Track line correction method, device and equipment and computer storage medium

Abstract

The embodiment of the invention discloses a track line correction method, device and equipment and a computer storage medium, and the method comprises the steps: when a vehicle displays a track line generated based on navigation information, the track line is updated based on the geometrical characteristics of a lane of a real road in front of the vehicle, so as to improve the space consistency of the track line and the real road.

Description

Technical Field

[0001] Embodiments of the present disclosure relate to the technical field of head-up display, and in particular, to a method, device, equipment, and computer storage medium for correcting a track line. Background Art

[0002] With the development of autonomous driving technology, a head-up display (HUD) has become an increasingly important component in modern vehicles. The HUD system can project navigation information, track lines, warning information, etc. into the driver's field of view, thereby improving driving safety and user experience.

[0003] However, existing HUD systems mainly rely on vehicle positioning systems (such as GPS) and track lines generated by navigation to display the driving direction. This method is limited by the error of the positioning signal, resulting in insufficient accuracy of the track line display, which affects the driving experience and safety. Summary of the Invention

[0004] In view of this, embodiments of the present disclosure are expected to provide a method, device, equipment, and computer storage medium for correcting a track line, which can solve the technical problem of insufficient accuracy of track line display in the prior art.

[0005] The technical solution of the embodiments of the present disclosure is implemented as follows: In a first aspect, an embodiment of the present disclosure provides a method for correcting a track line, including: when a vehicle displays a track line generated based on navigation information, updating the track line based on the lane geometric features of the real road in front of the vehicle to improve the spatial consistency between the track line and the real road.

[0006] In a second aspect, an embodiment of the present disclosure provides a device for correcting a track line, including: an updating module, configured to update the track line based on the lane geometric features of the real road in front of the vehicle when the vehicle displays a track line generated based on navigation information, so as to improve the spatial consistency between the track line and the real road.

[0007] In a third aspect, an embodiment of the present disclosure provides an electronic device, which includes: a processor and a memory; the processor is configured to execute instructions stored in the memory to implement the method for correcting a track line in the first aspect.

[0008] In a fourth aspect, an embodiment of the present disclosure provides a computer storage medium, which stores at least one instruction, and the at least one instruction is used to be executed by a processor to implement the method for correcting a track line as in the first aspect.

[0009] Embodiments of the present disclosure provide a method, apparatus, device, and computer storage medium for track line correction; by introducing a dynamic update mechanism based on the geometric features of real road lanes, the spatial matching accuracy between the track line and the physical environment is effectively improved. This method captures and analyzes the geometric features of the real road in the lane in front of the vehicle, and directly uses the road physical information to perform online correction on the track line generated by the navigation. It avoids the cumulative error problem caused by the traditional solution's reliance on offline maps and positioning signals, enabling the track line to adapt to the immediate changes in the road morphology. Through spatial consistency enhancement processing, the display of the track line is dynamically synchronized with the real road direction perceived by the driver's vision, significantly reducing the cognitive conflict caused by virtual image misalignment and providing an accurate visual guidance basis for driving decisions in complex road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 FIG. is a schematic diagram of the composition of an in-vehicle system provided by the present disclosure.

[0011] Figure 2 FIG. is an exemplary top view of a vehicle provided by the present disclosure.

[0012] Figure 3 FIG. is an exemplary perspective view from the driver's seat of a vehicle provided by the present disclosure.

[0013] Figure 4 FIG. is a schematic diagram of the architecture of a head-up display device provided by the present disclosure.

[0014] Figure 5 FIG. is a schematic diagram of track line deviation provided by the present disclosure.

[0015] Figure 6 FIG. is a flowchart of a track line correction method provided by an embodiment of the present disclosure.

[0016] Figure 7 FIG. is a schematic diagram of a lane center line provided by an embodiment of the present disclosure.

[0017] Figure 8 FIG. is a comparison schematic diagram of a track line and a lane center line provided by an embodiment of the present disclosure.

[0018] Figure 9 FIG. is a schematic diagram of a track line before correction provided by an embodiment of the present disclosure.

[0019] Figure 10 FIG. is a schematic diagram of a track line after correction provided by an embodiment of the present disclosure.

[0020] Figure 11 FIG. is a schematic diagram of the end point of a lane center line and the corresponding point provided by an embodiment of the present disclosure.

[0021] Figure 12Schematic diagram of an extended transition trajectory provided by an embodiment of the present disclosure.

[0022] Figure 13 Schematic diagram of another extended transition trajectory provided by an embodiment of the present disclosure.

[0023] Figure 14 Schematic diagram of extending the center line of a lane provided by an embodiment of the present disclosure.

[0024] Figure 15 Schematic diagram of the display of a track line before update provided by an embodiment of the present disclosure.

[0025] Figure 16 Schematic diagram of the display of a track line after update provided by an embodiment of the present disclosure.

[0026] Figure 17 Schematic diagram of another extension of the center line of a lane provided by an embodiment of the present disclosure.

[0027] Figure 18 Schematic diagram of a steering identifier provided by an embodiment of the present disclosure.

[0028] Figure 19 Schematic diagram of a track line that has not been corrected based on the steering identifier provided by an embodiment of the present disclosure.

[0029] Figure 20 Schematic diagram of a track line corrected based on the steering identifier provided by an embodiment of the present disclosure.

[0030] Figure 21 Comparison diagram of track lines before and after correction based on the steering identifier provided by an embodiment of the present disclosure.

[0031] Figure 22 Schematic diagram of the deviation of the track line caused by the vehicle's head orientation provided by an embodiment of the present disclosure.

[0032] Figure 23 Schematic diagram of a track line before correction not based on the distance between the vehicle and the intersection to be turned provided by an embodiment of the present disclosure.

[0033] Figure 24 Schematic diagram of a track line before correction based on the distance between the vehicle and the intersection to be turned provided by an embodiment of the present disclosure.

[0034] Figure 25 Schematic diagram of the structure of a track line correction device provided by an embodiment of the present disclosure.

[0035] Figure 26 Schematic diagram of the structure of an electronic device provided by an embodiment of the present disclosure.

