Construction method and device of vehicle driving guide line, electronic equipment and storage medium

Abstract

The embodiment of the invention provides a vehicle driving guide line construction method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining a first reference line, a first position and a first driving speed of a vehicle at a current moment, and a second reference line of the vehicle at a previous moment adjacent to the current moment, the average curvature of a driving road within a preset distance in front of the vehicle; determining the preview distance of the vehicle based on the first driving speed and the preview duration of the vehicle; selecting a first driving guide line from the second reference line based on the first position, the average curvature and the preview distance; constructing a second driving guide line based on the first driving guide line and the first reference line; and splicing the first driving guide line, the second driving guide line and the first reference line to obtain the target driving guide line of the vehicle. According to the invention, the technical problem of low vehicle driving safety caused by reference line jump in related technologies is solved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of path planning technology, and in particular to a method, device, electronic device, and storage medium for constructing a vehicle driving guide line. Background Art

[0002] In intelligent driver assistance systems, particularly rule-based path planning technologies, the vehicle's path relies on accurate perception and interpretation of the lane centerline, resulting in a so-called "reference line." This reference line is the ideal path the vehicle should follow in autonomous driving mode. It not only determines the vehicle's direction but also influences speed and acceleration control.

[0003] However, in practical applications, due to the complexity of the environment and the limitations of the sensor system, the generation of reference lines faces the problem of reference line jumping, which causes the vehicle to become unsafe or even out of control under complex road conditions. Summary of the Invention

[0004] The embodiments of the present application provide a method, device, electronic device, and storage medium for constructing a vehicle driving guide line, aiming to improve the problem of low vehicle driving safety caused by reference line jumps in related technologies.

[0005] According to one embodiment of the present application, a method for constructing a vehicle driving guide line is provided, including: obtaining a first reference line, a first position and a first driving speed of the vehicle at a current moment, a second reference line of the vehicle at a previous moment adjacent to the current moment, and an average curvature of a driving road within a preset distance in front of the vehicle; determining a preview distance of the vehicle based on the first driving speed and the preview time of the vehicle, wherein the preview time refers to the time required for the vehicle to control the vehicle to perform a corresponding action according to a control instruction, and the preview distance is greater than the preset distance; selecting a first driving guide line from the second reference line based on the first position, the average curvature and the preview distance, wherein the starting point of the first driving guide line is the first position; constructing a second driving guide line based on the first driving guide line and the first reference line, wherein the second driving guide line is tangent to the first reference line; splicing the first driving guide line, the second driving guide line and the first reference line to obtain a target driving guide line for the vehicle.

[0006] The above optional embodiments of the present application can achieve the following beneficial effects: based on the above first driving speed and the preview time of the vehicle, dynamic adjustment of the preview distance can be achieved. This dynamic adjustment mechanism takes into account the actual driving speed of the vehicle, ensuring that the system can have a longer prediction distance when the vehicle driving speed is higher, and obtains the first reference line at the current moment and the second reference line at the previous moment, as well as the average curvature of the road ahead, from which the first driving guide line is selected, and based on this, the second driving guide line is constructed, which can ensure the rationality of splicing the first driving guide line, the second driving guide line and the first reference line to obtain the target driving guide line of the vehicle, and helps to smoothly transition from the driving state at the previous moment to the driving state at the current moment, thereby achieving the purpose of avoiding the sudden change of vehicle direction caused by the reference line jump, and achieving the technical effect of improving the continuity and stability of path planning, thereby solving the technical problem of low vehicle driving safety caused by reference line jump in related technologies.

[0007] Furthermore, based on the first position, the average curvature and the preview distance, a first driving guide line is selected from the second reference line, including: determining a guide line length of the first driving guide line based on the first position, the average curvature and the preview distance; and intercepting the first driving guide line from the second reference line based on the first position and the guide line length.

[0008] The above-described optional embodiment of the present application can achieve the following beneficial effects: by considering the average curvature of the road ahead, the construction system can predict the degree of road curvature and thus appropriately adjust the length of the guide line. On sections of road with high curvature, the construction system automatically shortens the guide line length, allowing the vehicle to respond more quickly to road changes and avoiding driving instability or potential safety risks caused by path planning delays. On sections of road with low curvature or straight lines, the construction system can appropriately extend the guide line length to ensure smooth driving and reduce unnecessary directional adjustments, thereby improving driving safety.

[0009] Furthermore, based on the first position, the average curvature and the preview distance, the guide line length of the first driving guide line is determined, including: based on the first position and the average curvature, determining the vehicle's current distance influence coefficient, wherein the distance influence coefficient is used to characterize the influence coefficient of the first position and the average curvature on the guide line length; based on the distance influence coefficient and the preview distance, determining the guide line length.

[0010] The above-mentioned optional embodiments of the present application can achieve the following beneficial effects: by introducing the concept of distance influence coefficient, the construction system can more accurately evaluate the vehicle's current position from the road centerline and the degree of influence of road curvature on the vehicle's driving trajectory, so that path planning can more carefully adapt to the vehicle's actual position and road conditions, thereby improving the smoothness of reference line changes, avoiding the problem of reference line jumps, and thus improving vehicle driving safety.

[0011] Furthermore, based on the first position and the average curvature, the current distance influence coefficient of the vehicle is determined, including: obtaining a first offset distance and a first offset speed corresponding to the first position, wherein the first offset distance is used to characterize the vertical distance between the first position and the first reference line, and the first offset speed is used to characterize the lateral speed of the vehicle at the first position; based on the first offset distance and the first offset speed, determining a first influence coefficient corresponding to the first position, wherein the first influence coefficient is used to characterize the influence coefficient of the first position on the guide line length; based on the average curvature and a preset curvature threshold, determining a second influence coefficient corresponding to the average curvature, wherein the second influence coefficient is used to characterize the influence coefficient of the average curvature on the guide line length; and constructing a distance influence coefficient based on the first influence coefficient and the second influence coefficient.

[0012] The above-mentioned optional embodiments of the present application can achieve the following beneficial effects: by calculating the first offset distance and the first offset speed, the construction system can evaluate the relative position and movement trend between the vehicle and the first reference line in real time, and then determine the first influence coefficient, which is used to accurately adjust the length of the guide line, making the path planning more delicate, avoiding safety hazards caused by rapid lane changes or improper lateral speed, and improving the safety of vehicle driving.

[0013] Furthermore, based on the first offset distance and the first offset speed, a first influence coefficient corresponding to the first position is determined, including: obtaining the vehicle's current distance influence factor and speed influence factor, wherein the distance influence factor is used to characterize the degree to which the first offset distance affects the process of determining the guide line length, and the speed influence factor is used to characterize the degree to which the first offset speed affects the process of determining the guide line length; based on the distance influence factor and the first offset distance, determining the distance offset ratio of the vehicle; based on the speed influence factor and the first offset speed, determining the speed offset ratio of the vehicle; and based on the distance offset ratio and the speed offset ratio, determining the first influence coefficient.

[0014] The above-described optional embodiment of the present application can achieve the following beneficial effects: By calculating the distance offset ratio and the speed offset ratio, the construction system can more accurately assess the degree of deviation of the vehicle from the road centerline and the impact of the vehicle's current driving state on path planning. The first influence coefficient calculated from the distance offset ratio and the speed offset ratio can help the construction system more finely adjust the length of the guide line, ensuring that the planned path is consistent with the current vehicle position deviation and adapts to changes in its driving speed, thereby achieving more accurate path planning and improving vehicle driving safety.

[0015] Furthermore, based on the distance offset ratio and the speed offset ratio, a first influence coefficient is determined, including: in response to the first offset distance being greater than a preset distance threshold, or the first offset speed being greater than a preset speed threshold, obtaining a first preset ratio and a second preset ratio, and determining the first influence coefficient based on the first preset ratio, the second preset ratio, the distance offset ratio, and the speed offset ratio, wherein the second preset ratio is less than the first preset ratio; in response to the first offset distance being less than or equal to the preset distance threshold, and the first offset speed being less than or equal to the preset speed threshold, determining the first influence coefficient based on the first preset ratio.

[0016] The above-described optional embodiment of the present application can achieve the following beneficial effects: by setting a preset distance threshold and a preset speed threshold, the construction system can intelligently adjust the calculation logic of the first influence coefficient based on the vehicle's offset. When the vehicle's distance offset ratio or speed offset ratio exceeds the set threshold, the construction system can combine the first preset ratio, the second preset ratio, and the actual distance offset ratio and speed offset ratio to calculate the first influence coefficient, thereby achieving adaptive adjustment of path planning. Conversely, when the vehicle's offset is stable, the construction system can directly use the first preset ratio to determine the first influence coefficient, avoiding unnecessary calculations and simplifying the path planning process.

[0017] Furthermore, based on the first preset ratio, the second preset ratio, the distance offset ratio and the speed offset ratio, a first influence coefficient is determined, including: obtaining an offset ratio sum value based on the sum of the distance offset ratio and the speed offset ratio; obtaining an initial ratio based on the minimum value of the first preset ratio and the offset ratio sum value; and obtaining the first influence coefficient based on the maximum value of the initial ratio and the second preset ratio.

[0018] The above-described optional embodiment of the present application can achieve the following beneficial effects: by calculating the sum of the distance offset ratio and the speed offset ratio, the construction system can comprehensively evaluate the impact of the vehicle's position offset relative to the current first reference line and the vehicle's lateral movement speed on path planning. This comprehensive consideration ensures that path planning not only focuses on the vehicle's immediate position but also fully considers the vehicle's dynamic trends, improving the comprehensiveness and accuracy of path planning, thereby enhancing vehicle driving safety.

