Lane line adjusting method and device, vehicle and storage medium

Abstract

The invention discloses a lane line adjusting method and device, a vehicle and a storage medium. The method comprises the steps that a first self-vehicle lane boundary line and a second self-vehicle lane boundary line sensed by a self-vehicle are acquired; determining an initial error score corresponding to the first self-vehicle lane boundary line according to the first self-vehicle lane boundary line and the second self-vehicle lane boundary line; performing multiple times of position adjustment on the first self-vehicle lane boundary line and the second self-vehicle lane boundary line to obtain a candidate error score corresponding to the first self-vehicle lane boundary line after each time of position adjustment; based on the plurality of candidate error scores and the initial error score, determining a course angle deviation value of the lane boundary of the vehicle at the first time point; and adjusting the first self-vehicle lane boundary line according to the course angle deviation value to obtain a target self-vehicle lane boundary line for the self-vehicle lane boundary at the first time point. According to the method provided by the invention, the accuracy of the determined boundary line of the lane of the target own vehicle is relatively high.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a lane adjustment method, device, vehicle and storage medium. Background Art

[0002] In the field of autonomous driving, the vehicle can determine the lane boundary of the lane in which the vehicle is traveling based on the perceived surrounding environment information and obstacle information, and then plan the path based on the lane boundary, and automatically drive according to the planned path to achieve autonomous driving.

[0003] However, the lane boundary lines determined by the vehicle based on the perceived environmental information and obstacle information are inaccurate, resulting in inaccurate planned paths, causing low stability and safety of the vehicle's autonomous driving. Summary of the invention

[0004] The present application proposes a lane line adjustment method, device, vehicle and storage medium to improve the accuracy of the lane boundary line of the vehicle.

[0005] In a first aspect, an embodiment of the present application provides a lane adjustment method, the method comprising:

[0006] Obtaining a first lane boundary line perceived by the vehicle at a first time point and a second lane boundary line perceived by the vehicle at a second time point; the first time point is later than the second time point;

[0007] Determine an initial error score corresponding to the first ego-vehicle lane boundary line according to the first ego-vehicle lane boundary line and the second ego-vehicle lane boundary line;

[0008] Performing multiple position adjustments on the first ego-vehicle lane boundary line and the second ego-vehicle lane boundary line to obtain a candidate error score corresponding to the first ego-vehicle lane boundary line after each position adjustment;

[0009] Determine a heading angle offset value of the lane boundary of the ego vehicle at a first time point based on a plurality of candidate error scores corresponding to the first lane boundary line of the ego vehicle after the plurality of position adjustments and an initial error score;

[0010] The first self-vehicle lane boundary line is adjusted according to the heading angle offset value to obtain a target self-vehicle lane boundary line for the self-vehicle lane boundary at a first time point.

[0011] In a second aspect, an embodiment of the present application further provides a lane line adjustment device, the device comprising:

[0012] An acquisition module, used for acquiring a first lane boundary line perceived by the vehicle at a first time point and a second lane boundary line perceived by the vehicle at a second time point; the first time point is later than the second time point;

[0013] A first determination module is used to determine an initial error score corresponding to the first ego-vehicle lane boundary line according to the first ego-vehicle lane boundary line and the second ego-vehicle lane boundary line;

[0014] A first adjustment module is used to perform multiple position adjustments on the first ego-vehicle lane boundary line and the second ego-vehicle lane boundary line to obtain a candidate error score corresponding to the first ego-vehicle lane boundary line after each position adjustment;

[0015] A second determination module is used to determine a heading angle offset value of the lane boundary of the ego vehicle at a first time point based on a plurality of candidate error scores corresponding to the first lane boundary line of the ego vehicle after multiple position adjustments and an initial error score;

[0016] A second adjustment module is used to adjust the first self-vehicle lane boundary line according to the heading angle offset value to obtain a target self-vehicle lane boundary line acquisition module for the self-vehicle lane boundary at a first time point, and is used to obtain a first self-vehicle lane boundary line perceived by the self-vehicle at the first time point and a second self-vehicle lane boundary line perceived at a second time point for the self-vehicle lane boundary; the first time point is later than the second time point;

[0017] A first determination module is used to determine an initial error score corresponding to the first ego-vehicle lane boundary line according to the first ego-vehicle lane boundary line and the second ego-vehicle lane boundary line;

[0018] A first adjustment module is used to perform multiple position adjustments on the first ego-vehicle lane boundary line and the second ego-vehicle lane boundary line to obtain a candidate error score corresponding to the first ego-vehicle lane boundary line after each position adjustment;

[0019] A second determination module is used to determine a heading angle offset value of the lane boundary of the vehicle at a first time point based on a plurality of candidate error scores corresponding to the lane boundary of the vehicle after multiple position adjustments and an initial error score;

[0020] The second adjustment module is used to adjust the first self-vehicle lane boundary line according to the heading angle offset value to obtain a target self-vehicle lane boundary line for the self-vehicle lane boundary at a first time point.

[0021] In a third aspect, an embodiment of the present application further provides a vehicle, comprising: one or more processors; a 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, and the one or more programs are configured to execute the method of the first aspect above.

[0022] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, which stores a program code executable by a processor, and when the program code is executed by the processor, the processor executes the above method.