[0036] Through the above-mentioned accompanying drawings, specific embodiments of the present disclosure have been shown, and will be described in more detail hereinafter. These drawings and the written description are not intended to limit the scope of the concept of the present disclosure in any way, but to illustrate the concept of the present disclosure to those skilled in the art by referring to specific embodiments. Detailed Embodiments

[0037] Example embodiments will now be described more fully with reference to the accompanying drawings. However, the example embodiments can be implemented in various forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be more complete and comprehensive, and will fully convey the concept of the example embodiments to those skilled in the art. The features, structures, or characteristics described may be combined in any suitable manner in one or more embodiments.

[0038] In addition, the accompanying drawings are only schematic illustrations of the present disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and thus their repeated description will be omitted. Some of the block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in the form of software, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0039] Figure 1 A schematic diagram of the composition of a vehicle-mounted system provided for the present disclosure. As Figure 1 shown, the vehicle equipped with the system 100 can be any type of vehicle, including but not limited to various types of cars, car-based utility vehicles (CUVs), sport utility vehicles (SUVs), trucks, recreation vehicles (RVs), or other mobile machines for transporting people or goods.

[0040] In many cases, the vehicle equipped with the system 100 can be powered by an internal combustion engine. As another possibility, the vehicle equipped with the system 100 can be a hybrid electric vehicle (HEV) powered by both an internal combustion engine and one or more electric motors, such as a series hybrid electric vehicle (SHEV), a plug-in hybrid electric vehicle (PHEV), or a power-split hybrid electric vehicle (PSHEV). As another possibility, the vehicle equipped with the system 100 can also be an electric vehicle (EV) that uses an electric motor as a power source, or other mobile machinery for transporting people or goods. In the following content of this specification, the vehicle equipped with the in-vehicle system 100 is referred to as the present vehicle.

[0041] As Figure 1 shown, the in-vehicle system 100 includes: a navigation subsystem 110, a group of environment detection devices 120 that acquire the environment where the vehicle is located during vehicle travel, a group of vehicle travel state detection devices 130, a data processing unit 140, a display control unit 150, and a display unit 160. The above-mentioned components or device groups are coupled together through a communication bus 12. In some examples, the communication bus 12 is used for connection communication between the above-mentioned components or device groups, such as a controller area network (CAN), a local interconnect network (LIN), a FlexRay bus, a media Oriented systems transport (MOST) bus, in-vehicle Ethernet, etc. It should be noted that Figure 1 only a part of the in-vehicle system 100 is shown, rather than all of the components of the in-vehicle system 100.

[0042] In Figure 1Among them, the navigation subsystem 110 includes: a positioning device 111 and a map information storage device 112. Among them, the positioning device 111 can locate the position of the vehicle based on positioning systems such as the Global Positioning System (GPS), the Beidou system, the GLONASS system, the Galileo system, the Quasi-Zenith Satellite System (QZSS), and the Indian Regional Navigation Satellite System (IRNSS), and obtain the position information of the vehicle. The map information storage device 112 stores map information, can obtain a navigation path to the destination according to the position information obtained from the positioning device 111, and display the position information and the navigation path in a map application.

[0043] In Figure 1 Among them, the environmental detection device group 120 may include an in-vehicle communication device 121, a radar 122, a laser rangefinder 123, and a camera 124. These devices can obtain environmental information indicating the surrounding environmental conditions of the vehicle.

[0044] The in-vehicle communication device 121 can communicate wirelessly with one or more devices directly or via a communication network. These devices that can communicate with the in-vehicle communication device 121 can be other vehicles, roadside machines or roadside platforms, or mobile terminal devices used by the passengers in the vehicle.

[0045] In some examples, the in-vehicle communication device 121 can communicate using various wireless communication systems, such as the Wideband Code Division Multiple Access (WCDMA) mobile communication system, the Evolved Universal Terrestrial Radio Access Network (E-UTRAN) system, the Next Generation Radio Access Network (NG-RAN) system, the Long Term Evolution (LTE) system, the Worldwide Interoperability for Microwave Access (WiMAX) communication system, the future 5th Generation (5G) system, such as the New Radio Access Technology (NR), and future communication systems, such as the 6G system.

[0046] In some examples, the in-vehicle communication device 121 can also communicate with a wireless local area network (WLAN) using WiFi. In some embodiments, the in-vehicle communication device 121 can also directly communicate with devices using an infrared link, Bluetooth, or ZigBee. In some examples, the in-vehicle communication device 121 can also communicate using other wireless protocols.

[0047] The radar 122 is used to sense objects within the surrounding environment of the vehicle and can also be used to sense the speed and / or forward direction of these objects. In some examples, the radar 122 can rely on electromagnetic waves or lasers as a medium and detect objects based on the time-of-flight (TOF) method or the phase-shift method, and detect the position of the detected object, the distance to the detected object, and the relative speed. In some examples, in order to be able to detect objects located in front of, behind, or to the side of the vehicle, the radar 122 can be configured at an appropriate position outside the vehicle.

[0048] The laser rangefinder 123 can use lasers to sense objects in the environment where the vehicle is located. In some embodiments, the laser rangefinder 123 can include one or more laser sources, a laser scanner, and one or more detectors, as well as other system components.

[0049] The camera 124 can be used to capture multiple images of the surrounding environment of the vehicle. The camera 124 can be a static camera or a video camera. In some examples, in order to obtain an external image of the vehicle, the camera 124 can be located at an appropriate position outside the vehicle. For example, in order to obtain an image in front of the vehicle, the camera 124 can be configured close to the front windshield inside the vehicle. Alternatively, the camera 124 can be configured around the front bumper or radiator grille. In some examples, in order to obtain an image behind the vehicle, the camera 124 can be configured close to the rear window glass inside the vehicle. Alternatively, the camera 124 can be configured around the rear bumper, trunk, or tailgate. In some examples, in order to obtain an image of the side of the vehicle, the camera 124 can be configured close to at least one of the side windows inside the vehicle. Alternatively, the camera 124 can be configured around the side mirror, fender, or door.

[0050] In Figure 1In [the above situation], the vehicle driving state detection device group 130 may include: a steering angle sensor 131 for detecting the steering angle of the vehicle itself, a vehicle speed sensor 132 for detecting the driving speed of the vehicle itself, and an acceleration sensor 133 for detecting the acceleration applied to the vehicle itself. In some examples, as shown by the dashed box, it may further include an inertial sensor 134 for detecting the position and orientation changes of the vehicle itself based on inertial acceleration, and the inertial sensor 134 may be a combination of the acceleration sensor 133 and a gyroscope in the specific implementation process.