[0019] Furthermore, based on the distance influence factor and the first offset distance, determining the distance offset ratio of the vehicle includes: obtaining a first quotient value based on the quotient of the first preset ratio and the preset distance threshold; and obtaining the distance offset ratio based on the product of the distance influence factor, the first offset distance and the first quotient value.

[0020] The above-described optional embodiment of the present application can achieve the following beneficial effects: the introduction of the first quotient enables the system to dynamically adjust the control strategy based on the current vehicle offset from the first reference line. The calculation of the distance offset ratio considers the actual offset distance in combination with the first quotient, which makes path control more precise and adaptable to the needs of different vehicle offset states, thereby improving vehicle driving safety.

[0021] Furthermore, based on the speed influence factor and the first offset speed, determining the speed offset ratio of the vehicle includes: obtaining a second quotient value based on the quotient of the first preset ratio and the preset speed threshold; and obtaining the speed offset ratio based on the product of the speed influence factor, the first offset speed and the second quotient value.

[0022] The above-described optional embodiment of the present application can achieve the following beneficial effects: by calculating the speed offset ratio, the construction system can quickly identify changes in the vehicle's offset speed. If the vehicle's speed offset ratio exceeds a preset speed threshold, the construction system can dynamically adjust the speed offset ratio based on the quotient of the first preset ratio and the preset speed threshold (i.e., the second quotient value). This dynamic adjustment mechanism can prompt the construction system to quickly shorten the guide line length in an emergency, prompting the vehicle to quickly adjust its direction and return to a safe driving path, significantly improving driving safety.

[0023] Furthermore, based on the average curvature and a preset curvature threshold, a second influence coefficient corresponding to the average curvature is determined, including: obtaining a coefficient value range corresponding to the second influence coefficient; in response to the average curvature being less than the first curvature threshold, determining the second influence coefficient as the first maximum value in the coefficient value range; in response to the average curvature being greater than the second curvature threshold, determining the second influence coefficient as the first minimum value in the coefficient value range, wherein the second curvature threshold is greater than the first curvature threshold; in response to the average curvature being greater than or equal to the first curvature threshold, and the average curvature being less than or equal to the second curvature threshold, determining the second influence coefficient based on the average curvature, the first curvature threshold, the second curvature threshold, the first maximum value and the first minimum value.

[0024] The above-described optional embodiment of the present application can achieve the following beneficial effects: by setting the first and second curvature thresholds, the system can automatically adjust the path planning strategy based on the average curvature of the current road section. In low curvature (straight sections) and high curvature (sharp curves) scenarios, the maximum and minimum values of the coefficient range are used, respectively, to achieve precise adaptation to different road curvatures, ensuring that the vehicle receives relatively appropriate path guidance on various road sections, thereby ensuring vehicle driving safety.

[0025] Furthermore, based on the average curvature, the first curvature threshold, the second curvature threshold, the first maximum value and the first minimum value, a second influence coefficient is determined, including: obtaining a first difference based on the difference between the first maximum value and the first minimum value, obtaining a second difference based on the difference between the second curvature threshold and the first curvature threshold, and obtaining a third difference based on the difference between the average curvature and the first curvature threshold; obtaining a first value coefficient based on the quotient of the first difference and the second difference; and obtaining a second influence coefficient based on the product of the first value coefficient and the third difference.

[0026] The above-described optional embodiment of the present application can achieve the following beneficial effects: by incorporating the calculation of the first, second, and third differences, the construction system can finely analyze the difference between the average curvature of the current road and a preset threshold, as well as the range of road curvature variation. The calculation of the second influence coefficient integrates these differences and variation ranges, enabling the construction system to intelligently adjust the length and curvature of the guide line based on the actual curvature of the road, achieving more refined path planning.

[0027] Furthermore, based on the first driving guide line and the first reference line, a second driving guide line is constructed, including: obtaining a second offset distance and a vehicle lane change time corresponding to the end position of the first driving guide line, wherein the second offset distance is used to characterize the vertical distance between the end position and the first reference line, and the vehicle lane change time is used to characterize the time for the vehicle to change lanes from the end position to the first reference line; based on the second offset distance and the vehicle lane change time, a slope value range corresponding to any position of the vehicle during the lane change process is constructed; based on a third offset distance corresponding to any position, a guide line change slope corresponding to any position is determined from the slope value range, wherein the third offset distance is used to characterize the vertical distance between any position and the first reference line; based on the guide line change slope, the end position and the first reference line, an end point position of the second driving guide line is determined; and guide line fitting is performed based on the end position and the end point position to obtain the second driving guide line.

[0028] The above-mentioned optional embodiments of the present application can achieve the following beneficial effects: by constructing a slope value range corresponding to any position of the vehicle during the lane change process, the construction system can ensure that the transition from the first driving guide line to the starting point of the second driving guide line is smooth and natural. This processing method avoids the violent turning of the steering wheel caused by sudden changes in slope, and significantly improves the stability and safety of the vehicle during the lane change process.

[0029] Furthermore, based on the third offset distance corresponding to any position, the guide line change slope corresponding to any position is determined from the slope value range, including: in response to the third offset distance being less than the first distance threshold, determining the guide line change slope as the second minimum value of the slope value range; in response to the third offset distance being greater than the second distance threshold, determining the guide line change slope as the second maximum value of the slope value range, wherein the second distance threshold is greater than the first distance threshold; in response to the third offset distance being greater than or equal to the first distance threshold, and the third offset slope being less than or equal to the second distance threshold, determining the guide line change slope based on the third offset distance, the first distance threshold, the second distance threshold, the second maximum value and the second minimum value.

[0030] The above optional embodiments of the present application can achieve the following beneficial effects: the preset distance threshold and slope value range provide a flexible adjustment mechanism for the construction system. Even in a complex and changeable driving environment, the construction system can still quickly respond to changes in the third offset distance and instantly adjust the slope of the guide line change, reducing the driving risks that may arise from long-term deviation from the lane center line, thereby improving the safety of vehicle driving.

[0031] Furthermore, based on the third offset distance, the first distance threshold, the second distance threshold, the second maximum value and the second minimum value, the guide line change slope is determined, including: obtaining a fourth difference based on the difference between the second maximum value and the second minimum value, obtaining a fifth difference based on the difference between the second distance threshold and the first distance threshold, and obtaining a sixth difference based on the difference between the third offset distance and the first distance threshold; obtaining a second value coefficient based on the quotient of the fourth difference and the fifth difference; and obtaining the guide line change slope based on the product of the second value coefficient and the sixth difference.

[0032] The above-described optional embodiment of the present application can achieve the following beneficial effects: by calculating the fourth and fifth differences, the construction system can determine a dynamic second value coefficient, and further calculate the guide line change slope using the sixth difference. This calculation method enables the construction system to accurately adjust the lane change speed and path curvature based on the vertical distance difference from the target lane during the lane change process, ensuring that the lane change is both swift and safe, thereby improving vehicle driving safety.

[0033] According to one embodiment of the present application, a device for constructing a vehicle driving guide line is provided, comprising: a parameter acquisition module for, in response to a vehicle being in a preset driving state, acquiring a second reference line of the vehicle at a previous moment adjacent to the current moment, as well as the first reference line, first position, and first driving speed of the vehicle at the current moment, and an average curvature of a driving road within a preset distance ahead of the vehicle; a distance determination module for determining a preview distance of the vehicle based on the first driving speed and a preview time of the vehicle, wherein the preview time refers to the time required for the vehicle to control the vehicle to perform a corresponding action according to a control instruction, and the preview distance is greater than the preset distance; a guide line selection module for selecting a first driving guide line from the second reference line based on the first position, the average curvature, and the preview distance, wherein the starting point of the first driving guide line is the first position; a first construction module for constructing a second driving guide line based on the end position of the first driving guide line and the first reference line, wherein the second driving guide line is tangent to the first reference line; and a second construction module for constructing a target driving guide line of the vehicle based on the first driving guide line, the second driving guide line, and the first reference line.

[0034] Furthermore, the guide line selection module is also used to: determine the guide line length of the first driving guide line based on the first position, average curvature and preview distance; and intercept the first driving guide line from the second reference line based on the first position and the guide line length.

[0035] Furthermore, the guide line selection module is also used to: determine the vehicle's current distance influence coefficient based on the first position and the average curvature, wherein the distance influence coefficient is used to characterize the influence coefficient of the first position and the average curvature on the guide line length; determine the guide line length based on the distance influence coefficient and the preview distance.

[0036] Furthermore, the guide line selection module is also used to: obtain a first offset distance and a first offset speed corresponding to the first position, wherein the first offset distance is used to characterize the vertical distance between the first position and the first reference line, and the first offset speed is used to characterize the lateral speed of the vehicle at the first position; based on the first offset distance and the first offset speed, determine a first influence coefficient corresponding to the first position, wherein the first influence coefficient is used to characterize the influence coefficient of the first position on the guide line length; based on the average curvature and a preset curvature threshold, determine a second influence coefficient corresponding to the average curvature, wherein the second influence coefficient is used to characterize the influence coefficient of the average curvature on the guide line length; based on the first influence coefficient and the second influence coefficient, construct a distance influence coefficient.

[0037] Furthermore, the guide line selection module is also used to: obtain the vehicle's current distance influence factor and speed influence factor, wherein the distance influence factor is used to characterize the degree to which the first offset distance affects the process of determining the guide line length, and the speed influence factor is used to characterize the degree to which the first offset speed affects the process of determining the guide line length; determine the distance offset ratio of the vehicle based on the distance influence factor and the first offset distance; determine the speed offset ratio of the vehicle based on the speed influence factor and the first offset speed; and determine the first influence coefficient based on the distance offset ratio and the speed offset ratio.

