Rendering method, system and medium suitable for vehicle-mounted electronic maps

Abstract

The present invention relates to the field of image processing, and more particularly to a rendering method, system, and medium suitable for in-vehicle electronic maps. The method comprises: obtaining the vehicle's driving speed and longitude and latitude coordinates during travel; determining, based on the driving speed, a first access criticality for each area corresponding to each longitude and latitude coordinate in each complete driving cycle; obtaining, based on the first access criticality in all complete driving cycles along each complete operating path, a second access criticality for each area corresponding to each longitude and latitude coordinate in each complete operating path; determining, based on all second access criticalities of the same area, a third access criticality for each area; determining, based on the third access criticality of each area, a preloading order and preloading strategy for each area; and rendering, according to the preloading order and preloading strategy, at least a portion of the area in the in-vehicle electronic map. The solution provided by the present invention improves the loading adaptability and accuracy of in-vehicle electronic maps.

Description

Technical Field

[0001] The present invention relates to the technical field of image processing, and in particular to a rendering method, system and medium suitable for vehicle-mounted electronic maps. Background Art

[0002] In-vehicle electronic maps are a core component of intelligent navigation systems, and their rendering technology directly determines user experience and system performance. As in-vehicle navigation systems evolve toward intelligent, real-time, and high-precision capabilities, in-vehicle electronic maps must integrate multi-source data and utilize efficient rendering methods to achieve fast loading, dynamic updates, and smooth display on embedded hardware platforms.

[0003] In related technologies, preloading technology is usually used to load data during the rendering process of in-vehicle electronic maps. Since the preloading link is usually based on a fixed radius or preset path, it cannot adapt to the changes in dynamic navigation needs, and the map area is equalized, resulting in insufficient data loading in key areas.

[0004] Therefore, the rendering scheme of traditional in-vehicle electronic maps has problems such as insufficient data loading, low loading accuracy and poor adaptability. Summary of the Invention

[0005] In order to solve the technical problems of insufficient data loading, low loading accuracy and poor adaptability of traditional vehicle-mounted electronic map rendering solutions, the present invention aims to provide a rendering method, system and medium for vehicle-mounted electronic maps with better loading effect and strong adaptability. The technical solutions adopted are as follows:

[0006] In one aspect, the present invention provides a rendering method for an in-vehicle electronic map, the method comprising:

[0007] Obtain the vehicle's speed and latitude and longitude coordinates during driving;

[0008] determining a first access criticality of an area corresponding to each latitude and longitude coordinate in each complete driving cycle according to the driving speed;

[0009] Calculate the second access criticality of each area corresponding to each longitude and latitude coordinate in each complete operation path based on the first access criticality in all complete driving cycles in each complete operation path;

[0010] Determining the third access criticality of each area in the vehicle-mounted electronic map based on all second access criticalities corresponding to the same area;

[0011] Determine the preloading order and preloading strategy of each area according to the third access criticality of each area;

[0012] Rendering at least a portion of the area in the vehicle-mounted electronic map according to the preloading sequence and the preloading strategy.

[0013] According to a rendering method for an in-vehicle electronic map provided by the present invention, determining the first access criticality of an area corresponding to each latitude and longitude coordinate in each complete driving cycle based on the driving speed, comprising:

[0014] Determine the occurrence frequency value of each latitude and longitude coordinate of the vehicle in each complete driving cycle;

[0015] The first access criticality of the area corresponding to each longitude and latitude coordinate in each complete driving cycle is calculated based on the occurrence frequency value of each longitude and latitude coordinate and the driving speed of the vehicle at the time of collecting each longitude and latitude coordinate.

[0016] According to the present invention, a rendering method for an in-vehicle electronic map is provided, which calculates the first access criticality of the area corresponding to each longitude and latitude coordinate in each complete driving cycle based on the occurrence frequency value of each longitude and latitude coordinate and the driving speed of the vehicle at the time of collecting each longitude and latitude coordinate, including:

[0017] The user attention ratio is obtained by dividing the frequency of occurrence of each longitude and latitude coordinate by the sum of the vehicle's speed at the time of collection of each longitude and latitude coordinate and a preset non-zero constant value;

[0018] The user attention ratio is normalized to obtain the first access criticality of the area corresponding to each longitude and latitude coordinate in each complete driving cycle.

[0019] According to a rendering method for an in-vehicle electronic map provided by the present invention, a second access criticality of an area corresponding to each latitude and longitude coordinate in each complete running path is calculated based on the first access criticality in all complete driving cycles in each complete running path, including:

[0020] The first access criticality of all complete driving cycles under each complete operation path is averaged to calculate the second access criticality of each area corresponding to each longitude and latitude coordinate under each complete operation path.