[0051] In Figure 1 [the above situation], the data processing unit 140 may be implemented as a computing system having a memory, a processor, an input / output interface, and a bus connecting these components. In some examples, the data processing unit 140 causes the processor to execute multiple commands through program instructions stored in the memory to process the data obtained by the navigation subsystem 110, the environment detection device group 120, and the vehicle driving state detection device group 130. In some examples, the data processing unit 140 may also control the driving of the vehicle itself partially or entirely based on the processed data.

[0052] In Figure 1 [the above situation], as shown by the dashed box, the display control unit 150 and the display unit 160 may be the main body of a Head Up Display (HUD) device 170. The display control unit 150 may, after receiving the data processed by the data processing unit 140, or after receiving the data obtained by the navigation subsystem 110, the environment detection device group 120, and the vehicle driving state detection device group 130, process the received data to obtain display information that needs to be displayed, and project the display information onto the windshield of the vehicle itself through the display unit 160 for display.

[0053] Combined with Figure 2 the exemplary top view of the vehicle itself shown in Figure 3 and the exemplary perspective view from the driver's seat of the vehicle itself shown in

[0054] In Figure 3 [the above situation], the windshield 204 is visually located above the vehicle instrument panel 206. The driver can turn the steering wheel 210 in the passenger compartment 208 to steer the vehicle, such as changing lanes, merging, and parking the vehicle. In some embodiments, the steering wheel 210 may be retractable or omitted.

[0055] The HUD device 170 projects display information (e.g., a virtual image) onto a part of the windshield 204 through one or more holes (such as hole 216) in the instrument panel 206. Although Figure 3An example size of the display information is shown, but the display information can be presented on a larger or smaller area. Examples of the display information include various vehicle information, such as the current vehicle speed, the current gear of the vehicle transmission, the engine speed, the direction of the vehicle, the current infotainment system settings, and / or other vehicle information. The head-up display device 170 provides information to the vehicle driver without the driver having to shift their line of sight away from the object in front of the vehicle.

[0056] Refer to Figure 4 An exemplary implementation architecture of the head-up display device 170 shown, the display control unit 150 generates a signal 412 based on the data processed by the data processing unit 140, or the data 420 transmitted by the navigation subsystem 110, the environmental detection device group 120, and the vehicle driving state detection device group 130. In some examples, the display control unit 150 may be an electronic device including a central processing unit (CPU), a memory, a communication interface, and a bus, wherein the CPU, the memory, and the communication interface are communicatively connected to each other by the bus. A display control program is stored in the memory, and the central processing unit executes the display control program to implement the functions described above regarding the display control unit 150 and perform the display control processing described later in this disclosure.

[0057] The display unit 160 may include: a light source 161 and an optical path component 162. The light source 161 outputs light (such as a virtual image) based on the signal 412 from the display control unit 150 for display on the windshield 204. For example, the light source 161 may include one or more lasers and output red, green, and blue light.

[0058] The optical path component 162 can reflect the output of the light source 161 to the windshield 204 through the hole 216. A viewer (e.g., the driver) can view the display information in the display area where the display information is projected onto the windshield 204. In some examples, the optical path component 162 may include one or more reflecting mirrors (plane mirrors) and concave mirrors (magnifying glasses). The output of the light source 161 is refolded by the reflecting mirror and magnified by the concave mirror and then reflected to the windshield 204 to form a virtual image 40 that can be visually observed by the driver. The visual effect presented by the virtual image 40 is that the virtual image 40 is projected onto a projection plane 41 at a set distance in front of the vehicle, but passes through the projection plane 41 and the real environment remains visible. In some examples, the optical path component 162 can also be omitted, and the light source 161 can directly project the display information onto the windshield 204 to form a virtual image 40 on the projection plane 41.

[0059] Combined with the foregoing Figures 1 to 4As shown, the display control unit 150 determines the direction information of the vehicle's driving trajectory based on the position information of the vehicle provided by the navigation subsystem 110 and the navigation path, so as to generate a track line, and projects the track line onto the windshield 204 through the display unit 160. According to the guidance of the track line, the driver can drive the vehicle along the guided road to the destination.

[0060] In complex urban roads or signal shielding areas, the positioning system is prone to deviation, resulting in an obvious misalignment between the track line 50 and the real road, as Figure 5 shown, the track line 50 cannot match the real road during the display process; the lag in the update of map data makes it impossible to timely reflect the changes in temporary roads, further exacerbating the display error.

[0061] Based on this, the present disclosure first provides a method for correcting a track line, which can be executed by the aforementioned head-up display device 170, and in particular can be executed by the display control unit 150 in the aforementioned head-up display device 170. As Figure 6 shown, the track line correction method includes steps S610 to S620.

[0062] In step S610, the lane geometric features of the real road in front of the vehicle are acquired; In some examples, the vehicle forward vision perception system can continuously capture a sequence of road surface images of the real road in the traveling direction of the vehicle at a fixed sampling frequency through a camera module installed inside the windshield or at the front end of the vehicle body as lane image information. Then, the lane geometric features of the real road are acquired according to the above lane image information.

[0063] The lane geometric features refer to the morphological attributes of lane lines and ground markings extracted from the lane image information of the real road through image analysis techniques, and may include structured information such as the curvature change of the lane boundary, the gradual change rule of the lane width, and the spatial orientation of the ground guiding arrow.

[0064] In step S620, when the vehicle displays a track line generated based on navigation information, the track line is updated based on the lane geometric features of the real road in front of the vehicle to improve the spatial consistency between the track line and the real road.

[0065] When the vehicle displays the initial track line 50 generated by the navigation system, the lane geometric features of the real road in front of the vehicle can be captured in real time through the vehicle-mounted vision perception unit. Then, the track line 50 is updated according to the above lane geometric features.

[0066] Among them, the spatial consistency can be the degree of coincidence between the upper track line 50 displayed on the HUD by the vehicle and the real road, that is, the matching degree between the track line 50 and the above real road. For example, when the track line 50 completely coincides with the lane center line 70 of the real road, the matching degree is 100%. The closer the track line 50 is to the lane center line 70 of the real road, the higher the matching degree and the higher the coincidence degree.

[0067] It should be noted that the lane center line 70 is a curve formed by the center points of each position of the lane of the real road. Any continuous line can be called a curve, which can include straight lines, broken lines, line segments, arcs, etc.