[0038] Furthermore, the guide line selection module is also used to: in response to the first offset distance being greater than a preset distance threshold, or the first offset speed being greater than a preset speed threshold, obtain a first preset ratio and a second preset ratio, and determine a first influence coefficient based on the first preset ratio, the second preset ratio, the distance offset ratio and the speed offset ratio, wherein the second preset ratio is less than the first preset ratio; in response to the first offset distance being less than or equal to the preset distance threshold, and the first offset speed being less than or equal to the preset speed threshold, determine the first influence coefficient based on the first preset ratio.

[0039] Furthermore, the guide line selection module is also used to: obtain an offset ratio sum value based on the sum of the distance offset ratio and the speed offset ratio; obtain an initial ratio based on the first preset ratio and the minimum value of the offset ratio sum value; and obtain a first influence coefficient based on the initial ratio and the maximum value of the second preset ratio.

[0040] Furthermore, the guide line selection module is also used to: obtain a first quotient value based on a quotient of a first preset ratio and a preset distance threshold; and obtain a distance offset ratio based on a product of a distance influence factor, a first offset distance and the first quotient value.

[0041] Furthermore, the guide line selection module is further configured to: obtain a second quotient value based on a quotient of a first preset ratio and a preset speed threshold; and obtain a speed offset ratio based on a product of a speed influence factor, a first offset speed, and the second quotient value.

[0042] Furthermore, the guide line selection module is also used to: obtain the coefficient value range corresponding to the second influence coefficient; in response to the average curvature being less than the first curvature threshold, determine the second influence coefficient as the first maximum value in the coefficient value range; in response to the average curvature being greater than the second curvature threshold, determine the second influence coefficient as the first minimum value in the coefficient value range, wherein the second curvature threshold is greater than the first curvature threshold; in response to the average curvature being greater than or equal to the first curvature threshold, and the average curvature being less than or equal to the second curvature threshold, determine the second influence coefficient based on the average curvature, the first curvature threshold, the second curvature threshold, the first maximum value and the first minimum value.

[0043] Furthermore, the guide line selection module is also used to: obtain a first difference based on the difference between the first maximum value and the first minimum value, obtain a second difference based on the difference between the second curvature threshold and the first curvature threshold, and obtain a third difference based on the difference between the average curvature and the first curvature threshold; obtain a first value coefficient based on the quotient of the first difference and the second difference; and obtain a second influence coefficient based on the product of the first value coefficient and the third difference.

[0044] Furthermore, the first construction module is also used to: obtain a second offset distance and a vehicle lane change time corresponding to the end position of the first driving guide line, wherein the second offset distance is used to characterize the vertical distance between the end position and the first reference line, and the vehicle lane change time is used to characterize the time for the vehicle to change lanes from the end position to the first reference line; based on the second offset distance and the vehicle lane change time, construct a slope value range corresponding to any position of the vehicle during the lane change process; based on a third offset distance corresponding to any position, determine the guide line change slope corresponding to any position from the slope value range, wherein the third offset distance is used to characterize the vertical distance between any position and the first reference line; based on the guide line change slope, the end position and the first reference line, determine the end point position of the second driving guide line; perform guide line fitting based on the end position and the end point position to obtain the second driving guide line.

[0045] Furthermore, the first construction module is also used to: in response to the third offset distance being less than the first distance threshold, determine that the guide line change slope is the second minimum value of the slope value range; in response to the third offset distance being greater than the second distance threshold, determine that the guide line change slope is the second maximum value of the slope value range, wherein the second distance threshold is greater than the first distance threshold; in response to the third offset distance being greater than or equal to the first distance threshold, and the third offset slope being less than or equal to the second distance threshold, determine the guide line change slope based on the third offset distance, the first distance threshold, the second distance threshold, the second maximum value and the second minimum value.

[0046] Furthermore, the first construction module is also used to: obtain a fourth difference based on the difference between the second maximum value and the second minimum value, obtain a fifth difference based on the difference between the second distance threshold and the first distance threshold, and obtain a sixth difference based on the difference between the third offset distance and the first distance threshold; obtain a second value coefficient based on the quotient of the fourth difference and the fifth difference; and obtain a guide line change slope based on the product of the second value coefficient and the sixth difference.

[0047] According to another aspect of an embodiment of the present application, an electronic device is provided, comprising a processor; and a memory for storing instructions executable by the processor; wherein the processor is configured to execute the instructions to implement the above-mentioned method for constructing a vehicle driving guide line.

[0048] According to another aspect of an embodiment of the present application, a computer-readable storage medium is provided, in which a computer program is stored. The computer program is configured to execute the above-mentioned method for constructing a vehicle driving guide line when executed by a processor.

[0049] According to another aspect of an embodiment of the present application, a computer program product is provided, including a computer program, which implements the above-mentioned method for constructing a vehicle driving guide line when executed by a processor. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 This is a flow chart of a method for constructing a vehicle driving guide line provided in one embodiment of the present application;

[0051] Figure 2 This is a schematic diagram of an optional method for constructing a vehicle driving guide line provided in one embodiment of the present application;

[0052] Figure 3 Schematic diagram of an optional relationship between average curvature and forward curvature provided in one embodiment of the present application;

[0053] Figure 4 1 is a schematic diagram of an optional relationship between a vehicle lane change time and a third offset distance provided by an embodiment of the present application;

[0054] Figure 5 This is a structural diagram of a vehicle driving guide line construction device provided by one embodiment of the present application;

[0055] Figure 6 This is a structural diagram of an electronic device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0056] In order to make the technical problems, technical solutions and beneficial effects solved by this application more clearly understood, this application is further described in detail below in conjunction with the embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0057] In the field of intelligent driver assistance systems, particularly rule-based autonomous driving systems, path planning is a key technology that determines the vehicle's trajectory and safety on the road. Path planning typically relies on high-precision maps and environmental perception systems to determine the vehicle's path. The construction and following of a reference line are fundamental to path planning. However, in related technologies, when the reference line jumps, the planning system must quickly adjust the vehicle's path to accommodate the new reference line. If this adjustment is not handled properly, it can cause the vehicle to stray from the curve, deviating from the centerline and traveling to the outside of the curve, or causing the vehicle to snake, compromising driving safety. Currently, approaches to address reference line jumps primarily focus on optimizing path smoothness and improving perception stability. However, these approaches often struggle to strike a balance between fast response and maintaining path smoothness. For example, a common approach uses historical path information to smooth the current reference line, but this can slow the system's response to new information, particularly when rapid lane changes or obstacle avoidance are required. Another approach is to improve perception stability by increasing sensor data redundancy or employing multi-sensor fusion technology, but this increases system complexity and cost.

[0058] Some nouns or terms that appear in the description of the embodiments of this application are subject to the following interpretations:

[0059] Reference Line (RL): refers to the ideal path that a vehicle is expected to follow while driving. This path is usually determined based on the geometric information of the road and the current driving status of the vehicle.

[0060] Reference line jump: In intelligent driving or autonomous driving systems, the reference line planned by the vehicle (i.e., the ideal path that the vehicle should follow) undergoes unexpected or discontinuous changes between adjacent time frames.

[0061] The Frenet-Serret Coordinate System (also known as the natural coordinate system) is a local coordinate system widely used in curved motion. It is particularly useful for describing and analyzing the characteristics of objects moving along curves. In the fields of intelligent driving and autonomous driving, the Frenet coordinate system is used to model and analyze the dynamic behavior of vehicles relative to road paths.

[0062] An embodiment of the present application provides a method for constructing a vehicle driving guide line, including: obtaining a first reference line, a first position, and a first driving speed of a vehicle at a current moment, and a second reference line of the vehicle at a previous moment adjacent to the current moment; selecting a first driving guide line from the second reference lines based on the first position and the first driving speed, wherein the starting point of the first driving guide line is the first position; constructing a second driving guide line based on the first driving guide line and the first reference line, wherein the second driving guide line is tangent to the first reference line; and splicing the first driving guide line, the second driving guide line, and the first reference line to obtain a target driving guide line for the vehicle.

[0063] The above-mentioned vehicle driving guide line construction method provided in the embodiment of the present application achieves the following technical effects: by constructing a relatively safe first driving guide line according to the first position and the first driving speed, and constructing a relatively smooth second driving guide line according to the first driving guide line and the first reference line, it can ensure the rationality of splicing the first driving guide line, the second driving guide line and the first reference line to obtain the target driving guide line of the vehicle, which helps to smoothly transition from the driving state at the previous moment to the driving state at the current moment, achieves the purpose of avoiding the sudden change of vehicle direction caused by the reference line jump, and achieves the technical effect of improving the continuity and stability of path planning, thereby solving the technical problem of low vehicle driving safety caused by reference line jump in related technologies.

[0064] Example 1

[0065] This application embodiment provides a method for constructing a vehicle driving guide line. Figure 1 , including the following steps:

[0066] S110: Obtain a first reference line, a first position, and a first driving speed of the vehicle at the current moment, a second reference line of the vehicle at the previous moment adjacent to the current moment, and an average curvature of the driving road within a preset distance in front of the vehicle.

[0067] The first reference line can be a virtual line that the vehicle should follow at the current moment, as determined by a guideline construction system (hereinafter referred to as the construction system). This line provides a target trajectory for lateral control of the vehicle, ensuring that the vehicle can safely and efficiently travel along the planned path. For example, the first reference line can be based on the centerline of the vehicle's current lane, but is not limited to this. The first reference line can be calculated based on current environmental perception and map data.