[0021] According to a rendering method for an in-vehicle electronic map provided by the present invention, a preloading order and preloading strategy for each area are determined based on the third access criticality of each area, including:

[0022] Calculate the access weight value of each area based on the third access criticality of each area;

[0023] Determining the preloading order and data loading queue corresponding to each area in the vehicle-mounted electronic map according to the access weight value;

[0024] A preloading strategy for each area is determined based on the data loading queue.

[0025] According to a rendering method applicable to an in-vehicle electronic map provided by the present invention, the data loading queue includes a priority loading queue and a subsequent loading queue;

[0026] Determining the preloading order and data loading queue corresponding to each area in the vehicle-mounted electronic map according to the access weight value includes:

[0027] Determining the preloading order corresponding to each area in the vehicle-mounted electronic map according to the order of the access weight values ​​from large to small;

[0028] Compare the access weight value of each area with the preset weight threshold to obtain a comparison result;

[0029] The data corresponding to the area whose access weight value is higher than the preset weight threshold according to the comparison result is divided into a priority loading queue;

[0030] The data corresponding to the area whose comparison result shows that the access weight value is less than or equal to the preset weight threshold is divided into a subsequent loading queue.

[0031] According to a rendering method for an in-vehicle electronic map provided by the present invention, a preloading strategy for each area is determined based on the data loading queue, including:

[0032] When the user does not issue an active update instruction and the vehicle does not travel to any area in the subsequent loading queue, the preloading strategy is determined to be the first loading strategy; the first loading strategy includes: loading detailed map data in the area in the priority loading queue, and loading basic map outline data in the area in the subsequent loading queue;

[0033] When the user does not issue an active update instruction and the vehicle travels to any area in the subsequent loading queue, the preloading strategy is determined to be the second loading strategy. The second loading strategy includes: determining the data importance of each sub-data in the detailed map data in each area in the subsequent loading queue; determining the loading order of each sub-data according to the data importance from high to low; calculating the distance between the theoretical position and the actual position of each sub-data in each area in the subsequent loading queue within the update range of the on-board electronic map, and setting a corresponding distance threshold for each sub-data according to the loading order of each sub-data, and loading the sub-data with a distance greater than the corresponding distance threshold;

[0034] When the user issues an active update instruction, the preloading strategy is determined to be a third loading strategy; the third loading strategy includes: determining an abnormality corresponding to the vehicle's driving speed, and determining the user's instruction intention based on the abnormality; setting the data importance of some sub-data in the detailed map data in each area in the subsequent loading queue based on the user's instruction intention; determining the loading order of each sub-data from high to low according to the data importance; calculating the distance between the theoretical position and the actual position of each sub-data in each area in the subsequent loading queue within the update range of the on-board electronic map, and setting corresponding distance thresholds for each sub-data based on the loading order of each sub-data, and loading sub-data with a distance value greater than the corresponding distance threshold.

[0035] According to a rendering method applicable to an in-vehicle electronic map provided by the present invention, determining the abnormality corresponding to the vehicle's driving speed includes:

[0036] Obtain the average speed of the vehicle during normal driving;

[0037] Subtracting the driving speed from the speed average to obtain a speed difference;

[0038] Divide the speed mean by 2 to obtain a speed comparison value;

[0039] Subtracting the speed difference from the speed comparison value to obtain a speed intermediate value;

[0040] The intermediate speed value is input into a sign function to obtain the abnormality degree corresponding to the vehicle's running speed.

[0041] In another aspect, the present invention further provides a rendering system for an in-vehicle electronic map, the system comprising:

[0042] An acquisition module is used to obtain the vehicle's speed and latitude and longitude coordinates during its travel;

[0043] a first processing module, configured to determine, based on the driving speed, a first access criticality of an area corresponding to each latitude and longitude coordinate in each complete driving cycle;

[0044] The second processing module is configured to calculate the second access criticality of each area corresponding to each latitude and longitude coordinate in each complete operation path based on the first access criticality in all complete driving cycles in each complete operation path;

[0045] a third processing module, configured to determine a third access criticality of each area in the vehicle-mounted electronic map based on all second access criticalities corresponding to the same area;

[0046] A fourth processing module, configured to determine a preloading order and a preloading strategy for each region based on the third access criticality of each region;

[0047] The rendering module is used to render at least a part of the area in the vehicle-mounted electronic map according to the preloading sequence and the preloading strategy.

[0048] On the other hand, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements any of the above-mentioned rendering methods applicable to vehicle-mounted electronic maps.