[0068] The track line correction method provided by the embodiments of the present disclosure effectively improves the spatial matching accuracy between the track line 50 and the physical environment by introducing a dynamic update mechanism based on the geometric characteristics of the real road lanes. This method captures and analyzes the geometric characteristics of the real road lanes in front of the vehicle, and directly uses the road physical information to perform online correction on the track line 50 generated by the navigation. It avoids the cumulative error problem caused by the traditional scheme relying on offline maps and positioning signals, enabling the track line 50 to adapt to the immediate changes in the road morphology. Through the spatial consistency enhancement process, the display of the track line 50 is dynamically synchronized with the real road orientation perceived by the driver's vision, significantly reducing the cognitive conflict caused by virtual image misalignment, and providing an accurate visual guidance basis for driving decisions in complex road conditions.

[0069] In some examples, the environmental information capture can be achieved through an image acquisition module integrated in the vehicle's forward sensing unit. This module is equipped with a high-sensitivity optical lens, and continuously obtains the real-scene image data of the real road as lane image information through a multi-frame synchronous sampling mechanism. The collected lane image information completely covers the road plane area within a preset range in front of the vehicle. The preset range can be 50 meters, 60 meters, etc., or can be customized according to user needs, which will not be elaborated in this example implementation manner.

[0070] In the actual operation scenario, the lane image information is composed of the visual features of the road surface in consecutive frames, which not only includes the parallel boundary features of the standard lane lines, but also covers the geometric contour information of the ground guiding arrows, as well as the auxiliary markings such as the combination of solid and dashed lines and deceleration markings that appear in special sections. In some examples, the acquisition range of the lane image information can also be dynamically configured according to the actual application scenario requirements. For example, the capture sensitivity of the ground markings at complex intersections is extended in urban roads, and the tracking ability of the long-distance lane line continuity is enhanced in highway scenarios.

[0071] After the lane image information is collected, a preprocessing process can be adopted to optimize the feature recognizability of the lane image information. Specifically, in the preprocessing stage, a color space conversion operation is first performed to convert the original RGB format image into a grayscale image, so as to improve the operation efficiency of edge detection by eliminating the interference of chromaticity information. Subsequently, the Canny edge detection algorithm with an adaptive threshold is used to effectively suppress the pseudo-edge signals generated by noises such as road surface reflection and oil stains while retaining the sharp edge features of the lane lines, thereby obtaining a binary edge image. It should be noted that the specific algorithm of the edge detection algorithm can be customized according to user needs and will not be elaborated in this exemplary embodiment.

[0072] After obtaining the above binary edge image, morphological processing can be used to remove noises to obtain an image including main features such as lane lines and arrows. Then, feature extraction can be performed on the image, such as using the Hough transform to detect the straight line features in the image to identify the lane lines, and detecting the ground arrows through template matching or other image recognition algorithms. Then, in combination with the current position information of the vehicle and the calibration parameters of the camera, the projection algorithm can be used to convert the lane lines and arrows in the image into the vehicle coordinate system, and calculate their relative positions and angles with respect to the vehicle. The specific conversion method is as follows:

[0073] Among them, R is the rotation matrix, T is the translation vector, [Ximg, Yimg, Zimg] is the image coordinate, and [Xcar, Ycar, Zcar] is the coordinate in the vehicle coordinate system. Using the above projection algorithm can convert the points on the coordinate into the vehicle coordinate system. Among them, the vehicle coordinate system can take the geometric center of the vehicle as the origin, the vehicle length direction as the X axis, the vehicle width direction as the Y axis, and the vehicle height direction as the Z axis. Optionally, the specific position of the coordinate origin can be customized according to requirements and will not be elaborated here.

[0074] After the above conversion, the point sets of the lane line map and the arrow map in the vehicle coordinate system can be obtained.

[0075] The above lane geometric features can be determined based on the point sets corresponding to the lane line map and the arrow map in the vehicle coordinate system. In some examples, the lane geometric features may include the lane center line 70, and the above track line 50 can be updated according to the above lane center line 70.

[0076] Among them, when obtaining the lane center line 70, first, the coordinate point set data of the lane lines in the real road can be obtained according to the external camera, and the lane lines on the left and right sides of the vehicle can be found according to the coordinate relationship of each lane line, and the point set data of the lane center line 70 corresponding to the lane can be obtained based on these two lane lines; When it is detected that the number of left and right lane line point sets is equal and regularly distributed, a point-to-point mapping relationship can be established. Coordinate averaging operations are performed on each pair of corresponding points to generate a center line point set, where the coordinates of each center point are the arithmetic means of the coordinates of the corresponding points on the left and right lane lines. This method is applicable to scenarios where the lane line morphology is complete and the left and right boundaries are symmetric.

[0077] When the number of left and right lane line point sets is inconsistent or there are morphological differences, curve fitting techniques can be used to smooth the two side point sets. In specific implementation, the left and right lane line point sets are respectively fitted into continuous curves through mathematical methods, corresponding sampling points are generated at the same parameter intervals, and then coordinate averaging calculations are performed on the sampling points. This method can effectively solve the situations of local defects or inconsistent bending degrees of lane lines.

[0078] When there are spatial misalignments or partial missing in the left and right lane line point sets, the nearest neighbor matching strategy can be adopted. For each point on the left lane line, the corresponding point with the shortest distance in the right lane line is found through spatial search methods, and valid point pairs are generated under the condition of meeting the preset distance threshold, and then the center point coordinates are calculated. This method is applicable to complex road environments such as construction sections or worn road markings.

[0079] It should be noted that, as Figure 7 shown, the lane center line 70 is a curve formed by the center points at each position of the lane of the real road. Any continuous line can be called a curve, which can include straight lines, broken lines, line segments, arcs, etc. After obtaining the above-mentioned lane center line 70, the track line 50 can be updated based on the above-mentioned lane center line 70. Specifically, the length of the track line 50 generated according to the navigation information is usually greater than the length of the lane center line 70 generated after the vehicle camera captures. The lane center line 70 is extended according to the track line 50 outside the geometric coverage range of the lane center line 70 to obtain the updated track line 50.