[0068] The first position may be the actual geographic location of the vehicle at the current moment. The first position may be represented by coordinates in a coordinate system, for example, a Cartesian coordinate point or a Frenet coordinate system (s, l), where s represents the longitudinal position along a reference line and l represents the vertical distance from the reference line. The Cartesian and Frenet coordinate systems are provided for illustrative purposes only and may be selected by personnel based on actual needs. These are not intended to be limiting.

[0069] The first driving speed may be the actual driving speed of the vehicle at the current moment, and the first driving speed may be acquired using a sensor pre-deployed on the vehicle.

[0070] The second reference line can be a virtual reference line determined by the construction system at the moment immediately preceding the current moment. Similar to the first reference line, the second reference line can be calculated based on the environmental perception and map data at the previous moment. When processing reference line jumps, the second reference line is used to assess the degree of path change from the previous moment to the current moment, thereby helping the construction system better adjust its planning strategy and ensure a smooth transition.

[0071] The above-mentioned average curvature may refer to the average value of the change in curvature of the road on which the vehicle is traveling within the above-mentioned preset distance, which is used to evaluate the degree of curvature of the road and thus affect the path planning and control strategy of the vehicle.

[0072] In an optional embodiment, considering that the path planning of a vehicle often depends on the reference line information between consecutive frames, by introducing the second reference line of the previous moment, the continuity of the path planning can be ensured, and the discontinuity of the vehicle's driving trajectory caused by sudden changes in the reference line can be avoided, thereby improving driving safety. Therefore, the construction system can use the environmental information collected by sensors such as cameras and radars and high-precision map data for the previous moment adjacent to the current moment to comprehensively calculate the above-mentioned second reference line, and calculate the above-mentioned first reference line in the same way as the previous moment at the current moment. At the current moment, the construction system can also use devices such as GPS (Global Positioning System) and Inertial Measurement Unit (IMU), combined with high-precision map data, to determine the precise coordinates of the vehicle in the Frenet coordinate system, and use wheel speed sensors to monitor the rotation speed of the wheels to calculate the first driving speed of the vehicle. Furthermore, to accurately predict possible road changes, such as sharp turns or continuous curves, and to ensure that the driver can respond promptly and effectively to these changes, the system can calculate the average curvature of the road within a preset distance based on the road ahead data collected by sensors. For example, the system can use camera images to identify road markings and, combined with vehicle positioning information, reconstruct a virtual path for the road within a preset distance and calculate the average curvature of the road.

[0073] In another optional embodiment, the driver can input lane change requirements and the above-mentioned first driving speed and other information to the construction system through voice interaction. For example, the driver can give the construction system an instruction to change lanes to the right lane through voice interaction and input the current driving speed of the vehicle. At this time, the construction system can parse the driver's lane change requirements and analyze the above-mentioned first driving speed based on the information input by the driver's voice. Subsequently, based on the lane change requirements input by the driver's voice, the construction system can further obtain the first reference line and first position of the vehicle at the current moment, the second reference line of the vehicle at the previous moment adjacent to the current moment, and the average curvature of the road within a preset distance in front of the vehicle, thereby achieving timely response to changes in the driver's driving state, and then providing a data basis for the subsequent efficient and rapid construction of the vehicle's future driving route, so that the subsequently generated driving path meets the driver's actual needs, thereby improving the driver's driving safety.

[0074] S120: Determining a preview distance of the vehicle based on the first driving speed and a preview duration of the vehicle, wherein the preview duration refers to a time required for the vehicle to perform a corresponding action according to the control instruction, and the preview distance is greater than a preset distance;

[0075] The preview duration is the time window within which the system predicts and plans its route, indicating how much time in advance the vehicle needs to react to future road conditions. The setting of this preview duration is related to the vehicle's driving characteristics, road complexity, and the system's responsiveness.

[0076] The preview distance may be calculated based on the preview duration and the current speed of the vehicle, and represents the distance covered by the vehicle after traveling forward for a certain preview duration at the current speed.

[0077] In an optional embodiment, in order to predict road conditions at a longer distance based on the vehicle's immediate state and dynamic characteristics, the construction system can calculate the aforementioned preview distance based on the current driving speed and the preview time required for the vehicle to complete the action. It should be noted that since the preset distance is usually the distance set by the construction system for general situations, it takes into account average vehicle performance and normal road conditions. However, in certain driving environments, the preview distance may need to be adjusted to a larger value to accommodate more complex situations. For example, on a highway, where the vehicle is traveling at a higher speed, the preview distance needs to be set larger than the preset distance to ensure that the system has sufficient time to process obstacles or lane change requests ahead. Similarly, in low-visibility weather conditions, increasing the preview distance can improve the system's ability to perceive potential dangers.

[0078] S130: Selecting a first driving guide line from the second reference line based on the first position, the average curvature, and the preview distance, wherein a starting point of the first driving guide line is the first position;

[0079] The first driving guideline may be a path extending from the vehicle's current first position and adjusted along the second reference line at a previous moment based on the first driving speed. The first driving guideline provides a smooth transition path for the vehicle, ensuring that even if there is a discrepancy or a jump between the first reference line and the second reference line, the vehicle can still smoothly transition from the previous state to the current planned path.

[0080] In an optional embodiment, considering that the setting of the preview distance is based on the vehicle's current speed and preview duration, and the average curvature reflects the geometric characteristics of the road ahead, combining these two pieces of information, the construction system can accurately predict and select the first driving guide line from the second reference line based on the first position. Specifically, the construction system can use the vehicle's current first position as the starting point, combined with the average curvature information of the road within the preview distance, and select the first driving guide line from the above-mentioned second reference line through a mathematical model (such as a polynomial, spline curve, etc.). The above-mentioned first driving guide line not only takes into account the vehicle's immediate position, but also combines the characteristics of the road ahead to ensure that the vehicle can smoothly transition to the future driving state. In addition, as the vehicle travels and the environment changes, the construction system can continuously update the first position, average curvature and preview distance, and dynamically adjust the first driving guide line to adapt to the changing driving conditions, ensuring that the construction system can always provide better path planning.

[0081] In another optional embodiment, the construction system may first convert the first position from the vehicle coordinate system or GPS coordinate system to the Frenet coordinate system to determine the longitudinal position and lateral offset of the vehicle along the reference line. Subsequently, the construction system may determine the length of the guide line based on the first driving speed of the vehicle. For example, when the first driving speed is slow, the required guide line length is shorter to quickly respond to the new path. Conversely, when the first driving speed is fast, the guide line length may be appropriately increased to achieve a smooth transition. After determining the length of the first driving guide line, the construction system may intercept a path from the second reference line that matches the length of the guide line as the first driving guide line, thereby ensuring the rationality of the intercepted first driving guide line, and the starting point of the first driving guide line is the first position.

[0082] For example, the first driving guide line may be determined as follows:

[0083] last_path_s=last_path_ratio*lastpath_s_base.

[0084] Wherein, last_path_s represents the first guide line, last_path_ratio represents the distance influence coefficient, and lastpath_s_base represents the base interception length.

[0085] In another optional embodiment, the construction system may first determine a basic guide line length based on the first driving speed of the vehicle, and adjust the above-mentioned basic guide line length according to the road type and conditions (such as the curvature of the curve) obtained by the construction system. For example, on a high-curvature curve, the basic guide line may need to be longer to ensure a smooth transition, while the length of the basic guide line can be shortened accordingly on a straight road. Subsequently, the construction system can use the current state of the vehicle (position, speed, acceleration, steering angle) and road conditions to dynamically generate the above-mentioned first driving guide line through mathematical models such as spline curves and Bezier curves.

[0086] S140: Constructing a second driving guiding line based on the first driving guiding line and the first reference line, wherein the second driving guiding line is tangent to the first reference line.

[0087] The second driving guide line may refer to a path that starts from the end of the first driving guide line, gradually transitions along a path calculated by a construction system, and finally becomes tangent to the first reference line.

[0088] In an optional embodiment, to ensure that the vehicle can stably travel from the first driving guide line to the first reference line, after intercepting the first driving guide line, the construction system can construct a transition driving curve tangent to the first reference line based on the first driving guide line, namely the above-mentioned second driving guide line, so that the vehicle can smoothly travel from the first driving guide line to the first reference line according to the second driving guide line, thereby ensuring the driving safety of the vehicle. Correspondingly, to ensure the rationality of the constructed second driving guide line, the construction system can first use the end point of the first driving guide line as the starting point A of the second driving guide line, and select a point from the first reference line as the end point B of the second driving guide line. The starting point A and the end point B are then curve-fitted to construct a smooth and stable second driving guide line that is tangent to the first driving guide line and the first reference line, thereby ensuring that the vehicle can reasonably travel from the first driving guide line to the first reference line according to the second driving guide line, thereby ensuring the driving safety of the vehicle.

[0089] S150: splicing the first driving guide line, the second driving guide line, and the first reference line to obtain a target driving guide line for the vehicle.

[0090] The target driving guide line may refer to a final path that is continuous, smooth, and meets the vehicle's driving requirements, formed by seamlessly splicing together multiple segmented guide lines in an intelligent driving or autonomous driving system through a comprehensive analysis of the current driving status, environmental information, and planning goals.

[0091] In an optional embodiment, the construction system may first determine the splicing point A between the first driving guide line and the second driving guide line, and the splicing point B between the second driving guide line and the first reference line, and based on the splicing point A, splice the complete path of the first driving guide line with the transition section of the second driving guide line, and then based on the splicing point B, splice the tail of the transition section of the second driving guide line with the remaining path of the first reference line to form a complete target driving guide line, thereby improving the safety of the vehicle during driving.