[0049] The present invention has the following beneficial effects:

[0050] The first access criticality of each area corresponding to each longitude and latitude coordinate in each complete driving cycle is determined based on the driving speed. The second access criticality of each area corresponding to each longitude and latitude coordinate in each complete driving path is calculated based on the first access criticality in all complete driving cycles. The third access criticality of each area in the on-board electronic map is determined based on all second access criticalities corresponding to the same area. The preloading order and preloading strategy of each area are determined based on the third access criticality of each area. Finally, at least a portion of the area in the on-board electronic map is rendered according to the preloading order and preloading strategy. The solution provided by the present invention can optimize the preloading order and preloading strategy of different areas in the on-board electronic map based on the real-time behavior of the vehicle, thereby adapting to the changing needs of dynamic navigation, achieving sufficient loading of key area data, and improving the loading adaptability and loading accuracy of the on-board electronic map. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solutions and advantages of the embodiments of the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0052] Figure 1 A flowchart of a method for rendering a vehicle-mounted electronic map provided by one embodiment of the present invention;

[0053] Figure 2 A system structure diagram of a rendering system suitable for vehicle-mounted electronic maps provided by one embodiment of the present invention. DETAILED DESCRIPTION

[0054] To further illustrate the technical means and effectiveness of the present invention in achieving its intended objectives, the following, in conjunction with the accompanying drawings and preferred embodiments, describes in detail a method, system, and medium for rendering in-vehicle electronic maps, including its specific implementation, structure, features, and effectiveness. In the following description, references to "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. Furthermore, specific features, structures, or characteristics of one or more embodiments may be combined in any suitable manner.

[0055] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

[0056] The following describes in detail a specific scheme of a rendering method, system and medium applicable to an in-vehicle electronic map provided by the present invention with reference to the accompanying drawings.

[0057] See also Figure 1 , which shows a method flow chart of a rendering method for an in-vehicle electronic map provided by an embodiment of the present invention, such as Figure 1 As shown, the above rendering method applicable to the vehicle-mounted electronic map mainly includes the following steps:

[0058] Step 110: Obtain the driving speed and latitude and longitude coordinates of the vehicle during driving.

[0059] In practical applications, after the vehicle is started or its electronic systems are activated, onboard sensors can be used to obtain the vehicle's speed and latitude and longitude coordinates during travel. Vehicle speed includes information such as speed, acceleration, and direction. Onboard sensors include GPS modules, gyroscopes, and accelerometers. The data collected by these sensors can be transmitted via the vehicle bus to the execution entity of this method (e.g., a data acquisition and analysis module within a computer or server). This data can then be stored in a local database. During the actual processing phase, the data collected by these sensors can be counted every 10 seconds.

[0060] Step 120: Determine the first access criticality of the area corresponding to each latitude and longitude coordinate in each complete driving cycle according to the driving speed.

[0061] It can be understood that the first access criticality can represent the importance of the area corresponding to each latitude and longitude coordinate in each complete driving cycle, that is, the degree of user attention. The larger the first access criticality, the higher the degree of user attention.

[0062] Step 130: Calculate the second access criticality of each area corresponding to each longitude and latitude coordinate in each complete operation path based on the first access criticality in all complete driving cycles in each complete operation path.

[0063] It can be understood that the second access criticality can represent the importance of the area corresponding to each longitude and latitude coordinate in all complete driving cycles under each complete operating path. The higher the second access criticality, the more important the area corresponding to the longitude and latitude coordinates under the complete operating path.

[0064] Step 140 : Determine a third access criticality of each area in the vehicle-mounted electronic map based on all second access criticalities corresponding to the same area.

[0065] It is understandable that the third access criticality can represent the user's attention level to each area in the vehicle-mounted electronic map. The higher the third access criticality, the higher the user's attention to the area, and the more important the area is.

[0066] Step 150 : Determine the preloading order and preloading strategy of each block according to the third access criticality of each block.

[0067] It should be noted that the preloading order and preloading strategy of each area in this embodiment are obtained based on the third access criticality that can comprehensively represent the user's attention to the area. At this time, the preloading order and preloading strategy of each area can adapt to the actual behavior of the vehicle. Therefore, the preloading order and preloading strategy have a higher reference value.

[0068] Step 160: Render at least a portion of the vehicle-mounted electronic map according to the preloading sequence and preloading strategy.

[0069] In the solution provided by this embodiment, since the preloading order and preloading strategy are both determined based on a series of calculated third access criticalities, key areas in the vehicle electronic map can be fully loaded according to user needs, thereby improving the rendering effect of the vehicle electronic map.

[0070] In one embodiment, determining the first access criticality of the area corresponding to each latitude and longitude coordinate in each complete driving cycle based on the driving speed specifically includes:

[0071] First, the occurrence frequency value of each latitude and longitude coordinate of the vehicle in each complete driving cycle is determined.

[0072] It is understandable that since each vehicle frequently visits different places, the frequency of each vehicle's visits to different areas in the vehicle-mounted electronic map is different. This embodiment determines the occurrence frequency value of each latitude and longitude coordinate in different areas by changes in vehicle location information stored in the local database.