[0023] The present application provides a lane adjustment method, device, vehicle and storage medium. In the present application, an initial error score corresponding to a first self-vehicle lane boundary line and multiple candidate error scores corresponding to the first self-vehicle lane boundary line after multiple position adjustments are first determined, and then a heading angle offset value of the self-vehicle lane boundary at a first time point is determined based on the multiple candidate error scores and the initial error scores, and the first self-vehicle lane boundary line is adjusted according to the heading angle offset value to obtain a target self-vehicle lane boundary line for the self-vehicle lane boundary at the first time point. Thus, multiple matching of the first self-vehicle lane boundary line and the second self-vehicle lane boundary line is achieved to determine the heading angle offset value according to the multiple candidate error scores and the initial error scores obtained by the multiple matching, and then the first self-vehicle lane boundary line is corrected according to the determined heading angle offset value to obtain a corrected target self-vehicle lane boundary line. The target self-vehicle lane boundary line has a high accuracy rate, so that when path planning is performed according to the target self-vehicle lane boundary line, the planned trajectory has a high accuracy rate, thereby improving the safety and accuracy of the self-vehicle vehicle performing automatic driving according to the planned trajectory.

[0024] Other features and advantages of the embodiments of the present application will be described in the subsequent description, and partly become apparent from the description, or can be understood by practicing the embodiments of the present application. The purposes and other advantages of the embodiments of the present application can be realized and obtained by the structures specifically pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0026] Figure 1 A schematic diagram of a vehicle hardware environment suitable for an embodiment of the present application is shown.

[0027] Figure 2 A flow chart of a lane adjustment method proposed according to an embodiment of the present application is shown.

[0028] Figure 3 A schematic diagram showing a lane adjustment process in an embodiment of the present application.

[0029] Figure 4A structural block diagram of a lane adjustment device proposed in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0030] In order to make those skilled in the art better understand the present application scheme, the technical scheme in the present application embodiment will be clearly and completely described below in conjunction with the drawings in the present application embodiment. Obviously, the described embodiment is only a part of the present application embodiment, rather than all the embodiments. The components of the present application embodiment usually described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the present application for protection, but merely represents the selected embodiment of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0031] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0032] Reference Figure 1 , Figure 1 A schematic diagram of a vehicle hardware environment suitable for an embodiment of the present application is shown, wherein the vehicle 100 includes a driving system 110, which may have multiple built-in autonomous driving functions. The driving system 110 may store an electronic map, and the driving system 110 may plan a driving route based on the electronic map stored in the driving system, and may also control the vehicle's autonomous driving based on the planned driving route.

[0033] The driving system 110 may include a data acquisition device 111 , one or more (only one is shown in the figure) processors 112 , and a memory 113 .

[0034] The data acquisition device 111 is used to detect various signals or data of the vehicle. For example, the data acquisition device 111 can collect environmental information and obstacle information around the vehicle. The environmental information may include weather information, lane information, and traffic light information. The obstacle information may include the position, speed, and acceleration of the obstacle. The obstacle may be a pedestrian, a vehicle, or a vehicle sign.

[0035] The processor 112 may be a microcontroller unit (MCU) having a built-in memory 113 . The memory 113 stores a program that can execute the contents of the following embodiments, and the processor 112 may execute the program stored in the memory 113 .

[0036] The processor 112 may include one or more processors. The processor 112 uses various interfaces and lines to connect various parts of the entire vehicle 100, and executes various functions of the vehicle 100 and processes data by running or executing instructions, programs, code sets or instruction sets stored in the memory 113, and calling data stored in the memory 113.

[0037] The memory 113 may include a random access memory (RAM) or a read-only memory (ROM). The memory 15 may be used to store instructions, programs, codes, code sets or instruction sets. The memory 15 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the following various method embodiments, etc.

[0038] See also Figure 2 , Figure 2 A flow chart of a lane adjustment method proposed according to an embodiment of the present application is shown, which is used for a vehicle, and the method includes:

[0039] S110, obtaining a first lane boundary line perceived by the vehicle at a first time point and a second lane boundary line perceived by the vehicle at a second time point.

[0040] The first time point is later than the second time point. That is, the first lane boundary line is the lane boundary line sensed at the first time point for the lane boundary of the lane in which the vehicle is traveling; the second lane boundary line is the lane boundary line sensed at the second time point for the lane boundary of the lane.

[0041] The vehicle in this embodiment may be an electric vehicle or a fuel vehicle, or may be a sedan, an SUV, a bus, a truck, etc., and the self-vehicle may refer to the vehicle itself.

[0042] The first time point may be any time point during the driving process of the self-vehicle, and may be each current time point during the driving process of the self-vehicle; or it may be a time point after each current time point in the driving process of the self-vehicle is delayed for a certain period of time. For example, the first time point may be a time point after each current time point in the driving process of the self-vehicle is delayed by 2s. Thus, the first lane boundary line of the self-vehicle perceived at the first time point is corrected in advance.

[0043] The second time point is any time point before the first time point. For example, the second time point may be a time point before the first time point. For another example, the second time point may be a time point before the first time point and 2 seconds away from the first time point.

[0044] In some embodiments, during the driving process of the vehicle, the boundary line of the vehicle lane is sensed to obtain a first lane boundary line and a second lane boundary line.

[0045] In another embodiment, the first lane boundary line and the second lane boundary line perceived by the vehicle may be obtained while the vehicle is traveling in a target road area on a highway; the target road area is a road area on the highway excluding a lane boundary line intersection area and a lane boundary line convergence area.

[0046] Among them, the lane boundary line intersection area refers to the area where the lane boundary lines intersect. For example, the range of 100 before and after the lane boundary line intersection point can be used as the lane boundary line intersection area; the lane boundary line convergence area refers to the area where the lane boundary lines converge. For example, the range of 100 before and after the lane boundary line convergence point can be used as the lane boundary line convergence area.

[0047] That is to say, the first lane boundary line and the second lane boundary line of the vehicle are sensed only when the vehicle is traveling in the target road area of ​​the highway, so as to correct the first lane boundary line in the subsequent process.

[0048] If the vehicle is traveling on a non-highway road, the speed of the vehicle is low, so the perceived lane boundary line of the vehicle is more accurate and does not need to be corrected, so the first lane boundary line of the vehicle is not corrected.