[0080] Among them, the track line 50 outside the above-mentioned geometric coverage range can include the track line 50 in the area that cannot be covered by the above-mentioned lane center point. Specifically, it can include the track line 50 after the points with the same ordinate value as the ordinate value of the lane center line 70 in the vehicle coordinate system, or it can refer to the part of the track line 50 after the track line 50 is longer than the total length of the lane center line 70. It can also be customized according to user needs and will not be elaborated in this exemplary embodiment.

[0081] For example, referring to Figure 8 shown, during the turning process of the vehicle, there may be a situation where the track line 50 generated according to the navigation information is inconsistent with the ideal track line. Optionally, the ideal track line 50 is the lane center line 70. Specifically, for example, it can be compared Figure 9 and Figure 10, compare the track line 50 given by the navigation with the set of points of the currently obtained lane center line 70. Take out the respective lateral coordinates at multiple identical or similar longitudinal coordinate positions on the set of points, and calculate the deviation of the lateral coordinates. If the deviation value is greater than the preset value, the track line 50 needs to be adjusted based on the lane center line 70. If the deviation is less than or equal to the preset value, directly use the original track line 50 data without further processing.

[0082] Fit the set of points of the lane center line 70 to a trend such as a Bezier curve or a nurbs curve. Since usually the longitudinal length of the guiding track line 50 given by the navigation is greater than the length of the external lane lines recognized by the camera (the usually recognizable maximum distance is about 50 m), in order to ensure the length of the final output result, re-obtain values at the corresponding positions on the curve according to each longitudinal coordinate in the set of points of the track line 50 to generate a temporary set of track points. Compare the original track line 50 with the temporary track line to determine whether they will generate an intersection point or have an intersection trend in the distance.

[0083] If there is an interaction, the corresponding point of the end point of the lane center line 70 on the track line 50 can be determined first. Among them, the corresponding point can be the point on the track line 50 with the same ordinate as the above end point in the vehicle coordinate system, or the corresponding point corresponding to the position on the track line 50 with the same length as the lane center line 70. The determination method of the corresponding point can be customized according to user needs and will not be elaborated in the implementation manner of this example.

[0084] After determining the above corresponding point, according to the path form parameters of the track line 50 from the above corresponding point to the end of the track line 50, fit the extended transition trajectory from the end point of the lane center line 70 to the end of the track line 50.

[0085] Among them, the path form parameters can be the bending direction, curvature, etc. of the track line 50 from the corresponding point to the end of the track line 50, and other parameters can also be included, which will not be elaborated in the implementation manner of this example.

[0086] When fitting the above extended transition trajectory, multiple extension points can be determined first. The end point of the lane center line 70 and the end point of the track line 50 can be used as extension points, and then at least one extension point can be obtained in the middle to fit the extended transition trajectory based on the extension points.

[0087] Refer to Figure 11 , find the relative point on the original track line 50 according to the ordinate at the end point of the lane center line 70, record the coordinate information of this point and name this point t1, take out the end point of the track line 50, record the coordinate information of the point and name this point t2, and calculate the lateral coordinate difference Sy and the longitudinal coordinate difference Sx between t1 and t2 respectively; set the extension point for the lane center line 70 according to the above point data.

[0088] For example, referring to Figure 12 and Figure 13 , four extension points can be used to determine the fitting of the above-mentioned extended transition trajectory. The four extension points are the first extension point P1, the second extension point P2, the third extension point P3, and the fourth extension point P4, where: At the above-mentioned first extension point P1 is the terminal of the lane center line 70. The ordinate of the second extension point P2 is the ordinate of the lane line end + one-third Sx, and the abscissa is the abscissa corresponding to this ordinate on the track line 50 minus Sy; the ordinate of the third extension point P3 is the ordinate of the lane line end + two-thirds Sx; the abscissa is the abscissa corresponding to this ordinate on the track line 50 minus one-half Sy; the fourth extension point P4 is the end of the track line 50.

[0089] After obtaining the above-mentioned extended trajectory line, referring to Figure 14 , the above-mentioned extended trajectory line can be connected to the lane center line 70 to form an updated track line 50. Referring to Figure 15 and Figure 16 , it can be seen that the updated track line 50 fits the actual road better.

[0090] It should be noted that when obtaining the abscissa and ordinate of the extension point, the abscissa and ordinate of the extension point can also be adjusted according to the above-mentioned bending direction and completeness. Specifically, during the adjustment of the coordinates of the extension point of the extended transition trajectory, the system dynamically corrects based on the bending direction and curvature parameter of the track line 50 between the terminal of the track line 50 and the corresponding point. The bending direction is defined by the sign attribute of the horizontal coordinate difference Sy: when Sy is positive, it means that the end of the track line 50 is shifted to the right relative to the end of the lane center line 70, and the negative value corresponds to a left shift. The curvature is quantified by the ratio of Sy to Sx, specifically manifested as the percentage of the horizontal offset at the terminal of the track line 50 in the longitudinal extension distance. For example, if Sy / Sx = 0.2, it means a 20% horizontal curvature.

[0091] The specific adjustment method can be as follows: For the adjustment of the abscissa of the second extension point P2, when a rightward bend is detected, the system magnifies the basic value of Sy in the original calculation formula according to the curvature ratio. For example, in a sharp bend scenario where Sy / Sx ≥ 0.3, the horizontal offset of this point is corrected to 1.2 times the original value; for a leftward bend, the adjustment coefficient is reduced in the opposite direction. The abscissa correction of the third extension point P3 adopts a gradient attenuation strategy, and its adjustment amplitude decreases with the increase of the longitudinal distance. Specifically, it is manifested as replacing the fixed ratio of one-half Sy with a dynamic coefficient related to Sx, such as 0.5Sy×(1 - Sx / Sx_max). That is to say, the abscissa of the third extension point P3 is the abscissa corresponding to this ordinate on the track line 50 minus 0.5Sy×(1 - Sx / Sx_max), so as to ensure the curvature gradient change characteristic of the extended trajectory.

[0092] In some examples, during the process of updating the above-mentioned track line 50 according to the lane center line 70, two feature points can be first obtained at the farthest distance from the vehicle on the lane center line 70, and two matching points corresponding to the two feature points on the track line 50 are determined; then the target angle a between the sub-track line after the matching points in the vehicle driving direction and the straight line where the two matching points are located is determined; then the sub-track line is intercepted as the extended track line 50, and the extended track line 50 is connected to the lane center line 70 based on the target angle a, so that the included angle between the extended track line 50 and the straight line where the two feature points are located is equal to the target angle a within the threshold range; finally, the lane center line 70 and the extended track line 50 are used as the updated track line 50.