[0073] Because vehicle operation is a continuous process, the vehicle's position change during each complete driving cycle (i.e., from vehicle startup to vehicle shutdown) can be obtained from the local database. Assume that a total of M complete driving cycles are obtained. Assume that a total of W longitude and latitude coordinates are obtained during these M complete driving cycles. When the distance between two longitude and latitude coordinates is less than 1.2 meters, they are generally considered to be the same location. The frequency of occurrence of each longitude and latitude coordinate can then be counted.

[0074] Since the vehicle's starting position and shutdown position in each complete driving cycle are places where the driver needs to stay for a long time, the latitude and longitude coordinates corresponding to the vehicle's starting position and shutdown position in the on-board electronic map are very important. In this embodiment, the frequency values ​​of the latitude and longitude coordinates corresponding to the vehicle's starting position and shutdown position are doubled, for example, they can be multiplied by 3 to achieve triple processing.

[0075] According to the above statistical scheme, the occurrence frequency value of each latitude and longitude coordinate of the vehicle in each complete driving cycle can be obtained.

[0076] Then, based on the occurrence frequency value of each longitude and latitude coordinate and the driving speed of the vehicle at the time of collecting each longitude and latitude coordinate, the first access criticality of the area corresponding to each longitude and latitude coordinate in each complete driving cycle is calculated.

[0077] In practical applications, taking the mth complete driving cycle as an example, by analyzing the changes in the vehicle's driving speed, the first access criticality of the area corresponding to each latitude and longitude coordinate can be determined. Specifically, the greater the occurrence frequency of the i-th latitude and longitude coordinate of the vehicle and the lower the vehicle's driving speed, the more likely traffic congestion is near the i-th latitude and longitude coordinate, or the i-th latitude and longitude coordinate is likely to be an area of ​​user interest, indicating that the first access criticality of the area corresponding to the i-th latitude and longitude coordinate is higher.

[0078] In one embodiment, the first access criticality of the area corresponding to each longitude and latitude coordinate in each complete driving cycle is calculated based on the occurrence frequency value of each longitude and latitude coordinate and the driving speed of the vehicle at the time of collection of each longitude and latitude coordinate, including:

[0079] First, the frequency of occurrence of each longitude and latitude coordinate is divided by the sum of the vehicle's speed at the time of collection of each longitude and latitude coordinate and a preset non-zero constant to obtain the user attention ratio.

[0080] Then, the user attention ratio is normalized to obtain the first access criticality of the area corresponding to each longitude and latitude coordinate in each complete driving cycle.

[0081] In this embodiment, the mathematical expression of the first access criticality of the area corresponding to the i-th latitude and longitude coordinates in the m-th complete driving cycle is as follows:

[0082] (1)

[0083] Where, Indicates the first access criticality of the area corresponding to the i-th longitude and latitude coordinates in the m-th complete driving cycle, represents the normalization function, represents the frequency of occurrence of the i-th latitude and longitude coordinates in the m-th complete driving cycle, represents the driving speed corresponding to the collection time of the i-th latitude and longitude coordinates in the m-th complete driving cycle, Indicates the user attention ratio, Indicates a preset non-zero value to avoid the denominator being zero.

[0084] In one embodiment, the second access criticality of each area corresponding to each longitude and latitude coordinate in each complete operation path is calculated based on the first access criticality in all complete driving cycles in each complete operation path, specifically including:

[0085] The first access criticality of all complete driving cycles under each complete operation path is averaged to calculate the second access criticality of each area corresponding to each longitude and latitude coordinate under each complete operation path.

[0086] It can be understood that since the same complete operating path may be completely traveled by the vehicle multiple times, the second access criticality of the area corresponding to each longitude and latitude coordinate in all complete driving cycles under the same complete operating path can be determined by analyzing the first access criticality of the area corresponding to each longitude and latitude coordinate in the same complete operating path.

[0087] In this embodiment, it is assumed that there are N complete operation paths, and each complete operation path has S complete driving cycles. The second access criticality of the area corresponding to the j-th latitude and longitude coordinates in the n-th complete operation path can be specifically expressed as follows:

[0088] (2)

[0089] Where, Indicates the second access criticality of the area corresponding to the jth longitude and latitude coordinates under the nth complete running path, represents the first access criticality of the area corresponding to the jth longitude and latitude coordinates in the sth complete driving cycle, where .

[0090] Subsequently, the second access criticality corresponding to each latitude and longitude coordinate under each complete running path can be classified according to the corresponding area, and the second access criticality for the same area can be divided into the same group to obtain all the second access criticality corresponding to each area. Then, the average of all the second access criticality corresponding to each area can be calculated to obtain the third access criticality of each area.

[0091] In actual applications, since some areas in the vehicle electronic map are not visited by the user, this embodiment records the third visit criticality of these areas that the user has not visited as the minimum value of all third visit criticalities. Thus, the third visit criticality of each area in the vehicle electronic map can be obtained.

[0092] In one embodiment, the preloading order and preloading strategy of each region are determined based on the third access criticality of each region, specifically including:

[0093] First, the access weight value of each area is calculated according to the third access criticality of each area.