[0092] For ease of understanding, Figure 2 This is a schematic diagram of an optional method for constructing a vehicle driving guide line provided in an embodiment of the present application. Figure 2 As shown in the figure, the figure includes the planning starting point P0, the preview point P3, the first guide line L1, the second guide line L2, the third guide line L3, the upper frame trajectory L4, the upper frame reference line L5, the interception length LEN1, the transition curve length LEN2, the interaction point P1, and the interaction point P2. Among them, the interaction point P1 represents the end position of the upper frame trajectory, and the interaction point P2 represents the intersection of the above transition curve and the current frame reference line. The planning starting point represents the point where the path planning algorithm starts to calculate the new path, and the preview point is used to predict the path state ahead of the vehicle. The upper frame reference line represents the lane centerline of the previous frame (i.e., the previous time point) and is used to illustrate the reference line jump situation. The upper frame trajectory represents the trajectory of the vehicle in the previous frame. The first guide line represents the portion of the upper frame trajectory that is intercepted and converted to the current frame coordinate system, and the second guide line represents the transition section between the upper frame trajectory and the current frame reference line. This can avoid sharp turning points in path planning and reduce potential safety hazards that may arise during lane changes. The third guide line segment coincides with the target lane reference line, ensuring that the vehicle can smoothly transition to the current frame reference line. The interception length represents the length of the portion of the planned path intercepted from the previous frame and converted to the Frenet coordinate system of the current frame. The transition curve length represents the length of the second guide line segment, indicating the transition distance from the end point P1 of the previous frame trajectory to the intersection point P2 with the reference line of the current frame.

[0093] Based on the above steps S110 to S150, first, the first reference line, first position and first driving speed of the vehicle at the current moment, the second reference line of the vehicle at the previous moment adjacent to the current moment, and the average curvature of the driving road within a preset distance in front of the vehicle are obtained; then, based on the first driving speed and the preview time of the vehicle, the preview distance of the vehicle is determined; then, based on the first position, the average curvature and the preview distance, the first driving guide line is selected from the second reference line; then, based on the first driving guide line and the first reference line, the second driving guide line is constructed; finally, the first driving guide line, the second driving guide line and the first reference line are spliced to obtain the target driving guide line of the vehicle. Based on the above-mentioned first driving speed and the preview time of the vehicle, dynamic adjustment of the preview distance can be achieved. This dynamic adjustment mechanism takes into account the actual driving speed of the vehicle, ensuring that the system can have a longer prediction distance when the vehicle driving speed is higher. The first reference line at the current moment and the second reference line at the previous moment, as well as the average curvature of the road ahead, are obtained, and the first driving guide line is selected from them. Based on this, the second driving guide line is constructed, which can ensure the rationality of splicing the first driving guide line, the second driving guide line and the first reference line to obtain the target driving guide line of the vehicle, and help to smoothly transition from the driving state at the previous moment to the driving state at the current moment, thereby achieving the purpose of avoiding the sudden change of vehicle direction caused by the reference line jump, and achieving the technical effect of improving the continuity and stability of path planning, thereby solving the technical problem of low vehicle driving safety caused by reference line jump in related technologies.

[0094] Furthermore, based on the first position, the average curvature and the preview distance, a first driving guide line is selected from the second reference line, including: determining a guide line length of the first driving guide line based on the first position, the average curvature and the preview distance; and intercepting the first driving guide line from the second reference line based on the first position and the guide line length.

[0095] In an optional embodiment, the construction system may first calculate the preview distance based on the vehicle's first driving speed and preview duration, and adjust the preview distance based on the above-mentioned average curvature. Then, the construction system may determine the final guideline length based on the first position and the adjusted preview distance. By combining the first position, the average curvature, and the preview distance to determine the guideline length, the construction system can plan a smooth path in advance, thereby avoiding sudden turns or braking even when facing a high-curvature road section, reducing the risk of traffic accidents. After determining the guideline length, the construction system may use the vehicle's current first position as the starting point and, according to the above-mentioned guideline length, intercept a path of corresponding length from the second reference line. This path is the above-mentioned first driving guideline. The above-mentioned interception process ensures that the construction basis of the first driving guideline is the second reference line, rather than being arbitrarily constructed based on the vehicle's speed and average curvature, thereby ensuring that the vehicle's subsequent driving actions are carried out based on full consideration of the characteristics of the road ahead and the current state of the vehicle, thereby improving the effectiveness and safety of path planning. In addition, during the above-mentioned interception process, the construction system ensures that the guide line covers the road features within the preview distance while retaining sufficient length for smooth transition and adjustment.

[0096] In the above steps, by comprehensively analyzing the first position, average curvature, and preview distance to determine the length of the first driving guide line, the construction system can more accurately plan the vehicle's driving path. A longer guide line length means that the construction system can make predictions and plans based on more information about the road ahead, especially on sections with high curvature, which helps the construction system generate smoother and more reasonable turning paths. At the same time, intercepting the second reference line based on the first position and the determined guide line length ensures that the guide line is closely related to the vehicle's current state, which helps to accurately control and dynamically adjust the vehicle, thereby reducing vehicle shaking and unnecessary corrections during driving, thereby improving driving safety.

[0097] Furthermore, based on the first position, the average curvature and the preview distance, the guide line length of the first driving guide line is determined, including: based on the first position and the average curvature, determining the vehicle's current distance influence coefficient, wherein the distance influence coefficient is used to characterize the influence coefficient of the first position and the average curvature on the guide line length; based on the distance influence coefficient and the preview distance, determining the guide line length.

[0098] The distance influence coefficient can be a value between 0 and 1, which adjusts the guidance line length calculated based on the preview distance to better meet actual driving needs. The introduction of this distance influence coefficient enables the system to dynamically adjust the path planning strategy based on the current road curvature and the vehicle's position on the road.

[0099] In an optional embodiment, considering that the first position represents the vehicle's precise location at the current moment, and the average curvature describes the curvature of the path within a specific range ahead of the vehicle, to ensure that the distance influence coefficient accurately reflects the vehicle's path planning requirements under different driving conditions, thereby enabling the construction system to accurately adjust the guideline length, the construction system can determine the vehicle's current distance influence coefficient based on the first position and the average curvature. For example, when the vehicle is traveling on a curved road, an increase in the average curvature means that the vehicle needs to adjust its driving path more quickly to adapt to changes in the road ahead. In this case, the distance influence coefficient value can be increased accordingly. On straight roads or roads with less average curvature, the distance influence coefficient value can be set lower. After determining the distance influence coefficient, the construction system can intelligently adjust the guideline length based on the preview distance. Specifically, when the distance influence coefficient value is high, indicating that the vehicle's current position deviates significantly from the reference line or that the average curvature of the road ahead is large, the guideline length will be set shorter. This ensures that the vehicle can quickly adjust its driving path when faced with sudden changes or road curvature, avoiding safety hazards caused by sudden turns or sudden acceleration, while also reducing passenger discomfort. When the distance influence coefficient is low, indicating the vehicle is close to the reference line and the road ahead is relatively straight, the guide line length will be set longer. Longer guide lines provide a more stable driving path, reduce unnecessary directional adjustments, improve driving smoothness, and ensure safe driving.

[0100] Based on the above steps, by calculating the distance influence coefficient and combining it with the preview distance, a system is constructed that can intelligently adjust the guide line length based on the degree of deviation between its current position and the reference line and the curvature of the road ahead. This ensures that when faced with complex road conditions, the vehicle can respond promptly and effectively, avoiding accidents and improving driving safety.

[0101] Furthermore, based on the first position and the average curvature, the current distance influence coefficient of the vehicle is determined, including: obtaining a first offset distance and a first offset speed corresponding to the first position, wherein the first offset distance is used to characterize the vertical distance between the first position and the first reference line, and the first offset speed is used to characterize the lateral speed of the vehicle at the first position; based on the first offset distance and the first offset speed, determining a first influence coefficient corresponding to the first position, wherein the first influence coefficient is used to characterize the influence coefficient of the first position on the guide line length; based on the average curvature and a preset curvature threshold, determining a second influence coefficient corresponding to the average curvature, wherein the second influence coefficient is used to characterize the influence coefficient of the average curvature on the guide line length; and constructing a distance influence coefficient based on the first influence coefficient and the second influence coefficient.

[0102] The first offset distance may be the absolute value of the vertical distance between the first position and the first reference line, used to measure whether the vehicle deviates from the road centerline and the degree of deviation. The first offset speed may be the absolute value of the vehicle's lateral speed at the first position, i.e., the vehicle's yaw speed relative to the first reference line, used to reflect whether the vehicle rapidly deviates from the centerline and the magnitude of the deviation. The first influence coefficient may be a coefficient used to quantify the degree to which the offset between the first position and the first reference line affects the length of the guideline.

[0103] The preset curvature threshold may be a pre-set value used to define a range of road curvature.

[0104] The second influence coefficient may be a coefficient used to quantify the influence of the average curvature on the guide wire length.