[0093] Specifically, referring to Figure 17 , during the update process of the track line 50, two feature points can be first extracted from the end of the lane center line 70, denoted as d1 and d2, where the two feature points are the last two key points in the lane center line 70, and two matching points with the same longitudinal coordinates on the track line 50 are denoted as h1 and h2. Subsequently, the direction vectors of the lane center line 70 from point d1 to d2 and the direction vectors of the track line 50 from point h1 to h2 are calculated respectively, and the course deviation angle between the two is analyzed through the vector included angle to quantify the difference in track morphology, and the target angle a between the sub-track line after the matching points in the vehicle driving direction and the straight line where the two matching points are located is determined.

[0094] Next, taking the point h2 on the track line 50 as the truncation point, the subsequent track line 50 is divided into a sub-track line to be adjusted. Based on the direction deviation angle and the spatial coordinate difference, the translation parameter and the rotation angle are calculated, the sub-track line is used as the extended track line 50, and the whole is translated to the position of the lane center line 70 point d2, and rotated and adjusted around this point based on the deviation angle and the spatial coordinate vehicle, so that the direction of the extended track line 50 is aligned with the end direction of the lane center line 70, that is, the included angle between the connected extended track line 50 and the straight line where the two feature points are located is equal to the target angle a within the threshold range. Finally, the adjusted sub-segment and the original lane center line 70 are spliced in the longitudinal order, and the track points in the splicing area are smoothed through an interpolation algorithm to generate a new track line 50 with continuous curvature as the updated track line 50, ensuring its smooth transition with the lane geometric features in the extended section and eliminating track jumps or angle mutations.

[0095] It should be noted that the specific method of the smoothing process can be customized based on user needs, and the specific method can refer to related technologies and will not be elaborated in this example embodiment.

[0096] In some examples, lane geometric features may also include the lane in which the vehicle is currently located and the ground guiding signs on the real road. The ground guiding signs may include the steering arrows on the ground of all lanes that the vehicle can collect.

[0097] During the update process of the track line 50, with reference to Figure 18 , consistency detection can be performed by comparing the navigation steering instruction with the steering attribute of the current lane. When a direction conflict is detected between the steering instruction (such as "go straight") and the lane steering attribute (such as "left-turn lane"), a dynamic correction process based on the ground guiding signs is initiated.

[0098] Specifically, the geometric pointing features of the ground guiding signs can be parsed, and the end track of the track line 50 can be offset in the direction of the target turning lane, so that the updated track line 50 matches the extension direction of the ground guiding signs. For example, when the vehicle is in a straight lane but needs to execute a right-turn instruction, the system recognizes the spatial pointing of the ground right-turn arrow, and gradually offsets the end track of the track line 50 to the center line 70 area of the right-turn lane through a lateral translation algorithm to ensure that the virtual guiding track is consistent with the physical direction of the ground guiding signs.

[0099] It should be noted that the specific length of the above end track can be adaptively changed according to the field of view, or can be customized according to user needs, and will not be elaborated in this example implementation.

[0100] For example, with reference to Figure 19 and Figure 20 , when the navigation steering instruction is to go straight, but the vehicle is currently in a left-turn lane, as Figure 19 , the track line 50 gives a prompt to change lanes; therefore, it is necessary to update the track line 50 according to the above ground guiding signs to obtain the track line 50 as shown in Figure 20 , and the specific change is as shown in Figure 21 .

[0101] In some examples, the lane geometric features may include the angle B between the current lane and the vehicle head orientation. Specifically, with reference to Figure 22 , the straight line where the lane is located can be determined first. Optionally, the straight line where the lane is located can be the tangent of the center line 70 of the lane where the vehicle center is located, or the tangent of the lane edge curve where the vehicle is located. The angle B between the tangent and the vehicle head orientation can be used as the angle B between the current lane and the vehicle head orientation. After determining the angle B, the coordinate values of each point in the vehicle coordinate system can be updated based on the above angle B to update the above track line 50.

[0102] Specifically, the distance between each point on the track line 50 and the origin of coordinates can be determined first. While ensuring that the distance between the track line 50 and the origin in the vehicle coordinate system remains unchanged, the connection line between the points on the track line 50 and the coordinates is rotated by the degree of the above-mentioned angle B. After rotating each point on the track line 50, the updated track line 50 can be obtained.

[0103] For example, assume that the angle B between the current lane and the vehicle head orientation is 30 degrees. At this time, a point on the track line 50 is obtained as a test point, and assume its coordinate value in the vehicle coordinate system is (10, 10 ). After rotating 30 degrees based on the above-mentioned angle B, the coordinate value of the test point on the updated track line 50 is (10 , 10). After performing the above operations on each point on the track line 50, the updated track line 50 can be obtained.

[0104] In some examples, the lane geometric features include the distance between the vehicle's location on the real road and the intersection to be turned. When updating the track line 50 based on the lane geometric features of the real road in front of the vehicle, when it is detected that the turning trajectory of the track line 50 is inconsistent with the turning trajectory of the real road, the track line 50 can be updated according to the distance.

[0105] Specifically, the distance between the vehicle's location and the intersection to be turned can be obtained through navigation data first, and at the same time, the direction to be turned at the intersection to be turned; when it is detected that there is a morphological deviation between the turning trajectory planned by the track line 50 and the turning trajectory of the real road, the system corrects the track line 50 based on the above-mentioned distance.

[0106] For example, referring to Figure 23 and Figure 24 , if the vehicle is close to the intersection (for example, less than 30 meters) and it is detected that the turning point of the track line 50 lags behind the actual end position of the lane line, the turning point is moved forward to keep a safety distance of the first preset distance from the end of the lane line, avoiding the vehicle from pressing the line due to turning delay; conversely, if the distance is sufficient (for example, greater than 50 meters) and the turning point of the track line 50 deviates from the center line 70 of the lane too early, the turning point is extended to an area behind the end of the lane line by a second preset distance to ensure that the turning trajectory is smoothly connected to the lane geometric trend. This mechanism realizes the adaptive matching of the geometric shape of the track line 50 and the turning requirements of the actual road by integrating vehicle-intersection distance perception and lane line spatial feature analysis.