[0094] In this embodiment, the access weight value of the kth area in the vehicle-mounted electronic map can be specifically expressed as follows:

[0095] (3)

[0096] Where, Indicates the access weight value of the kth block area, represents the third access criticality of the k-th block area, Indicates the The third access criticality of the block region, where , Indicates the total number of areas in the vehicle electronic map.

[0097] Then, according to the access weight value, the preloading order and data loading queue corresponding to each area in the vehicle-mounted electronic map are determined.

[0098] In this embodiment, the data loading queue specifically includes a priority loading queue and a subsequent loading queue.

[0099] For example, determining the preloading order and data loading queue corresponding to each area in the vehicle-mounted electronic map according to the access weight value specifically includes:

[0100] First, the preloading order corresponding to each area in the vehicle-mounted electronic map is determined according to the order of access weight values ​​from large to small.

[0101] In this embodiment, the regions in the vehicle-mounted electronic map may be sorted in descending order of access weight values, thereby obtaining a preloading order corresponding to the regions in the vehicle-mounted electronic map.

[0102] Then, the access weight value of each area is compared with the preset weight threshold to obtain a comparison result.

[0103] On the one hand, the data corresponding to the area whose access weight value is higher than the preset weight threshold according to the comparison result is divided into the priority loading queue.

[0104] On the other hand, the data corresponding to the area whose comparison result shows that the access weight value is less than or equal to the preset weight threshold is divided into a subsequent loading queue.

[0105] In this embodiment, in the process of pre-loading and sorting each area in the vehicle map according to the access weight value, the data to be loaded in the area with a larger access weight value is placed in the priority loading queue, and the data to be loaded in the area with a smaller access weight value is placed in the subsequent loading queue.

[0106] In practical applications, the preset weight threshold may be determined according to the maximum and minimum values ​​of the access weight values, and specifically, may be the average of the maximum and minimum values ​​of the access weight values.

[0107] Finally, the preloading strategy for each area is determined based on the data loading queue.

[0108] In a specific implementation, the preloading strategy for each region is determined based on the data loading queue, including:

[0109] First, when the user does not issue an active update instruction and the vehicle does not travel to any area in the subsequent loading queue, the preloading strategy is determined to be the first loading strategy; the first loading strategy includes: loading detailed map data in the area in the priority loading queue, and loading basic map outline data in the area in the subsequent loading queue.

[0110] In this embodiment, the detailed map data specifically includes high-precision information such as road curvature and slope, vehicle information, and three-dimensional model data of buildings. The basic map outline data includes main outlines and locations of important landmarks.

[0111] Secondly, when the user does not issue an active update instruction and the vehicle travels to any area in the subsequent loading queue, the preloading strategy is determined to be the second loading strategy; the second loading strategy includes: determining the data importance of each sub-data in the detailed map data in each area in the subsequent loading queue; determining the loading order of each sub-data according to the data importance from high to low; calculating the distance value between the theoretical position and the actual position of each sub-data in each area in the subsequent loading queue within the update range of the on-board electronic map, and setting the corresponding distance threshold of each sub-data according to the loading order of each sub-data, and loading the sub-data with a distance value greater than the corresponding distance threshold.

[0112] In practical applications, the data importance of each sub-data can be determined from the perspective of the real-time nature of each sub-data. For example, the actual time difference between the collection moment of each sub-data and the current moment can be calculated, and the ratio between the actual time difference and the reference time difference can be used as the data importance.

[0113] In this embodiment, when the vehicle gradually drives to any area in the subsequent loading queue, the loading strategy can be dynamically adjusted, specifically by adopting the second loading strategy. The distance value between the theoretical position and the actual position of each sub-data in each area can be calculated using the Euclidean distance calculation method. Assuming that there are R sub-data that need to be loaded, R distance thresholds can be set in descending order of data importance. When the calculated distance value is greater than the corresponding distance threshold, the corresponding sub-data is loaded. It should be noted that sub-data refers to high-precision data.

[0114] In some embodiments, when the sub-data is road curvature or road slope, the actual position of the sub-data can be understood as the position of the data point corresponding to the measured value of the sub-data, and the theoretical position of the sub-data can be understood as the position of the data point corresponding to the theoretical value of the sub-data. In actual applications, taking road curvature as an example, the shortest path from the position of the data point corresponding to the measured value of the curvature to the position of the data point corresponding to the theoretical value of the curvature can be determined through a path search algorithm, and the length of the shortest path is used as the distance value between the theoretical position and the actual position of the curvature data.