[0049] If the vehicle is traveling in a non-target road area of ​​the highway (the non-target area refers to other areas of the highway excluding the target area), it means that the shape of the lane boundary line of the vehicle may be changeable and the shape of the lane boundary line of the vehicle is difficult to determine. At this time, there is no need to correct the lane boundary line of the vehicle, and thus the first lane boundary line correction is not performed.

[0050] In yet another embodiment, before S110, the method further includes: intercepting a first self-vehicle lane boundary line from a first initial perceived lane boundary line perceived by the self-vehicle, and intercepting a second self-vehicle lane boundary line from a second initial perceived lane boundary line perceived by the self-vehicle; wherein the first initial perceived lane boundary line is a lane boundary line perceived at a first time point for the self-vehicle lane boundary; and the second initial perceived lane boundary line is a lane boundary line perceived at a second time point for the self-vehicle lane boundary; accordingly, S110 includes: if the first self-vehicle lane boundary line and the second self-vehicle lane boundary line meet a specified lane condition, obtaining the first self-vehicle lane boundary line and the second self-vehicle lane boundary line.

[0051] In this embodiment, the designated lane condition includes at least one of the following: the lane width sensed by the vehicle at the first time point and the second time point for the lane of the vehicle is within the preset lane width interval; the first boundary distance and the second boundary distance are both greater than the specified distance; the first boundary distance is the distance between the center of the vehicle and the boundary line of the first lane of the vehicle at the first time point; the second boundary distance is the distance between the center of the vehicle and the boundary line of the second lane of the vehicle at the second time point. The preset lane width interval can be [3.5m, 5m], and the specified distance can be 1m.

[0052] During the driving process of the vehicle, the length of the lane boundary line perceived by the vehicle lane is relatively large. Therefore, a part of the perceived lane boundary line can be intercepted as the lane boundary line that needs to be corrected. That is, a part of the second initial perceived lane boundary line with a larger length perceived at the second time point is intercepted as the second lane boundary line, and a part of the first initial perceived lane boundary line with a larger length perceived at the first time point is intercepted as the first lane boundary line.

[0053] For example, the position of the vehicle at the first time point can be taken as the center, and the part 50 meters behind and 100 meters before the first initial perception lane boundary can be intercepted as the first lane boundary line of the vehicle. Similarly, the position of the vehicle at the second time point can be taken as the center, and the part 50 meters behind and 100 meters before the second initial perception lane boundary can be intercepted as the second lane boundary line of the vehicle.

[0054] When the perceived lane width of the self-vehicle lane perceived by the self-vehicle vehicle at the first time point and the second time point is within the preset lane width interval, it means that at the first time point and the second time point, the self-vehicle lane is neither too wide nor too narrow, and the perceived first self-vehicle lane boundary line and the second self-vehicle lane boundary line are both relatively accurate and can be used to correct the first self-vehicle lane boundary line; when the perceived lane width of the self-vehicle lane perceived by the self-vehicle vehicle at the first time point or the second time point is not within the preset lane width interval, it means that at the first time point or the second time point, the self-vehicle lane is too wide or too narrow, and the first self-vehicle lane boundary line or the second self-vehicle lane boundary line perceived by the self-vehicle vehicle may be accurate. If the first self-vehicle lane boundary line and the second self-vehicle lane boundary line are used for correcting the first self-vehicle lane boundary line, the correction effect may be poor. At this time, the first self-vehicle lane boundary line and the second self-vehicle lane boundary line are not obtained, so that the first self-vehicle lane boundary line is no longer corrected.

[0055] When the first boundary distance and the second boundary distance are both greater than the specified distance, it means that the vehicle is not riding on the boundary line of the lane at the first time point and the second time point, and the vehicle is traveling along the lane. The first lane boundary line can be corrected, and thus the first lane boundary line and the second lane boundary line can be obtained. Conversely, when the first boundary distance or the second boundary distance is not greater than the specified distance, it means that the vehicle is riding on the boundary line of the lane at the first time point or the second time point, and the vehicle may not be traveling along the lane, and the first lane boundary line does not need to be corrected, and thus the first lane boundary line and the second lane boundary line may no longer be obtained.

[0056] Of course, the aforementioned designated lane conditions may include the aforementioned two constraints, so as to obtain the first self-vehicle lane boundary line and the second self-vehicle lane boundary line when the self-vehicle lane is neither too wide nor too narrow and the self-vehicle vehicle does not appear to ride on the self-vehicle lane boundary line, so as to realize the correction of the first self-vehicle lane boundary line.

[0057] S120: Determine an initial error score corresponding to the first ego vehicle lane boundary line according to the first ego vehicle lane boundary line and the second ego vehicle lane boundary line.

[0058] In the present application, the initial error score corresponding to the first self-vehicle lane boundary line can be determined according to the position difference between the first self-vehicle lane boundary line and the second self-vehicle lane boundary line. For example, the relative distance (or lateral relative distance or longitudinal relative distance) between the first self-vehicle lane boundary line and the second self-vehicle lane boundary line is determined as the initial error score corresponding to the first self-vehicle lane boundary line. The lateral direction may refer to the lateral direction of the vehicle body, and the longitudinal direction refers to the longitudinal direction of the vehicle body.

[0059] In some embodiments, the first self-vehicle lane boundary line includes multiple first boundary line points; the second self-vehicle lane boundary line includes a second boundary line point corresponding to each first boundary line point; S120 may include: determining the position error corresponding to each first boundary line point based on the position difference between each first boundary line point and the corresponding second boundary line point; determining the initial error score corresponding to the first self-vehicle lane boundary line based on the position errors corresponding to the multiple first boundary line points.

[0060] Exemplarily, the first boundary line points can be collected from the first lane boundary line of the vehicle in the longitudinal direction of the vehicle body with the position of the vehicle at the first time point as the center. For example, the first boundary line points are respectively selected in the longitudinal direction of the vehicle body [-10m, 0, 10m, 20m, 30m, 40m, 50m, 60m]. At this time, there are 16 first boundary line points - 8 on each side. Correspondingly, there are 16 first boundary line points - 8 on each side.