[0107] Among them, the first preset distance can be greater than or equal to 5 meters and less than or equal to 8 meters, the second preset area can be greater than or equal to 10 meters and less than or equal to 15 meters. The first preset distance and the second preset distance can also be custom-set according to user needs and will not be elaborated in this example implementation.

[0108] In some examples, after obtaining the updated track line 50, the track line 50 can be superimposed and displayed with the real road to achieve a deep integration of virtual guidance information and the driver's visual perception. The virtual-real fusion display mechanism eliminates the misalignment between the navigation track and the road scene in the traditional HUD, improving the driver's judgment accuracy of the steering timing and lane-changing path, and significantly reducing the risk of operation errors caused by visual cognitive conflicts.

[0109] Embodiments of the present disclosure dynamically correct the track line 50 generated by navigation by real-time collecting geometric features such as lane lines and ground guiding signs on the road ahead of the vehicle, solving the problem of track deviation caused by lagging map data or positioning drift in traditional solutions. In a specific implementation, first, the actual directions of the lane lines and ground arrows are captured by a camera, and key geometric information such as the lane center line 70 is extracted. When it is detected that the track line 50 is inconsistent with the real road direction, by intercepting a sub-segment of the track line 50, calculating the direction deviation angle, and combining the distance parameter between the vehicle and the intersection, the track turning point is translated or rotated to adjust, so that the corrected track line 50 is smoothly connected with the lane center line 70. For example, when the steering instruction conflicts with the lane attribute, the system re-plans the track according to the direction of the ground arrow to ensure that the guiding line accurately points to the target lane. At the same time, by dynamically adjusting the position of the turning point (moving forward near the intersection and moving backward far from the intersection), the steering safety and driving smoothness are balanced. Finally, the updated track line 50 is superimposed and displayed with the actual road features, providing the driver with a visual guidance that highly matches the physical environment.

[0110] Further, referring to Figure 25 As shown, in the implementation manner of this example, a track line correction device 2500 is further provided, including an acquisition module 2510 and an update module 2520. Among them: The acquisition module 2510 can be used to acquire the lane geometric features of the real road ahead of the vehicle.

[0111] The update module 2520 can be used to update the track line 50 based on the lane geometric features of the real road ahead of the vehicle when the vehicle displays the track line 50 generated based on navigation information, so as to improve the spatial consistency between the track line 50 and the real road.

[0112] In some example implementation manners, the lane geometric features include the lane center line 70, and the update module 2520 can be configured to determine the lane center line 70 according to the lane image information of the real road; update the track line 50 based on the lane center line 70.

[0113] In some example implementation manners, the update module 2520 can be configured to extend the lane center line 70 according to the track line 50 outside the geometric coverage of the lane center line 70 to obtain the updated track line 50.

[0114] In some example embodiments, the update module 2520 may be configured to determine a corresponding point on the track line 50 of the end point of the lane center line 70; fit an extended transition trajectory from the end point of the lane center line 70 to the end point of the track line 50 according to the path shape parameters of the track line 50 from the corresponding point to the end point of the track line 50; and update the track line 50 based on the extended transition trajectory and the lane center line 70.

[0115] In some example embodiments, the update module 2520 may be configured to obtain two feature points at the farthest distance from the vehicle on the lane center line 70, and determine two matching points corresponding to the two feature points on the track line 50; determine a target angle between a sub-track line after the matching point in the vehicle traveling direction and a straight line where the two matching points are located; intercept the sub-track line as the extended track line 50, and connect the extended track line 50 to the lane center line 70 based on the target angle, so that the included angle between the extended track line 50 and the straight line where the two feature points are located is equal to the target angle within a threshold range; and use the lane center line 70 and the extended track line 50 as the updated track line 50.

[0116] In some example embodiments, the lane geometric features include the lane where the vehicle is currently located and the ground guiding signs in the real road. When detecting that the steering instruction in the navigation information is inconsistent with the steering attribute of the lane where the vehicle is currently located, the update module 2520 may be configured to update the track line 50 according to the ground guiding signs and the steering instruction.

[0117] In some example embodiments, the lane geometric features include the included angle between the lane where the vehicle is currently located and the vehicle's head orientation. When detecting that the steering trajectory in the track line 50 is inconsistent with the steering trajectory of the real road, the update module 2520 may be configured to update the track line 50 according to the distance.

[0118] In some example embodiments, the update module 2520 may be configured to superimpose and display the updated track line 50 on the real road.

[0119] It should be understood that the above device embodiments are illustrative, and the devices of the present disclosure can also be implemented in other ways. For example, the division of units / modules in the above embodiments is only a logical function division, and there may be other division methods in actual implementation. For example, multiple units, modules or components can be combined, or can be integrated into another system, or some features can be ignored or not executed.

[0120] In addition, unless otherwise specified, in each embodiment of the present disclosure, each functional unit / module can be integrated into one unit / module, or each unit / module can exist physically alone, or two or more units / modules can be integrated together. The above-mentioned integrated unit / module can be implemented in the form of hardware or in the form of a software program module.

[0121] When the integrated unit / module is implemented in the form of hardware, the hardware can be a digital circuit, an analog circuit, etc. The physical implementation of the hardware structure includes but is not limited to transistors, memristors, etc. Unless otherwise specified, the processor can be any suitable hardware processor, such as CPU, GPU, FPGA, DSP, and ASIC, etc. Unless otherwise specified, the storage unit can be any suitable magnetic storage medium or magneto-optical storage medium, such as resistive random access memory (RRAM), dynamic random access memory (DRAM), static random access memory (SRAM), enhanced dynamic random access memory (EDRAM), high-bandwidth memory (HBM), hybrid memory cube (HMC), etc.

[0122] When the integrated unit / module is implemented in the form of a software program module and sold or used as an independent product, it can be stored in a computer-readable memory. Based on this understanding, the technical solution of the present disclosure, in essence, or the part that contributes to the prior art, or all or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in each embodiment of the present disclosure. The aforementioned memory includes: USB flash drive, read-only memory (ROM), random access memory (RAM), mobile hard disk, magnetic disk, or optical disc, etc., which are various media that can store program codes.