[0105] In an optional embodiment, the first offset distance (i.e., the vertical distance between the vehicle's current position and the first reference line) reflects the relative positional relationship between the vehicle and the planned path and is a key parameter for determining whether the vehicle has deviated from the planned path. The first offset speed (i.e., the speed at which the vehicle is moving laterally at its current position) reflects the speed at which the vehicle is deviating from the planned path and is an important basis for assessing vehicle driving stability. Therefore, the construction system may first analyze the first offset distance and first offset speed corresponding to the first position using information such as the vehicle's positioning system, motion sensors, and map data. After obtaining the first offset distance and first offset speed, the construction system may determine a first influence coefficient corresponding to the first position based on the first offset distance and first offset speed. For example, when the first offset distance is large, indicating a high degree of deviation from the planned path, the first influence coefficient may be increased and the guideline length may be shortened accordingly, allowing the vehicle to adjust its driving path more quickly, thereby reducing deviation and improving driving safety. Similarly, when the first offset speed is large, indicating that the vehicle is rapidly deviating from the planned path, the first influence coefficient may be increased to prompt the construction system to adopt a more aggressive path adjustment strategy to ensure that the vehicle can return to the correct path in a timely manner. Conversely, when both the first offset distance and the first offset speed are relatively small, the first influence coefficient can be reduced, allowing the guideline length to be appropriately extended to maintain smooth and comfortable driving. Furthermore, considering that the average curvature is a quantitative indicator of road variability, reflecting the degree of curvature of the road within a preset distance ahead of the vehicle, the system can also calculate a second influence coefficient corresponding to the average curvature based on the average curvature of the road and a preset curvature threshold. This coefficient is used to assess the impact of road curvature on the guideline length determination process. For example, when the average curvature exceeds the preset curvature threshold, indicating a relatively curved road ahead, the second influence coefficient can be increased, shortening the guideline length to ensure the vehicle can quickly adapt to the curve ahead and avoid driving risks such as cornering. Conversely, when the average curvature is below the preset curvature threshold, indicating a relatively straight road ahead, the second influence coefficient can be lowered, and the guideline length can be appropriately extended to increase the stability of the vehicle's driving path and improve driving comfort. Finally, the construction system can combine the first influence coefficient and the second influence coefficient to construct the above-mentioned distance influence coefficient. For example, the construction system can determine the above-mentioned distance influence coefficient through weighted calculation of the above-mentioned first influence coefficient and the second influence coefficient, so that the constructed distance influence coefficient can reflect the comprehensive influence of the current vehicle deviation degree and the curvature of the road ahead on the guide line length determination process.

[0106] For example, the distance influence coefficient can be constructed as follows:

[0107] last_path_ratio=kappa_ratio*start_point_ratio.

[0108] Wherein, last_path_ratio represents the distance influence coefficient, start_point_ratio represents the first influence coefficient, and kappa_ratio represents the second influence coefficient.

[0109] In the above steps, the construction of the distance impact coefficient comprehensively considers the degree of deviation between the vehicle's current position and the planned path, as well as the curvature of the road ahead, thereby ensuring that the vehicle can adjust its driving path in a timely manner when facing complex road conditions, reducing the driving risks caused by deviation and significantly enhancing driving safety.

[0110] Furthermore, based on the first offset distance and the first offset speed, a first influence coefficient corresponding to the first position is determined, including: obtaining the vehicle's current distance influence factor and speed influence factor, wherein the distance influence factor is used to characterize the degree to which the first offset distance affects the process of determining the guide line length, and the speed influence factor is used to characterize the degree to which the first offset speed affects the process of determining the guide line length; based on the distance influence factor and the first offset distance, determining the distance offset ratio of the vehicle; based on the speed influence factor and the first offset speed, determining the speed offset ratio of the vehicle; and based on the distance offset ratio and the speed offset ratio, determining the first influence coefficient.

[0111] The distance impact factor may be a value between 0 and 1 that quantifies the degree of influence of the first offset distance on the guideline length. The speed impact factor may be a value between 0 and 1 that quantifies the degree of influence of the first offset speed on the guideline length. The distance offset ratio may be a value calculated based on the distance impact factor and the first offset distance, and may be used to further refine the adjustment of the guideline length. The speed offset ratio may be a value calculated based on the speed impact factor and the first offset speed, and may be used to adjust the guideline length to ensure safe driving of the vehicle when the lateral speed changes.

[0112] In an optional embodiment, in order to accurately obtain the current distance influence factor and speed influence factor of the vehicle, thereby ensuring the accuracy of determining the first influence coefficient corresponding to the first position, the construction system can use data such as the vehicle's positioning information, speed information, and road information to analyze and determine the distance influence factor and speed influence factor, wherein the distance influence factor reflects the degree of influence of the first offset distance between the vehicle's current position and the planned path on the adjustment of the guide line length, and the speed influence factor reflects the degree of influence of the vehicle's first offset speed at the current offset degree on the guide line length. After determining the distance influence factor and speed influence factor, the construction system can calculate the vehicle's distance offset ratio by combining the distance influence factor and the first offset distance. Similarly, the construction system can also calculate the speed offset ratio by combining the speed influence factor and the first offset speed. After completing the calculation of the distance offset ratio and the speed offset ratio, the construction system can determine the first influence coefficient by combining the distance offset ratio and the speed offset ratio. For example, the construction system can determine the first influence coefficient by taking a weighted average of the distance offset ratio and the speed offset ratio. The weight coefficient can be dynamically adjusted according to the vehicle's driving speed, road conditions, and a preset control strategy. Specifically, when the distance offset ratio and speed offset ratio are high, this indicates that the vehicle's current position deviation and driving state require more severe adjustments to the guideline length. Therefore, the value of the first influence coefficient can be increased accordingly, prompting the system to shorten the guideline length to ensure that the vehicle can quickly adapt to the current driving state and road conditions, reduce the risk of deviation, and improve safety. Conversely, when the distance offset ratio and speed offset ratio are low, it indicates that the vehicle's driving state is relatively stable and the degree of deviation from the planned path is relatively small. Therefore, the value of the first influence coefficient can be lower, and the guideline length can be appropriately extended to maintain the continuity of the vehicle's driving path and improve driving comfort and efficiency.

[0113] For example, the distance offset ratio can be calculated as follows:

[0114] l_ratio=factor_l*l_abs*(ratio_max / l_standard_max);

[0115] Where, l_ratio represents the distance offset ratio, factor_l represents the distance impact factor, l_abs represents the absolute value of the first offset distance, ratio_max represents the second preset ratio, and l_standard_max represents the preset distance threshold. Similarly, the speed offset ratio can be calculated as shown in the following formula:

[0116] dl_ratio=factor_dl*dl_abs*(ratio_max / dl_standard_max).

[0117] Wherein, dl_ratio represents the speed offset ratio, factor_dl represents the speed impact factor, dl_abs represents the absolute value of the first offset speed, and dl_standard_max represents the preset speed threshold. The meanings of other symbols in the formula are consistent with the previous formula and are not repeated here.

[0118] In the above steps, by introducing the distance influence factor and the speed influence factor, the distance offset ratio and the speed offset ratio are calculated, and then the first influence coefficient is determined to achieve dynamic adjustment of the guide line length. The calculation of the above first influence coefficient fully considers the deviation of the vehicle's current position and the driving status, ensuring that the vehicle can quickly adjust the guide line length when facing complex road conditions and changes in driving status, reduce the risk of offset, and improve driving safety.

[0119] Furthermore, based on the distance offset ratio and the speed offset ratio, a first influence coefficient is determined, including: in response to the first offset distance being greater than a preset distance threshold, or the first offset speed being greater than a preset speed threshold, obtaining a first preset ratio and a second preset ratio, and determining the first influence coefficient based on the first preset ratio, the second preset ratio, the distance offset ratio, and the speed offset ratio, wherein the second preset ratio is less than the first preset ratio; in response to the first offset distance being less than or equal to the preset distance threshold, and the first offset speed being less than or equal to the preset speed threshold, determining the first influence coefficient based on the first preset ratio.

[0120] The preset distance threshold may be a threshold used to define a critical value for the distance deviation ratio. When the distance deviation ratio exceeds the preset distance threshold, it indicates that the vehicle has significantly deviated from the road centerline, requiring more direct intervention such as shortening the guideline length to quickly return the vehicle to its intended path. The preset speed threshold may be a threshold used to define a critical value for the speed deviation ratio. When the speed deviation ratio exceeds the preset speed threshold, it indicates that the vehicle is moving at a high lateral speed, similarly requiring shortening the guideline length to prevent unsafe driving behavior caused by rapid deviation.

[0121] The first and second preset ratios may be pre-set based on the overall strategy and safety standards of the construction system and used to adjust the guideline length. Specifically, the first preset ratio may be a value used to ensure that the vehicle can promptly adjust its direction and return to its intended path when the distance offset ratio or speed offset ratio exceeds a normal range. The second preset ratio may be a value used when neither the distance offset ratio nor the speed offset ratio exceeds a normal range, guiding the construction system to maintain its original guideline length strategy to ensure driving comfort and efficiency.

[0122] In an optional embodiment, when the first offset distance is greater than a preset distance threshold or the first offset speed is greater than a preset speed threshold, it means that the degree of deviation or the deviation speed of the vehicle's current position from the planned path exceeds the normal range, and the construction system needs to adopt a more aggressive strategy to adjust the guide line length to ensure that the vehicle can quickly return to the planned path. At this time, the construction system can obtain the first preset ratio and the second preset ratio, and determine the first influence coefficient based on the first preset ratio, the second preset ratio, the distance offset ratio and the speed offset ratio. Specifically, when the first offset distance is greater than the preset distance threshold or the first offset speed is greater than the preset speed threshold, the construction system can combine the first preset ratio and the second preset ratio, as well as the specific values of the distance offset ratio and the speed offset ratio, and use algorithms such as weighted average or linear interpolation to calculate the first influence coefficient, thereby prompting the system to shorten the guide line length and accelerate the process of the vehicle returning to the planned path. In addition, when the first offset distance is less than or equal to the preset distance threshold and the first offset speed is less than or equal to the preset speed threshold, it indicates that the vehicle's position and driving status maintain good consistency with the planned path. At this time, since the distance offset ratio and the speed offset ratio are both at a low level, the first influence coefficient can be determined by the first preset ratio to reduce unnecessary path adjustments, thereby improving passenger comfort and vehicle driving safety.