[0115] On the third aspect, when the user issues an active update instruction, the preloading strategy is determined to be the third loading strategy; the third loading strategy includes: determining the abnormality corresponding to the vehicle's driving speed, and determining the user's instruction intention based on the abnormality; setting the data importance of some sub-data in the detailed map data in each area in the subsequent loading queue based on the user's instruction intention; determining the loading order of each sub-data from high to low according to the data importance; calculating the distance value between the theoretical position and the actual position of each sub-data in each area in the subsequent loading queue within the update range of the on-board electronic map, and setting the corresponding distance threshold according to the loading order of each sub-data, and loading the sub-data with a distance value greater than the corresponding distance threshold.

[0116] It's understandable that when a user issues an active update command, such as actively dragging or updating an in-vehicle electronic map, it indicates a purposeful update requirement. In this case, the user might be checking road conditions ahead or viewing information around a specific location. Therefore, it's necessary to identify the user's potential update needs based on real-time data captured by the vehicle's sensors and provide a targeted loading strategy.

[0117] In a specific implementation, determining the abnormality corresponding to the vehicle's driving speed specifically includes:

[0118] The first step is to obtain the average speed of the vehicle during normal driving.

[0119] The second step is to subtract the driving speed from the mean speed to obtain the speed difference.

[0120] The third step is to divide the speed mean by 2 to obtain the speed comparison value.

[0121] The fourth step is to subtract the speed difference from the speed comparison value to obtain the intermediate speed value.

[0122] The fifth step is to input the intermediate speed value into the sign function to obtain the abnormality corresponding to the vehicle's driving speed.

[0123] In this embodiment, the mathematical expression of the abnormality corresponding to the vehicle's driving speed is:

[0124] (4)

[0125] Where, Indicates the abnormality corresponding to the vehicle's speed. represents the sign function, Indicates the real-time speed of the vehicle. It represents the average speed of the vehicle during normal driving. Indicates the middle speed value.

[0126] In actual applications, the abnormality degree corresponding to the vehicle's driving speed has three values, namely -1, 0, and 1. When the middle value of the speed is a negative number, the abnormality degree corresponding to the vehicle's driving speed is -1. When the middle value of the speed is zero, the abnormality degree corresponding to the vehicle's driving speed is 0. When the middle value of the speed is a positive number, the abnormality degree corresponding to the vehicle's driving speed is 1.

[0127] When the abnormality value corresponding to the vehicle's driving speed is -1, it indicates that the vehicle's driving speed is abnormal.

[0128] Furthermore, when the abnormality value corresponding to the vehicle's driving speed is -1, the user's instruction intention is likely to check the road conditions ahead. When the abnormality value corresponding to the vehicle's driving speed is 0 or 1, the user's instruction intention is likely to check the information around a target location.

[0129] When the user's instruction is to check the road conditions ahead, the data importance of the sub-data containing road condition information in the detailed map data of the remaining area to be loaded is set to the highest, and then the loading order of each sub-data is determined from high to low according to the data importance; the distance value between the theoretical position and the actual position of each sub-data in each area in the subsequent loading queue within the update range of the on-board electronic map is calculated, and the corresponding distance threshold is set for each sub-data according to the loading order of each sub-data, and the sub-data with a distance value greater than the corresponding distance threshold is loaded.

[0130] When the user's instruction is to view information around a target location, the data importance of the sub-data containing information around the target location in the detailed map data of the remaining area to be loaded is set to the highest, and then the loading order of each sub-data is determined from high to low according to the data importance; the distance value between the theoretical position and the actual position of each sub-data in each area in the subsequent loading queue within the update range of the vehicle electronic map is calculated, and the corresponding distance threshold is set for each sub-data according to the loading order of each sub-data, and the sub-data with a distance value greater than the corresponding distance threshold is loaded.

[0131] In practical applications, since the sub-data that are loaded earlier in the order are relatively more important, the distance threshold should be set to be smaller. Therefore, the specific values ​​of each distance threshold can be set from small to large according to the loading order.

[0132] After determining the preloading order and strategy, you can leverage the vehicle's multi-core processor to create corresponding high-precision data rendering processes. For example, you can create a road rendering thread and a terrain rendering thread. The road rendering thread is responsible for drawing the road network in the vehicle's electronic map, drawing the line style and color of different road levels based on the road data in the preloaded area. Meanwhile, the terrain rendering thread generates and renders a 3D terrain model based on the terrain data in the area to be loaded.

[0133] In practical applications, an efficient file system, such as FAT32, can be used to store map data, vehicle driving data, and various programs and configuration files required for system operation in the vehicle electronic map rendering process, and save them in a local database to facilitate data calls in the rendering process.

[0134] The rendering method for an in-vehicle electronic map proposed in an embodiment of the present invention uses key data such as vehicle speed and latitude and longitude coordinates to determine access weights for different areas of the in-vehicle electronic map. This method then uses these access weights, combined with the user's intent when issuing an active update command, to determine the order and strategy for preloading different areas of the in-vehicle electronic map, thereby achieving accurate rendering of at least some areas of the in-vehicle electronic map. Compared to traditional rendering solutions, this method dynamically adjusts the preloading strategy for different areas of the in-vehicle electronic map based on the vehicle's real-time behavior and user needs, enabling sufficient loading of data for key areas of the in-vehicle electronic map based on user needs, thereby improving the rendering quality of the in-vehicle electronic map.