[0061] In this embodiment, the first boundary line point and the second boundary line point are on the same side of the vehicle, and the first longitudinal distance and the second longitudinal distance are the same; the first longitudinal distance is the longitudinal relative distance between the position of the vehicle and the first boundary line point at the first time point; the second longitudinal distance is the longitudinal relative distance between the position of the vehicle and the second boundary line point at the first time point.

[0062] That is, if the first boundary line point and the second boundary line point are on the same side of the vehicle and have the same longitudinal distance from the vehicle, they are determined to correspond. For example, the position of the vehicle at the first time point is s1, the first boundary line point d1 on the left boundary line of the first lane boundary line of the vehicle and the longitudinal distance from s1 is l1 and the second boundary line point d2 on the left boundary line of the second lane boundary line and the longitudinal distance from s1 is l1 are corresponding, and the first boundary line point d1 on the left boundary line of the first lane boundary line and the longitudinal distance from s1 is l1 and the second boundary line point d3 on the right boundary line of the second lane boundary line and the longitudinal distance from s1 is l1 are not corresponding.

[0063] In one embodiment, the second self-vehicle lane boundary line can be projected onto the coordinate system where the first self-vehicle lane boundary line is located to obtain a boundary line projection result. After the first boundary line point is determined on the first self-vehicle lane boundary line, for each first boundary line point d1i, a projection point ti is sampled from the boundary line projection result (the projection point is a point where the boundary line projection result and the first boundary line point are on the same side of the self-vehicle and at the same longitudinal position as the self-vehicle at the first time point), and the projection result is that the second boundary line point d2i of the projection point ti corresponds to the first boundary line point d1i.

[0064] After determining the first boundary line points and the second boundary line points corresponding to each of the first boundary line points, the position difference between each first boundary line point and the corresponding second boundary line point can be determined as the position error corresponding to each first boundary line point; then the average value of the position errors corresponding to the plurality of first boundary line points is calculated as the initial error score corresponding to the first lane boundary line. The position difference can be the Euclidean distance, Manhattan distance, etc. between the first boundary line point and the corresponding second boundary line point.

[0065] In some embodiments, S120 may further include: determining a lateral error of a boundary line point corresponding to each first boundary line point based on a lateral distance difference between each first boundary line point and the corresponding second boundary line point; and determining an initial error score corresponding to the first self-vehicle lane boundary line based on an average value of lateral errors of boundary line points corresponding to multiple first boundary line points.

[0066] For example, the average of the lateral errors of the boundary points corresponding to the multiple first boundary points can be used as the initial error score corresponding to the first lane boundary; or the average of the lateral errors of the boundary points corresponding to the multiple first boundary points can be multiplied by a preset coefficient to obtain the initial error score corresponding to the first lane boundary. The preset coefficient can be set based on demand, and the preset coefficient can be, for example, 1 or 0.8.

[0067] S130, performing multiple position adjustments on the first ego vehicle lane boundary line and the second ego vehicle lane boundary line, and obtaining a candidate error score corresponding to the first ego vehicle lane boundary line after each position adjustment.

[0068] The first ego lane boundary line and the second ego lane boundary line may be adjusted multiple times. After each position adjustment, an error score is determined based on the first ego lane boundary line after the position adjustment and the second ego lane boundary line after the position adjustment as a candidate error score after the position adjustment. The process of determining the candidate error score based on the first ego lane boundary line after the position adjustment and the second ego lane boundary line after the position adjustment refers to the process of determining the initial error score based on the first ego lane boundary line and the second ego lane boundary line, and will not be repeated here.

[0069] In this embodiment, a plurality of adjusted heading angle offset values ​​may be determined based on the initial error score, and then the first self-vehicle lane boundary line and the second self-vehicle lane boundary line are respectively adjusted in position according to the plurality of adjusted heading angle offset values, so as to obtain the first self-vehicle lane boundary line after each position adjustment and the second self-vehicle lane boundary line after the position adjustment. For example, according to the adjusted heading angle offset value, the first self-vehicle lane boundary line and the second self-vehicle lane boundary line are respectively rotated to achieve the position adjustment of the first self-vehicle lane boundary line and the second self-vehicle lane boundary line, so as to obtain the first self-vehicle lane boundary line after the position adjustment and the second self-vehicle lane boundary line after the position adjustment.

[0070] For example, multiple reference coefficients may be set, and the initial error fractions are multiplied by corresponding reference coefficients to obtain multiple adjusted heading angle offset values. The reference coefficients may be set based on demand, for example, the reference coefficients may be 1 / 25 or 1 / 30.

[0071] In some embodiments, S130 may also include: determining an initial heading angle offset value based on the initial error score; rotating the first self-vehicle lane boundary line and the second self-vehicle lane boundary line respectively according to the initial heading angle offset value to adjust the positions of the first self-vehicle lane boundary line and the second self-vehicle lane boundary line, and obtaining the first self-vehicle lane boundary line after position adjustment and the second self-vehicle lane boundary line after position adjustment; determining a candidate error score corresponding to the first self-vehicle lane boundary line after position adjustment according to the first self-vehicle lane boundary line after position adjustment and the second self-vehicle lane boundary line after position adjustment; determining a candidate error score corresponding to the first self-vehicle lane boundary line after position adjustment based on the candidate error score corresponding to the first self-vehicle lane boundary line after the most recent position adjustment. Determine a new initial heading angle offset value; obtain the first self-vehicle lane boundary line after the most recent position adjustment as the new first self-vehicle lane boundary line and the second self-vehicle lane boundary line after the most recent position adjustment as the new second self-vehicle lane boundary line; return to execute the steps of rotating the first self-vehicle lane boundary line and the second self-vehicle lane boundary line according to the initial heading angle offset value, respectively, to adjust the positions of the first self-vehicle lane boundary line and the second self-vehicle lane boundary line, and obtain the position-adjusted first self-vehicle lane boundary line and the position-adjusted second self-vehicle lane boundary line, until the number of position adjustments reaches the specified number, and the candidate error score corresponding to the first self-vehicle lane boundary line after multiple position adjustments is obtained.