[0123] In the above steps, by dynamically responding to the distance and speed offset ratios, the system can quickly adjust the length of the guide lines when the vehicle deviates from the planned path, allowing the vehicle to quickly return to the planned path, effectively avoiding driving risks caused by deviation and significantly improving driving safety. When the vehicle is in a stable state, the system can adopt a more conservative path planning strategy to reduce frequent path adjustments, reduce vehicle driving volatility, and provide passengers with a smoother and more comfortable ride.

[0124] Furthermore, based on the first preset ratio, the second preset ratio, the distance offset ratio and the speed offset ratio, a first influence coefficient is determined, including: obtaining an offset ratio sum value based on the sum of the distance offset ratio and the speed offset ratio; obtaining an initial ratio based on the minimum value of the first preset ratio and the offset ratio sum value; and obtaining the first influence coefficient based on the maximum value of the initial ratio and the second preset ratio.

[0125] In an optional embodiment, in order to ensure that the construction system can comprehensively consider the distance offset ratio and the speed offset ratio during the path planning process, so that the construction system can construct a first influence coefficient that can quickly correct position deviations and adapt to changes in vehicle speed, the construction system can add the distance offset ratio and the speed offset ratio to obtain the offset ratio sum value, and obtain the initial ratio by obtaining the minimum value of the first preset ratio and the offset ratio sum value. This calculation method ensures that even if the vehicle deviates to a certain extent, the initial ratio will not exceed the range of the first preset ratio, thereby avoiding the construction system from over-adjusting the path planning and affecting driving safety and comfort. At the same time, when the offset ratio sum value is low, the initial ratio can be directly determined by the first preset ratio, maintaining the stability of the guide line length. After obtaining the initial ratio, the construction system can calculate the first influence coefficient by taking the maximum value of the initial ratio and the second preset ratio. This calculation method ensures that under any driving conditions, the value of the first influence coefficient will not be lower than the second preset ratio. Even if the vehicle deviates slightly, the construction system will maintain a certain path adjustment capability to cope with potential deviation risks. At the same time, when the value of the initial ratio is high, the first influence coefficient can be directly determined by the initial ratio, so that the construction system can intelligently adjust the guide line length according to the deviation state and driving speed of the vehicle's current position, thereby improving the effect of path planning.

[0126] For example, when the distance offset ratio is greater than a preset distance threshold, or the speed offset ratio is greater than a preset speed threshold, the calculation method of the first influence coefficient can be shown as follows:

[0127] start_point_ratio=max(ratio_min,min(ratio_max,l_ratio+dl_ratio)).

[0128] In the formula, start_point_ratio represents the above-mentioned first influence coefficient, l_ratio+dl_ratio represents the above-mentioned offset ratio and value, min(ratio_max,l_ratio+dl_ratio) represents the above-mentioned initial ratio, ratio_min represents the above-mentioned second preset ratio, and the interpretations of other symbols in the formula are consistent with the previous formula and are not repeated here.

[0129] In the above steps, the distance offset ratio and speed offset ratio are comprehensively analyzed to determine the offset ratio and value. The initial ratio is then calculated using the first preset ratio. The first influence coefficient is then determined using the initial ratio and the second preset ratio. This dynamically calculates the first influence coefficient, enabling the system to promptly implement effective path adjustment strategies when the vehicle deviates from the planned path, thereby avoiding driving risks caused by deviation and significantly improving driving safety. Furthermore, when the vehicle's driving state is stable and the degree of deviation is low, the system can maintain a higher first influence coefficient value, maintaining a longer guideline length, reducing unnecessary path adjustments and reducing vehicle driving volatility, providing passengers with a smoother ride experience.

[0130] Furthermore, based on the distance influence factor and the first offset distance, determining the distance offset ratio of the vehicle includes: obtaining a first quotient value based on the quotient of the first preset ratio and the preset distance threshold; and obtaining the distance offset ratio based on the product of the distance influence factor, the first offset distance and the first quotient value.

[0131] In an optional embodiment, the construction system can determine the above-mentioned first quotient value by calculating the quotient of a first preset ratio and a preset distance threshold. By calculating the first quotient value, the construction system can introduce a dynamic control factor related to both the first preset ratio and the preset distance threshold in the adjustment of the distance offset ratio. When the vehicle's driving state undergoes a significant change, such as an increase in the vertical distance deviation between the vehicle and the planned path, the introduction of the above-mentioned first quotient value can make the calculation of the distance offset ratio more flexible, avoiding insufficient or excessive path planning adjustments due to the limitation of a single ratio threshold. After calculating the above-mentioned first quotient value, the construction system can obtain the distance offset ratio by calculating the product of the distance influence factor, the first offset distance, and the first quotient value.

[0132] In the above steps, the calculation of the distance offset ratio ensures that the vehicle's current driving state (including the degree of lateral offset and driving speed) can be fully considered by the construction system. At the same time, the introduction of the first quotient value makes the construction system's adjustment of the distance offset ratio more precise. When the vehicle deviates from the planned path, it can intelligently adjust the path planning according to the degree of deviation and driving state, so as to achieve rapid correction of the driving path and stable driving.

[0133] Furthermore, based on the speed influence factor and the first offset speed, determining the speed offset ratio of the vehicle includes: obtaining a second quotient value based on the quotient of the first preset ratio and the preset speed threshold; and obtaining the speed offset ratio based on the product of the speed influence factor, the first offset speed and the second quotient value.

[0134] In an optional embodiment, the construction system can obtain the above-mentioned second quotient value by calculating the quotient of the first preset ratio and the preset speed threshold. By introducing the second quotient value, the construction system can more accurately balance the relationship between the vehicle deviation speed and the path planning adjustment when calculating the speed offset ratio. In particular, when the vehicle deviation speed is significant, the above-mentioned second quotient value as an adjustment parameter can ensure that the construction system responds within an appropriate range, avoiding the problem of over-adjustment or under-adjustment. After calculating the above-mentioned second quotient value, the construction system can obtain the speed offset ratio by calculating the product of the speed influence factor, the first offset speed and the second quotient value. Through the above-mentioned calculation steps, the construction system can dynamically adjust the speed offset ratio according to the real-time driving status of the vehicle and the vehicle's sensitivity to the deviation speed, thereby ensuring that the construction system can smoothly and quickly correct the path when the vehicle faces road changes or driving status fluctuations.

[0135] In the above steps, by dynamically adjusting the speed offset ratio, the construction system can respond more accurately to changes in vehicle speed when the vehicle deviates from the planned path, thereby ensuring that the vehicle can return to the planned path in a timely and safe manner in complex road environments, reducing driving risks caused by deviation. At the same time, when the vehicle's driving state is stable and the deviation speed is small, the construction system can avoid unnecessary path adjustments, reduce operations such as rapid steering or acceleration, and improve vehicle driving safety.

[0136] Furthermore, based on the average curvature and a preset curvature threshold, a second influence coefficient corresponding to the average curvature is determined, including: obtaining a coefficient value range corresponding to the second influence coefficient; in response to the average curvature being less than the first curvature threshold, determining the second influence coefficient as the first maximum value in the coefficient value range; in response to the average curvature being greater than the second curvature threshold, determining the second influence coefficient as the first minimum value in the coefficient value range, wherein the second curvature threshold is greater than the first curvature threshold; in response to the average curvature being greater than or equal to the first curvature threshold, and the average curvature being less than or equal to the second curvature threshold, determining the second influence coefficient based on the average curvature, the first curvature threshold, the second curvature threshold, the first maximum value and the first minimum value.

[0137] The above-mentioned first curvature threshold can be a threshold used to determine whether the road curvature is low. When the average curvature is less than the first curvature threshold, the construction system can consider that the current road is relatively straight, and the vehicle can use a longer guide line for planning to improve driving efficiency and comfort.

[0138] The second curvature threshold may be a threshold used to identify whether a road has a significant curvature change. The second curvature threshold is higher than the first curvature threshold. When the average curvature is greater than the second curvature threshold, the construction system may determine that the road curvature is significant and may include sharp bends or complex curves. In this case, the vehicle may use a shorter guide line for planning to ensure timely response to curvature changes and maintain driving safety.

[0139] In an optional embodiment, the construction system may first obtain a value range of the second influence coefficient corresponding to the second influence coefficient. The value range is used to limit the adjustment interval of the second influence coefficient to ensure the stability and safety of path planning. After obtaining the value range of the second influence coefficient, when the average curvature is less than the set first curvature threshold, it indicates that the vehicle's driving path is relatively straight. In this case, the construction system can determine the second influence coefficient to be the maximum value in the coefficient value range. The above step ensures that on straight or slightly curved roads, the construction system can take more aggressive path planning adjustments, thereby improving driving efficiency while ensuring the stability and safety of vehicle driving. Conversely, when the average curvature exceeds the set second curvature threshold, it indicates that the vehicle will face a relatively curved or complex driving path. In this case, the construction system can determine the second influence coefficient to be the minimum value in the coefficient value range. The above step ensures that under high curvature conditions, the path planning adjustment is more conservative and stable, avoiding the risk of vehicle loss of control due to excessive adjustment, and significantly improving the safety and stability of intelligent driving vehicles when driving on curved roads. In addition, under the condition that the average curvature is between the first curvature threshold and the second curvature threshold mentioned above, the construction system can dynamically calculate the second influence coefficient based on the average curvature, the first curvature threshold, the second curvature threshold, the first maximum value and the first minimum value through an interpolation algorithm or function mapping, so that the construction system can intelligently adjust the path planning strategy according to the curvature characteristics of the current driving path, which is neither too conservative nor too aggressive, thereby improving the vehicle's adaptability and responsiveness to medium curvature conditions while ensuring driving safety and comfort.

