding to the larger value, then calculate the difference between the map lateral distance and the larger value; If the difference is greater than the preset standard difference, the lane positioning is considered abnormal.

4. The method as described in claim 1, characterized in that, The description of using lane-sensing control for single-lane centering on the main road when the vehicle is not on a ramp and meets continuous control conditions, and not executing navigation lane change requests for a certain period of time, and not automatically increasing the set speed, includes: Obtain the distance from the vehicle to a preset point, wherein the preset point includes the nearest intersection ahead on the current road or a point where the navigation requires a lane change; If the vehicle is not on a ramp, and the distance is greater than a first preset distance, and the radius of curvature of the lane within the distance is greater than a first preset length, then the vehicle is controlled to use the sensing lane lines to perform single-lane centering control on the main road for a first preset continuous control distance. If the driving distance is less than the first preset continuous control distance and the lane line is available, the navigation lane change request will not be executed within a certain period of time, and the set speed will not be automatically increased.

5. The method as described in claim 4, characterized in that, If the vehicle is not on a ramp, the distance is greater than a first preset distance, and the radius of curvature of the lane within the distance is greater than a first preset length, then after controlling the vehicle to travel along the main road for a first preset continuous control distance, the method further includes: If the driving distance is less than the first preset continuous control distance and the lane lines are unavailable, the user will be prompted to take over the vehicle. If the driving distance is less than the first preset continuous control distance and the associated system is normal, then automatic assisted navigation driving will be restored; If the travel distance exceeds the first preset continuous control distance and the associated system remains abnormal, the user will be prompted to take over.

6. The method as described in claim 1, characterized in that, When the vehicle is on a ramp and the continuous control conditions are met, single-lane centering control is performed using lane-sensing lines until the associated system returns to normal or a preset continuous control distance is reached, including: Obtain the distance from the vehicle to a preset point, wherein the preset point includes the nearest intersection ahead on the current road or a point where the navigation requires a lane change; If the vehicle is on a ramp, the distance is greater than the second preset distance, and the radius of the lane curve within the distance is greater than the second preset length, and the vehicle speed is less than the preset speed threshold, then the vehicle is controlled to use the perceived lane lines to perform single-lane centering control for a second preset continuous control distance. If the driving distance is less than the second preset continuous control distance and the lane line is available, then the navigation lane change request will not be executed; If the driving distance is less than the second preset continuous control distance, the lane lines become unusable, and the user is prompted to take over. If the driving distance is less than the second preset continuous control distance and the associated system is normal, the navigation lane change request will be executed normally. If the travel distance exceeds the second preset continuous control distance and the associated system remains abnormal, the user will be prompted to take over.

7. The method according to any one of claims 4 to 6, characterized in that, The conditions under which the lane markings are available include: Obtain the confidence scores for the left lane line and the right lane line; If the confidence scores of both the left and right lane lines are greater than the preset confidence thresholds, and the lane width is within the preset range, then the lane lines are considered usable.

8. A device for improving the stability of a navigation-assisted driving system, characterized in that, The device includes: The detection module is used to detect whether the current driving environment meets the continuous control conditions when using high-precision maps, navigation, or when lane positioning is abnormal. The acquisition module is used to obtain the distance from the vehicle to the preset point; The non-ramp module is used to perform single-lane centering control on the main road using lane line sensing when the vehicle is in a non-ramp situation and the continuous control conditions corresponding to the non-ramp are met. The module does not execute navigation lane change requests for a certain period of time and does not automatically increase the set speed. The continuous control conditions corresponding to the non-ramp include: the distance is greater than a first preset distance and the lane curvature radius within the distance is greater than a first preset length. The ramp module is used to perform single-lane centering control using lane line sensing when the vehicle is on a ramp and meets the continuous control conditions corresponding to the ramp, until the associated system returns to normal or a preset continuous control distance is reached. The continuous control conditions corresponding to the ramp include: the distance is greater than a second preset distance, the radius of the lane curve within the distance is greater than a second preset length, and the vehicle speed is less than a preset speed threshold.

9. A device for improving the stability of a navigation-assisted driving system, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the method for improving the stability of a navigation-assisted driving system as claimed in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the method for improving the stability of a navigation-assisted driving system as described in any one of claims 1 to 7.

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