[0072] In this application, the initial error score can be multiplied by the specified coefficient to obtain the initial heading angle offset value. Similarly, the candidate error score corresponding to the lane boundary of the vehicle after the most recent position adjustment can be multiplied by the specified coefficient to obtain a new initial heading angle offset value. Among them, the specified coefficient can be, for example, 1 / 25 or 1 / 30. For example, when the specified coefficient is 1 / 25, the heading angle offset value increases by 0.02° for every 0.5m increase in the position error.

[0073] After determining the initial heading angle offset value, the first self-vehicle lane boundary line and the second self-vehicle lane boundary line can be rotated according to the initial heading angle offset value to obtain the first self-vehicle lane boundary line with the rotated initial heading angle offset value as the first self-vehicle lane boundary line after position adjustment. Similarly, the second self-vehicle lane boundary line with the rotated initial heading angle offset value is obtained as the second self-vehicle lane boundary line after position adjustment. In this way, a position adjustment of the first self-vehicle lane boundary line and the second self-vehicle lane boundary line is achieved.

[0074] After the first self-vehicle lane boundary line and the second self-vehicle lane boundary line are adjusted in position, a candidate error score is determined according to the aforementioned process of determining the initial error score, and a new initial heading angle offset value is determined based on the candidate error score determined the most recently, and the first self-vehicle lane boundary line after the most recently adjusted position is obtained as the new first self-vehicle lane boundary line and the second self-vehicle lane boundary line after the most recently adjusted position is obtained as the new second self-vehicle lane boundary line; continue to adjust the position of the new first self-vehicle lane boundary line and the new second self-vehicle lane boundary line according to the new initial heading angle offset value, and repeat until the number of position adjustments reaches the specified number, stop the loop, and obtain the specified number of candidate error scores. In the present application, the specified number of times can be, for example, 50 times.

[0075] S140: Determine a heading angle offset value of the lane boundary of the ego vehicle at the first time point based on a plurality of candidate error scores corresponding to the first lane boundary line of the ego vehicle after multiple position adjustments and an initial error score.

[0076] After obtaining multiple candidate error scores and initial error scores corresponding to the first ego vehicle lane boundary line after multiple position adjustments, the target error score can be determined based on the multiple candidate error scores and initial error scores after the multiple position adjustments, and then the heading angle offset value of the ego vehicle lane boundary at the first time point is determined based on the target error score.

[0077] Exemplarily, the average, maximum or weighted sum of multiple candidate error scores and the initial error score may be calculated to obtain a target error score, and then the target error score may be multiplied by a specified coefficient to obtain the heading angle offset value of the vehicle lane boundary at the first time point.

[0078] In some embodiments, S140 may include: obtaining the smallest value from multiple candidate error scores and the initial error score as the error score to be processed; determining the heading angle offset value to be processed based on the error score to be processed; filtering the heading angle offset value to be processed to obtain the heading angle offset value of the vehicle lane boundary at the first time point.

[0079] The error score to be processed may be multiplied by a specified coefficient to obtain the heading angle offset value to be processed, and then the heading angle offset value to be processed is filtered to obtain the heading angle offset value of the lane boundary of the vehicle at the first time point. The filtering process here may be smoothing filtering, mean filtering, Gaussian filtering, guided filtering, etc.

[0080] Exemplarily, the aforementioned filtering processing of the heading angle offset value to be processed to obtain the heading angle offset value of the vehicle lane boundary at the first time point may include: weighted summing of the heading angle offset value to be processed and the reference heading angle offset value to obtain the heading angle offset value of the vehicle lane boundary at the first time point; the reference heading angle offset value is the heading angle offset value of the vehicle lane boundary at the second time point; the weight of the heading angle offset value to be processed is less than the weight of the reference heading angle offset value.

[0081] It can be understood that the reference heading angle offset value may also be the heading angle offset value of the vehicle lane boundary at the second time point obtained according to the method of the present application, that is, the second time is taken as the first time point, and the time point before the second time point is obtained as the third time point, and the heading angle offset value of the vehicle lane boundary at the second time point is determined according to the aforementioned S110-S140 method as the reference heading angle offset value.

[0082] The aforementioned filtering process can be briefly described as Formula 1, which is as follows:

[0083]

[0084] in, is the heading angle offset value of the lane boundary line of the vehicle at the first time point, is the reference heading angle offset value, Δcur_yaw is the heading angle offset value to be processed, a and b are weights respectively, a>b, for example, a is 0.95, and b is 0.5.

[0085] It can be understood that for each time point, an initial error score and multiple (that is, a specified number) candidate error scores can be determined, and then based on the initial error score and the multiple candidate error scores, the heading angle offset value to be processed at the time point is determined, and then the above-mentioned filtering process is performed on the heading angle offset value to be processed at the time point to obtain the heading angle offset value at the time point.

[0086] S150: Adjust the first own-vehicle lane boundary line according to the heading angle offset value to obtain a target own-vehicle lane boundary line for the own-vehicle lane boundary at the first time point.

[0087] The first self-vehicle lane boundary line can be rotated, and the rotation angle is the heading angle offset value of the lane boundary line at the first time point, and the rotated first self-vehicle lane boundary line is obtained as the target self-vehicle lane boundary line for the self-vehicle lane boundary at the first time point.