[0123] Please refer to Figure 26, which shows a structural block diagram of an electronic device provided by an exemplary embodiment of the present disclosure. In some examples, the electronic device may be at least one of devices such as a smart phone, a smart watch, a desktop computer, a laptop computer, a virtual reality terminal, an augmented reality terminal, a wireless terminal, and a laptop portable computer. The electronic device has a communication function and can access a wired network or a wireless network. The electronic device can generally refer to one of multiple terminals. Those skilled in the art can know that the number of the above terminals can be more or less. It can be understood that the electronic device undertakes the computing and processing work of the technical solution of the present disclosure, and the embodiments of the present disclosure do not limit this.

[0124] As Figure 26 shown, the electronic device 2600 may include: at least one processor 2610, a memory 2620, and a communication interface 2630.

[0125] The memory 2620 is used to store programs. Specifically, the program may include program code, and the program code includes computer operation instructions.

[0126] The memory 2620 may include a high-speed RAM memory, and may also include a non-volatile memory, such as at least one disk memory.

[0127] The processor 2610 is configured to execute the computer execution instructions stored in the memory 2620 to implement the track correction method described in the foregoing method embodiments. Among them, the processor 2610 may be a central processing unit (Central Processing Unit, abbreviated as CPU), or a specific integrated circuit (Application Specific Integrated Circuit, abbreviated as ASIC), or one or more integrated circuits configured to implement the embodiments of the present disclosure.

[0128] The electronic device 2600 may further include a communication interface 2630, through which it can communicate and interact with external devices. In a specific implementation, if the communication interface 2630, the memory 2620, and the processor 2610 are implemented independently, the communication interface 2630, the memory 2620, and the processor 2610 can be interconnected through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc., but it does not mean that there is only one bus or one type of bus.

[0129] Optionally, in a specific implementation, if the communication interface 2630, the memory 2620, and the processor 2610 are integrated on a single chip, the communication interface 2630, the memory 2620, and the processor 2610 can communicate through an internal interface.

[0130] The present disclosure also provides a computer-readable storage medium, which may include various media capable of storing program codes, such as a USB flash drive, a mobile hard disk, a read-only memory, a random access memory, a magnetic disk, or an optical disc. Specifically, the computer-readable storage medium stores program instructions for the trajectory correction method in the above embodiments.

[0131] The embodiments of the present disclosure also provide a computer program product, which includes computer instructions stored in a computer-readable storage medium; the processor of the electronic device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions to enable the electronic device to execute the trajectory correction method in the above various embodiments.

[0132] Those skilled in the art should be able to realize that in the above one or more examples, the functions described in the embodiments of the present disclosure can be implemented by hardware, software, firmware, or any combination thereof. When implemented using software, these functions can be stored in a computer-readable medium or transmitted as one or more instructions or codes on a computer-readable medium. The computer-readable medium includes computer storage media and communication media, where the communication media includes any medium that facilitates the transmission of a computer program from one place to another. The storage media can be any available medium accessible by a general-purpose or special-purpose computer.

[0133] It should be noted that: the technical solutions described in this disclosure can be arbitrarily combined without conflict.

[0134] As mentioned above, the above are only specific embodiments of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present disclosure can easily think of changes or substitutions, which should all be covered within the protection scope of the present disclosure.

Claims

1. A track correction method, characterized in that, Including: When the vehicle displays a track line generated based on navigation information, updating the track line based on the lane geometric features of the real road in front of the vehicle to improve the spatial consistency between the track line and the real road.

2. The method according to claim 1, wherein The lane geometric features include a lane center line; The updating the track line based on the lane geometric features in front of the vehicle includes: Determining the lane center line according to the lane image information of the real road; Updating the track line based on the lane center line.

3. The method according to claim 2, characterized in that, Updating the track line according to the lane center line includes: Extending the lane center line according to the track line outside the geometric coverage range of the lane center line to obtain an updated track line.

4. The method according to claim 3, wherein The extending the lane center line according to the track line outside the geometric coverage range of the lane center line to obtain an updated track line includes: Determining the corresponding point of the end point of the lane center line on the track line; Fitting an extended transition trajectory from the end point of the lane center line to the end point of the track line according to the path form parameters of the track line from the corresponding point to the end point of the track line; Updating the track line based on the extended transition trajectory and the lane center line.

5. The method according to claim 3, characterized in that, The extending the lane center line according to the track line outside the geometric coverage range of the lane center line to obtain an updated track line includes: Obtaining two feature points at the farthest distance from the vehicle on the lane center line and determining two matching points corresponding to the two feature points on the track line; Determining a target angle between the sub-track line after the matching point in the vehicle driving direction and the straight line where the two matching points are located; Intercepting the sub-track line as an extended track line and connecting the extended track line to the lane center line based on the target angle so that the included angle between the extended track line and the straight line where the two feature points are located is equal to the target angle within a threshold range; Regarding the lane center line and the extended track line as the updated track line.

6. The method according to claim 1, characterized in that The lane geometric features include the lane where the vehicle is currently located and the ground guiding signs on the real road; the updating the track line based on the lane geometric features of the real road in front of the vehicle includes: When it is detected that the steering instruction in the navigation information is inconsistent with the steering attribute of the lane where the vehicle is currently located, updating the track line according to the ground guiding signs and the steering instruction.

7. The method according to claim 1, characterized in that The lane geometric features include the included angle between the lane where the vehicle is currently located and the vehicle's head orientation; The updating the track line based on the lane geometric features of the real road in front of the vehicle includes: Updating the coordinate values of each point in the track line in the vehicle coordinate system according to the included angle to update the track line.

8. The method according to claim 1, wherein The lane geometric features include the distance between the position where the vehicle is located on the real road and the intersection to be turned; The updating the track line based on the lane geometric features of the real road in front of the vehicle includes: When it is detected that the steering trajectory in the track line is inconsistent with the steering trajectory of the real road, updating the track line according to the distance.

9. The method according to claim 1, wherein The method further includes: Overlay and display the updated track line with the real road.

10. A track correction device, characterized in that, It includes: An update module, configured to update the track line based on the lane geometric features of the real road in front of the vehicle when the vehicle displays the track line generated based on navigation information, so as to improve the spatial consistency between the track line and the real road.

11. An electronic device, characterized in that, The electronic device includes: a processor and a memory; the processor is configured to execute the instructions stored in the memory to implement the track line correction method according to any one of claims 1 to 9.

12. A computer storage medium, characterized in that, The storage medium stores at least one instruction, and the at least one instruction is used to be executed by a processor to implement the track line correction method according to any one of claims 1 to 9.

Images