[0135] Based on the same general inventive concept, the present invention also protects a rendering system suitable for an in-vehicle electronic map. The rendering system suitable for an in-vehicle electronic map provided by the present invention is described below. The rendering system suitable for an in-vehicle electronic map described below and the rendering method suitable for an in-vehicle electronic map described above can be referenced to each other.

[0136] like Figure 2 As shown, the rendering system for an in-vehicle electronic map provided by an embodiment of the present invention specifically includes:

[0137] The acquisition module 210 is used to acquire the driving speed and longitude and latitude coordinates of the vehicle during the driving process.

[0138] The first processing module 220 is configured to determine a first access criticality of an area corresponding to each latitude and longitude coordinate in each complete driving cycle according to the driving speed.

[0139] The second processing module 230 is configured to calculate the second access criticality of each area corresponding to each longitude and latitude coordinate in each complete operation path according to the first access criticality in all complete driving cycles in each complete operation path.

[0140] The third processing module 240 is configured to determine a third access criticality of each area in the vehicle-mounted electronic map according to all second access criticalities corresponding to the same area.

[0141] The fourth processing module 250 is configured to determine a preloading order and a preloading strategy for each region according to the third access criticality of each region.

[0142] The rendering module 260 is configured to render at least a portion of the vehicle-mounted electronic map according to the preloading sequence and preloading strategy.

[0143] Regarding the system in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated again here.

[0144] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the rendering method for an on-vehicle electronic map provided in the above-mentioned embodiments, the method comprising: obtaining the driving speed and longitude and latitude coordinates of the vehicle during driving; determining, based on the driving speed, a first access criticality of an area corresponding to each longitude and latitude coordinate in each complete driving cycle; calculating, based on the first access criticality in all complete driving cycles under each complete operating path, a second access criticality of an area corresponding to each longitude and latitude coordinate under each complete operating path; determining, based on all second access criticalities corresponding to the same area, a third access criticality of each area in the on-vehicle electronic map; determining, based on the third access criticality of each area, a preloading order and a preloading strategy for each area; and rendering at least part of the area in the on-vehicle electronic map according to the preloading order and the preloading strategy.

[0145] The device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate, and the components shown as modules may or may not be physical units, i.e., they may be located in one location or distributed across multiple network elements. Some or all of these modules may be selected based on actual needs to achieve the objectives of the present embodiment. Persons of ordinary skill in the art will be able to understand and implement the present invention without inventive effort.

[0146] Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented using software plus a necessary general-purpose hardware platform, or of course, hardware. Based on this understanding, the essence of the above technical solution, or the portion that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, or an optical disk, and includes a number of instructions for causing a computer device (such as a personal computer, server, or network device) to execute the methods described in each embodiment or certain portions of the embodiments.

[0147] It should be noted that the order in which the embodiments of the present invention are described above is for illustrative purposes only and does not necessarily represent the superiority or inferiority of the embodiments. The processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0148] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

Claims

1. A rendering method suitable for vehicle-mounted electronic maps, characterized in that: The method comprises: Obtain the vehicle's speed and latitude and longitude coordinates during driving; Determining, based on the driving speed, a first access criticality of an area corresponding to each latitude and longitude coordinate in each complete driving cycle; Calculate the second access criticality of each area corresponding to each longitude and latitude coordinate in each complete operation path based on the first access criticality in all complete driving cycles in each complete operation path; Determining the third access criticality of each area in the vehicle-mounted electronic map based on all second access criticalities corresponding to the same area; Determine the preloading order and preloading strategy of each area according to the third access criticality of each area; Rendering at least a portion of the vehicle-mounted electronic map according to the preloading sequence and the preloading strategy; Determining, based on the driving speed, a first access criticality of an area corresponding to each latitude and longitude coordinate in each complete driving cycle, including: Determine the occurrence frequency value of each latitude and longitude coordinate of the vehicle in each complete driving cycle; The user attention ratio is obtained by dividing the frequency of occurrence of each longitude and latitude coordinate by the sum of the vehicle's speed at the time of collection of each longitude and latitude coordinate and a preset non-zero constant value; The user attention ratio is normalized to obtain the first access criticality of the area corresponding to each longitude and latitude coordinate in each complete driving cycle.

2. The rendering method for an in-vehicle electronic map according to claim 1, characterized in that: Based on the first access criticality in all complete driving cycles under each complete operation path, the second access criticality of each latitude and longitude coordinate area under each complete operation path is calculated, including: The first access criticality of all complete driving cycles under each complete operation path is averaged to calculate the second access criticality of each area corresponding to each longitude and latitude coordinate under each complete operation path.