[0088] For example, the lane line is adjusted as follows: Figure 3 As shown, scene detection is first performed to determine whether the vehicle is traveling in the target road area of ​​the highway. If so, lane boundary lines are screened: a first initial perception lane boundary line and a second initial perception lane boundary line are obtained, and then the first vehicle lane boundary line is intercepted from the first initial perception lane boundary line, and the second vehicle lane boundary line is intercepted from the second initial perception lane boundary line, and the intercepted first vehicle lane boundary line and second vehicle lane boundary line meet the specified lane conditions.

[0089] Afterwards, the heading angle offset value is determined based on the first self-vehicle lane boundary line and the second self-vehicle lane boundary line to obtain the heading angle offset value to be processed, and then filtering is performed based on the heading angle offset value to be processed to obtain the heading angle offset value. Finally, the first self-vehicle lane boundary line is adjusted according to the heading angle offset value to obtain the target self-vehicle lane boundary line.

[0090] In this embodiment, an initial error score corresponding to the first self-vehicle lane boundary line and multiple candidate error scores corresponding to the first self-vehicle lane boundary line after multiple position adjustments are first determined, and then a heading angle offset value of the self-vehicle lane boundary at the first time point is determined based on the multiple candidate error scores and the initial error scores, and the first self-vehicle lane boundary line is adjusted according to the heading angle offset value to obtain a target self-vehicle lane boundary line for the self-vehicle lane boundary at the first time point. Thus, multiple matching of the first self-vehicle lane boundary line and the second self-vehicle lane boundary line is achieved to determine the heading angle offset value according to the multiple candidate error scores and the initial error scores obtained by the multiple matching, and then the first self-vehicle lane boundary line is corrected according to the determined heading angle offset value to obtain a corrected target self-vehicle lane boundary line. The target self-vehicle lane boundary line has a high accuracy rate, so that when path planning is performed according to the target self-vehicle lane boundary line, the planned trajectory has a high accuracy rate, thereby improving the safety and accuracy of the self-vehicle vehicle performing automatic driving according to the planned trajectory.

[0091] Secondly, based on the minimum value of multiple error scores (including the initial error score and the candidate error scores) - the error score to be processed, the heading angle offset value to be processed is determined, so that the accuracy of the heading angle offset value to be processed is relatively high; then the heading angle offset value to be processed is filtered to obtain the heading angle offset value, thereby avoiding the heading angle offset value from jumping significantly, resulting in unstable heading angle offset value and inaccurate heading angle offset value, thereby further improving the accuracy of the determined heading angle offset value.

[0092] Furthermore, in the present application, the above-mentioned correction of the lane boundary line is also performed in a specific scenario (i.e., in the target area of ​​the highway) to avoid the situation where the lane boundary line is more accurate in other scenarios, or the shape of the lane boundary line is uncertain in other scenarios, and the above-mentioned correction of the lane boundary line is also performed, resulting in the corrected lane boundary line being more inaccurate, thereby ensuring that the perceived lane boundary line is still accurate.

[0093] In addition, in the present application, when the first lane boundary line and the second lane boundary line meet the specified lane conditions, the lane boundary line of the self-vehicle is corrected to avoid the situation where the first lane boundary line and the second lane boundary line do not meet the specified lane conditions and the lane boundary line does not need to be corrected, but the self-vehicle lane boundary line is still corrected, causing the self-vehicle to consume resources in the process of correcting the lane boundary line of the self-vehicle, resulting in serious waste of resources, thereby reducing the waste of resources of the self-vehicle.

[0094] See attached Figure 4 , Figure 4 The structure block diagram of a lane adjustment device proposed in one embodiment of the present application is shown. For a vehicle, the device 800 includes:

[0095] An acquisition module 810 is used to acquire a first lane boundary line perceived by the vehicle at a first time point and a second lane boundary line perceived by the vehicle at a second time point; the first time point is later than the second time point;

[0096] A first determination module 820, configured to determine an initial error score corresponding to the first ego-vehicle lane boundary line according to the first ego-vehicle lane boundary line and the second ego-vehicle lane boundary line;

[0097] A first adjustment module 830 is used to perform multiple position adjustments on the first ego-vehicle lane boundary line and the second ego-vehicle lane boundary line to obtain a candidate error score corresponding to the first ego-vehicle lane boundary line after each position adjustment;

[0098] A second determination module 840 is used to determine a heading angle offset value of the lane boundary of the ego vehicle at a first time point based on a plurality of candidate error scores corresponding to the first lane boundary line of the ego vehicle after multiple position adjustments and an initial error score;

[0099] The second adjustment module 850 is used to adjust the first self-vehicle lane boundary line according to the heading angle offset value to obtain a target self-vehicle lane boundary line for the self-vehicle lane boundary at a first time point.

[0100] Optionally, the first adjustment module 830 is further used to determine an initial heading angle offset value based on the initial error score; according to the initial heading angle offset value, respectively rotate the first self-vehicle lane boundary line and the second self-vehicle lane boundary line to adjust the positions of the first self-vehicle lane boundary line and the second self-vehicle lane boundary line, and obtain the first self-vehicle lane boundary line after position adjustment and the second self-vehicle lane boundary line after position adjustment; according to the first self-vehicle lane boundary line after position adjustment and the second self-vehicle lane boundary line after position adjustment, determine a candidate error score corresponding to the first self-vehicle lane boundary line after position adjustment; based on the candidate error score corresponding to the first self-vehicle lane boundary line after the most recent position adjustment, determine A new initial heading angle offset value; obtaining the first self-vehicle lane boundary line after the most recent position adjustment as the new first self-vehicle lane boundary line and the second self-vehicle lane boundary line after the most recent position adjustment as the new second self-vehicle lane boundary line; returning to execute the steps of rotating the first self-vehicle lane boundary line and the second self-vehicle lane boundary line according to the initial heading angle offset value, respectively, to adjust the positions of the first self-vehicle lane boundary line and the second self-vehicle lane boundary line, and obtaining the first self-vehicle lane boundary line after the position adjustment and the second self-vehicle lane boundary line after the position adjustment, until the number of position adjustments reaches the specified number, and obtaining the candidate error score corresponding to the first self-vehicle lane boundary line after multiple position adjustments.