3. The rendering method for an in-vehicle electronic map according to claim 1, characterized in that: Based on the third access criticality of each region, the preloading order and preloading strategy of each region are determined, including: Calculate the access weight value of each area based on the third access criticality of each area; Determining the preloading order and data loading queue corresponding to each area in the vehicle-mounted electronic map according to the access weight value; A preloading strategy for each area is determined based on the data loading queue.

4. The rendering method for an in-vehicle electronic map according to claim 3, characterized in that: The data loading queue includes a priority loading queue and a subsequent loading queue; Determining the preloading order and data loading queue corresponding to each area in the vehicle-mounted electronic map according to the access weight value includes: Determining the preloading order corresponding to each area in the vehicle-mounted electronic map according to the order of the access weight values ​​from large to small; Compare the access weight value of each area with the preset weight threshold to obtain a comparison result; The data corresponding to the area whose access weight value is higher than the preset weight threshold according to the comparison result is divided into a priority loading queue; The data corresponding to the area whose comparison result shows that the access weight value is less than or equal to the preset weight threshold is divided into a subsequent loading queue.

5. The rendering method for vehicle-mounted electronic maps according to claim 4, characterized in that: Determine the preloading strategy for each area based on the data loading queue, including: When the user does not issue an active update instruction and the vehicle does not travel to any area in the subsequent loading queue, the preloading strategy is determined to be the first loading strategy; the first loading strategy includes: loading detailed map data in the area in the priority loading queue, and loading basic map outline data in the area in the subsequent loading queue; When the user does not issue an active update instruction and the vehicle travels to any area in the subsequent loading queue, the preloading strategy is determined to be the second loading strategy. The second loading strategy includes: determining the data importance of each sub-data in the detailed map data in each area in the subsequent loading queue; determining the loading order of each sub-data according to the data importance from high to low; calculating the distance between the theoretical position and the actual position of each sub-data in each area in the subsequent loading queue within the update range of the on-board electronic map, and setting a corresponding distance threshold for each sub-data according to the loading order of each sub-data, and loading the sub-data with a distance greater than the corresponding distance threshold; When the user issues an active update instruction, the preloading strategy is determined to be a third loading strategy; the third loading strategy includes: determining an abnormality corresponding to the vehicle's driving speed, and determining the user's instruction intention based on the abnormality; setting the data importance of some sub-data in the detailed map data in each area in the subsequent loading queue based on the user's instruction intention; determining the loading order of each sub-data from high to low according to the data importance; calculating the distance between the theoretical position and the actual position of each sub-data in each area in the subsequent loading queue within the update range of the on-board electronic map, and setting corresponding distance thresholds for each sub-data based on the loading order of each sub-data, and loading sub-data with a distance value greater than the corresponding distance threshold.

6. The rendering method for an in-vehicle electronic map according to claim 5, characterized in that: Determine the abnormality corresponding to the vehicle's driving speed, including: Obtain the average speed of the vehicle during normal driving; Subtracting the driving speed from the speed average to obtain a speed difference; Divide the speed mean by 2 to obtain a speed comparison value; Subtracting the speed difference from the speed comparison value to obtain a speed intermediate value; The intermediate speed value is input into a sign function to obtain the abnormality degree corresponding to the vehicle's running speed.

7. A rendering system suitable for vehicle-mounted electronic maps, characterized in that: The system comprises: An acquisition module is used to obtain the vehicle's speed and latitude and longitude coordinates during its travel; a first processing module, configured to determine, based on the driving speed, a first access criticality of an area corresponding to each latitude and longitude coordinate in each complete driving cycle; The second processing module is configured to calculate the second access criticality of each area corresponding to each latitude and longitude coordinate in each complete operation path based on the first access criticality in all complete driving cycles in each complete operation path; a third processing module, configured to determine a third access criticality of each area in the vehicle-mounted electronic map based on all second access criticalities corresponding to the same area; A fourth processing module, configured to determine a preloading order and a preloading strategy for each region based on the third access criticality of each region; a rendering module, configured to render at least a portion of the vehicle-mounted electronic map according to the preloading sequence and the preloading strategy; Determining, based on the driving speed, a first access criticality of an area corresponding to each latitude and longitude coordinate in each complete driving cycle, including: Determine the occurrence frequency value of each latitude and longitude coordinate of the vehicle in each complete driving cycle; The user attention ratio is obtained by dividing the frequency of occurrence of each longitude and latitude coordinate by the sum of the vehicle's speed at the time of collection of each longitude and latitude coordinate and a preset non-zero constant value; The user attention ratio is normalized to obtain the first access criticality of the area corresponding to each longitude and latitude coordinate in each complete driving cycle.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the rendering method applicable to an in-vehicle electronic map according to any one of claims 1 to 6 is implemented.

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