[0101] Optionally, the second determination module 840 is further used to obtain the smallest value from multiple candidate error scores and the initial error score as the error score to be processed; based on the error score to be processed, determine the heading angle offset value to be processed; filter the heading angle offset value to be processed to obtain the heading angle offset value of the vehicle lane boundary at the first time point.

[0102] Optionally, the second determination module 840 is also used to perform weighted summation on the heading angle offset value to be processed and the reference heading angle offset value to obtain the heading angle offset value of the vehicle lane boundary at the first time point; the reference heading angle offset value is the heading angle offset value of the vehicle lane boundary at the second time point; the weight of the heading angle offset value to be processed is less than the weight of the reference heading angle offset value.

[0103] Optionally, the first self-vehicle lane boundary line includes multiple first boundary line points; the second self-vehicle lane boundary line includes a second boundary line point corresponding to each first boundary line point; the first determination module 820 is also used to determine the lateral error of the boundary line point corresponding to each first boundary line point based on the lateral distance difference between each first boundary line point and the corresponding second boundary line point; based on the average value of the lateral errors of the boundary line points corresponding to the multiple first boundary line points, determine the initial error score corresponding to the first self-vehicle lane boundary line.

[0104] Optionally, the acquisition module 810 is also used to obtain the first lane boundary line and the second lane boundary line perceived by the self-vehicle when the self-vehicle is driving in the target road area of ​​the highway; the target road area is the road area in the highway excluding the lane boundary line intersection area and the lane boundary line convergence area.

[0105] Optionally, the acquisition module 810 is also used to intercept the first self-vehicle lane boundary line from the first initial perceived lane boundary line perceived by the self-vehicle, and intercept the second self-vehicle lane boundary line from the second initial perceived lane boundary line perceived by the self-vehicle; wherein the first initial perceived lane boundary line is the lane boundary line perceived for the self-vehicle lane boundary at the first time point; the second initial perceived lane boundary line is the lane boundary line perceived for the self-vehicle lane boundary at the second time point; if the first self-vehicle lane boundary line and the second self-vehicle lane boundary line meet the specified lane condition, the first self-vehicle lane boundary line and the second self-vehicle lane boundary line are obtained; the specified lane condition includes at least one of the following: the perceived lane width perceived by the self-vehicle at the first time point and the second time point for the self-vehicle lane is within a preset lane width range; the first boundary distance and the second boundary distance are both greater than the specified distance; the first boundary distance is the distance between the center of the self-vehicle and the first self-vehicle lane boundary line at the first time point; the second boundary distance is the distance between the center of the self-vehicle and the second self-vehicle lane boundary line at the second time point.

[0106] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described devices and modules can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here.

[0107] In addition, each function in each embodiment of the present 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 above integrated module can be implemented in the form of hardware or in the form of software function module.

[0108] On the other hand, the present application also provides a computer-readable storage medium, in which program code is stored. The program code can be called by a processor to execute the method described in the above method embodiment.

[0109] The computer readable storage medium may be an electronic memory such as a flash memory, an EEPROM (electrically erasable programmable read-only memory), an EPROM, a hard disk, or a cluster of ROMs. Optionally, the computer readable storage medium comprises a non-transitory computer-readable storage medium. The computer readable storage medium has storage space for program codes that execute any of the method steps in the above method. These program codes can be read from or written to one or more computer program products. The program code can be compressed, for example, in an appropriate form.

[0110] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements 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 the present application.

Claims

1. A lane adjustment method, characterized in that: The method comprises: Obtaining a first lane boundary line perceived by the vehicle at a first time point and a second lane boundary line perceived by the vehicle at a second time point; the first time point is later than the second time point; Determining an initial error score corresponding to the first self-vehicle lane boundary line according to the first self-vehicle lane boundary line and the second self-vehicle lane boundary line; Performing multiple position adjustments on the first ego-vehicle lane boundary line and the second ego-vehicle lane boundary line to obtain a candidate error score corresponding to the first ego-vehicle lane boundary line after each position adjustment; Determine a heading angle offset value of the self-vehicle lane boundary at the first time point based on a plurality of candidate error scores corresponding to the first self-vehicle lane boundary line after the plurality of position adjustments and the initial error score; The first self-vehicle lane boundary line is adjusted according to the heading angle offset value to obtain a target self-vehicle lane boundary line for the self-vehicle lane boundary at the first time point.

2. The method according to claim 1, characterized in that The step of performing multiple position adjustments on the first self-vehicle lane boundary line and the second self-vehicle lane boundary line to obtain a candidate error score corresponding to the first self-vehicle lane boundary line after each position adjustment includes: Determining an initial heading angle offset value based on the initial error score; According to the initial heading angle offset value, the first self-vehicle lane boundary line and the second self-vehicle lane boundary line are respectively rotated to adjust the positions of the first self-vehicle lane boundary line and the second self-vehicle lane boundary line, thereby obtaining the first self-vehicle lane boundary line after position adjustment and the second self-vehicle lane boundary line after position adjustment; Determine, according to the first ego-vehicle lane boundary line after the position adjustment and the second ego-vehicle lane boundary line after the position adjustment, a candidate error score corresponding to the first ego-vehicle lane boundary line after the position adjustment; Determining a new initial heading angle offset value based on a candidate error score corresponding to the first lane boundary line of the ego-vehicle after the most recent position adjustment; Obtaining the first self-vehicle lane boundary line after the most recent position adjustment as a new first self-vehicle lane boundary line and the second self-vehicle lane boundary line after the most recent position adjustment as a new second self-vehicle lane boundary line; Return to executing the step of rotating the first self-vehicle lane boundary line and the second self-vehicle lane boundary line according to the initial heading angle offset value to adjust the positions of the first self-vehicle lane boundary line and the second self-vehicle lane boundary line, and obtaining the position-adjusted first self-vehicle lane boundary line and the position-adjusted second self-vehicle lane boundary line, until the number of position adjustments reaches a specified number, and obtaining the candidate error score corresponding to the first self-vehicle lane boundary line after multiple position adjustments.

3. The method according to claim 1, characterized in that: The determining, based on the multiple candidate error scores corresponding to the first lane boundary line of the self-vehicle after the multiple position adjustments and the initial error score, the heading angle offset value of the lane boundary of the self-vehicle at the first time point includes: Obtaining the smallest one from the multiple candidate error scores and the initial error score as the error score to be processed; Determining a heading angle offset value to be processed based on the error score to be processed; The to-be-processed heading angle offset value is filtered to obtain the heading angle offset value of the lane boundary of the vehicle at the first time point.

4. The method according to claim 3, characterized in that The filtering process on the to-be-processed heading angle offset value to obtain the heading angle offset value of the lane boundary of the vehicle at the first time point includes: A weighted sum is performed on the heading angle offset value to be processed and the reference heading angle offset value to obtain the heading angle offset value of the lane boundary of the vehicle at the first time point; the reference heading angle offset value is the heading angle offset value of the lane boundary of the vehicle at the second time point; the weight of the heading angle offset value to be processed is less than the weight of the reference heading angle offset value.

5. The method according to claim 1, characterized in that The first vehicle lane boundary line includes a plurality of first boundary line points; the second vehicle lane boundary line includes a second boundary line point corresponding to each of the first boundary line points; The determining, according to the first self-vehicle lane boundary line and the second self-vehicle lane boundary line, an initial error score corresponding to the first self-vehicle lane boundary line includes: Determining a boundary line point lateral error corresponding to each first boundary line point based on a lateral distance difference between each first boundary line point and the corresponding second boundary line point; An initial error score corresponding to the first self-vehicle lane boundary line is determined based on an average value of boundary line point lateral errors corresponding to the plurality of first boundary line points.

6. The method according to claim 5, characterized in that The correspondence between the first boundary line point and the second boundary line point includes: The first boundary line point and the second boundary line point are on the same side of the vehicle, and the first longitudinal distance and the second longitudinal distance are the same; the first longitudinal distance is the longitudinal relative distance between the position of the vehicle and the first boundary line point at the first time point; the second longitudinal distance is the longitudinal relative distance between the position of the vehicle and the second boundary line point at the first time point.

7. The method according to claim 1, characterized in that The step of obtaining a first lane boundary line of the vehicle perceived by the vehicle at a first time point and a second lane boundary line of the vehicle perceived by the vehicle at a second time point includes: When the self-vehicle is traveling in a target road area of ​​a highway, a first lane boundary line and a second lane boundary line perceived by the self-vehicle are obtained; the target road area is a road area of ​​the highway excluding a lane boundary line intersection area and a lane boundary line convergence area.

8. The method according to claim 1, characterized in that Before acquiring a first lane boundary line of the vehicle perceived by the vehicle at a first time point and a second lane boundary line of the vehicle perceived at a second time point, the method further includes: The first lane boundary line of the self-vehicle is intercepted from the first initial perceived lane boundary line perceived by the self-vehicle, and the second lane boundary line of the self-vehicle is intercepted from the second initial perceived lane boundary line perceived by the self-vehicle; wherein the first initial perceived lane boundary line is the lane boundary line perceived for the lane boundary of the self-vehicle at the first time point; and the second initial perceived lane boundary line is the lane boundary line perceived for the lane boundary of the self-vehicle at the second time point; The step of obtaining a first lane boundary line of the vehicle perceived by the vehicle at a first time point and a second lane boundary line of the vehicle perceived by the vehicle at a second time point includes: If the first vehicle lane boundary line and the second vehicle lane boundary line meet the designated lane condition, obtaining the first vehicle lane boundary line and the second vehicle lane boundary line; The designated lane condition includes at least one of the following: The lane width sensed by the vehicle at the first time point and the second time point for the lane of the vehicle is within a preset lane width range; Both the first boundary distance and the second boundary distance are greater than the specified distance; the first boundary distance is the distance between the center of the vehicle and the boundary line of the first lane at the first time point; the second boundary distance is the distance between the center of the vehicle and the boundary line of the second lane at the second time point.

9. A lane adjustment device, characterized in that: The device comprises: An acquisition module, configured to acquire a first lane boundary line perceived by the vehicle at a first time point and a second lane boundary line perceived by the vehicle at a second time point; the first time point is later than the second time point; A first determination module, configured to determine an initial error score corresponding to the first self-vehicle lane boundary line according to the first self-vehicle lane boundary line and the second self-vehicle lane boundary line; A first adjustment module, configured to perform multiple position adjustments on the first ego-vehicle lane boundary line and the second ego-vehicle lane boundary line, and obtain a candidate error score corresponding to the first ego-vehicle lane boundary line after each position adjustment; A second determination module, configured to determine a heading angle offset value of the ego vehicle lane boundary at the first time point based on a plurality of candidate error scores corresponding to the first ego vehicle lane boundary line after the plurality of position adjustments and the initial error score; The second adjustment module is used to adjust the first self-vehicle lane boundary line according to the heading angle offset value to obtain a target self-vehicle lane boundary line for the self-vehicle lane boundary at the first time point.

10. 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, and the one or more applications are configured to execute the method according to any one of claims 1-8.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a program code executable by a processor, and when the program code is executed by the processor, the processor executes the method according to any one of claims 1 to 8.

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