[0140] In the above steps, by dynamically adjusting the second influence coefficient, the system can intelligently respond to road conditions with varying curvature characteristics, ensuring the smoothness and safety of the vehicle's driving path. Specifically, under high curvature conditions, the system can set the second influence coefficient to the minimum value, thereby adopting a more conservative path planning strategy to reduce driving risks. Under low curvature conditions, the system can set the second influence coefficient to the maximum value, thereby improving the vehicle's response to deviations, reducing unnecessary path adjustments, and providing passengers with a smoother and more comfortable ride.

[0141] For ease of understanding, Figure 3This is a schematic diagram of an optional relationship between the average curvature and the forward curvature provided in an embodiment of the present application. Figure 3 As shown in the figure, the horizontal axis R represents the forward curvature of the reference line, the vertical axis AR represents the average curvature of the reference line, P3 on the horizontal axis represents the first curvature threshold, P4 represents the second curvature threshold, P1 on the vertical axis represents the first maximum value, and P2 represents the first minimum value. The curve in the figure represents the changing trend of the average curvature with the forward curvature. The curve sloping from the upper left to the lower right means that when the curvature of the reference line is large (i.e., close to the second curvature threshold), the value of the average curvature will tend to the first minimum value. Conversely, when the curvature of the reference line is small (i.e., close to the first curvature threshold), the value of the average curvature will tend to the first maximum value.

[0142] Specifically, the calculation process of the second influence coefficient corresponding to the above average curvature can be shown as follows:

[0143]

[0144] Wherein, k1 represents the second influence coefficient, kappa represents the average curvature, kappa_min represents the first curvature threshold, kappa_max represents the second curvature threshold, kappa_ratio_min represents the first minimum value, kappa_ratio_max represents the first maximum value, and k2 is the first value coefficient.

[0145] Furthermore, based on the average curvature, the first curvature threshold, the second curvature threshold, the first maximum value and the first minimum value, a second influence coefficient is determined, including: obtaining a first difference based on the difference between the first maximum value and the first minimum value, obtaining a second difference based on the difference between the second curvature threshold and the first curvature threshold, and obtaining a third difference based on the difference between the average curvature and the first curvature threshold; obtaining a first value coefficient based on the quotient of the first difference and the second difference; and obtaining a second influence coefficient based on the product of the first value coefficient and the third difference.

[0146] In an optional embodiment, the construction system can determine the first difference by calculating the value range of the second influence coefficient, that is, the difference between the first maximum value and the first minimum value. The first difference reflects the possible adjustment range of the second influence coefficient in response to changes in path curvature. The calculation process ensures that the construction system can refer to the preset maximum and minimum adjustment limits when adjusting the second influence coefficient to prevent excessive or insufficient adjustment of the path planning strategy. The construction system can also determine the second difference by calculating the difference between the second curvature threshold and the first curvature threshold. The calculation process of the second difference reflects the amplitude of the change in path curvature, providing the construction system with a quantitative indicator for judging the complexity of the path, thereby guiding the adjustment strategy of the second influence coefficient. At the same time, the construction system can determine the third difference by calculating the difference between the average curvature and the first curvature threshold. The third difference is a key factor in determining the degree of immediate adjustment of the second influence coefficient, ensuring that the construction system can respond to any changes in path curvature in a timely manner, thereby making more refined path planning adjustments. The construction system can then divide the first difference by the second difference to obtain the aforementioned first coefficient. The purpose of the aforementioned first coefficient is to quantify the impact of changes in path curvature on the path planning strategy, ensuring that the construction system can be more intelligent and precise when adjusting the second influence coefficient, avoiding excessive or insufficient path planning adjustments due to sudden changes in path curvature, and improving driving safety and stability. Finally, by multiplying the first coefficient by the third difference, the construction system can obtain the precise value of the second influence coefficient. This calculation process ensures that the adjustment of the second influence coefficient can directly reflect the instantaneous curvature characteristics of the path, allowing the path planning strategy to more accurately adapt to changes in path curvature and achieve rapid optimization of the vehicle's driving path.

[0147] For example, when the average curvature is greater than or equal to the first curvature threshold and the average curvature is less than or equal to the second curvature threshold, combined with the above formula, the calculation method of the second influence coefficient can be shown as follows:

[0148]

[0149] k1=k2·(kappa-kappa_min).

[0150] It should be noted that in the above formula, kappa_ratio_max-kappa_ratio_min is the above-mentioned first difference, kappa_max-kappa_min is the above-mentioned second difference, kappa-kappa_min is the above-mentioned third difference, k2 is the above-mentioned first value coefficient, and the meanings of other symbols in the formula are the same as those in the previous formula and will not be repeated here. Based on the above formula, the construction system can more accurately calculate the second influence coefficient corresponding to the above-mentioned average curvature.

[0151] In the above steps, by dynamically adjusting the second influence coefficient, the construction system can intelligently respond to changes in path curvature, ensuring that the vehicle can adopt a safer driving strategy when facing complex road conditions and reduce driving risks caused by improper path adjustment.

[0152] Furthermore, based on the first driving guide line and the first reference line, a second driving guide line is constructed, including: obtaining a second offset distance and a vehicle lane change time corresponding to the first driving guide line, wherein the second offset distance is used to characterize the vertical distance between the end position and the first reference line, and the vehicle lane change time is used to characterize the time for the vehicle to change lanes from the end position to the first reference line; based on the second offset distance and the vehicle lane change time, a slope value range corresponding to any position of the vehicle during the lane change process is constructed; based on a third offset distance corresponding to any position, a guide line change slope corresponding to any position is determined from the slope value range, wherein the third offset distance is used to characterize the vertical distance between any position and the first reference line; based on the guide line change slope, the end position and the first reference line, an end point position of the second driving guide line is determined; and guide line fitting is performed based on the end position and the end point position to obtain the second driving guide line.

[0153] The second offset distance may be a vertical distance between the vehicle position and the first reference line at the end of the lane change.

[0154] The lane change time can be the time it takes for the vehicle to complete the lane change, i.e., the time it takes for the vehicle to change lanes from the second offset distance to coincide with the first reference line. This time parameter reflects the intelligent driving system's control over the speed of the lane change process. Too short a lane change time may result in an abrupt lane change, impacting safety and comfort, while too long a lane change time may lead to inefficient lane changes and affect smooth traffic flow.

[0155] The above slope value range can be the selection range of the slope value of the guide line at any position during the lane change process. The above slope value range ensures that the slope change is within a safe range during path planning, neither too radical nor too conservative.

[0156] The third offset distance can be used to represent the vertical distance between the first reference line and any position of the vehicle during a lane change. This third offset distance can help the system accurately adjust the slope of the guide line to ensure safety during lane changes.

[0157] In an optional embodiment, the construction system may first obtain the vertical distance between the end position of the vehicle's current driving guide line and the first reference line, i.e., the second offset distance, and the time required for the vehicle to change lanes from the current end position to the first reference line, i.e., the vehicle lane change time. The above-mentioned second offset distance directly reflects the lateral deviation of the vehicle from the target lane before changing lanes, while the above-mentioned vehicle lane change time reflects the efficiency requirements for completing the lane change operation. The above-mentioned second offset distance and vehicle lane change time can provide a data basis for the subsequent construction of the slope value range and the determination of the guide line change slope. After completing the acquisition of the second offset distance and the vehicle lane change time, the construction system can construct a slope value range based on the second offset distance and the vehicle lane change time. The construction of the above-mentioned slope value range takes into account the balance between safety, comfort and lane change efficiency during the lane change process. Subsequently, the construction system can determine the guide line change slope corresponding to any position from the slope value range based on the third offset distance corresponding to any position. The above-mentioned third offset distance can be the vertical distance between any position and the first reference line, which is used to dynamically adjust the slope of the vehicle during the lane change process. When the third offset distance is large, the construction system can select a larger slope within the slope value range to prompt the vehicle to quickly move closer to the first reference line and reduce the offset distance. Conversely, when the third offset distance is small, the construction system selects a smaller slope within the slope value range to avoid unnecessary sharp turns and maintain vehicle driving stability and passenger comfort. After determining the guide line change slope, the construction system can calculate the end point position of the second driving guide line based on the guide line change slope, the end position and the first reference line. This calculation ensures that the second driving guide line is accurately connected to the first reference line, while maintaining continuity with the current driving guide line, avoiding sudden changes in path planning, and ensuring the smoothness of the lane change process and driving safety. Finally, the construction system can perform guide line fitting based on the above end position and the calculated tail point position to generate a second driving guide line. The above fitting process can follow the smooth curve generation rule to ensure the naturalness and continuity of the path change during the vehicle's transition from the current position to the first reference line.

[0158] For example, the calculation formula for the slope of the guide line can be as follows:

[0159]

[0160] Where k represents the guideline slope, l_lane represents the second offset distance (assuming l_lane = 3.75), and v represents the first driving speed. Specifically, it can be assumed that when the guideline slope is large, the vehicle lane change time is t_effecient = 4.5, and when the guideline slope is small, the vehicle lane change time is t_comfortable = 12. In this case, the minimum value of the slope range can be calculated as follows:

[0161]

[0162] Where k_min represents the minimum value of the slope range. The meanings of other symbols are the same as those in the previous formula and are not repeated here. Similarly, the maximum value of the slope range can be calculated as shown in the following formula:

[0163]

[0164] Where k_max represents the maximum value of the slope value range. The interpretations of other symbols in the formula are consistent with the previous formula and are not repeated here. Based on the maximum and minimum values of the slope value range, the construction system can determine the slope value range.

[0165] It should be noted that the above values of l_lane, t_effecient, and t_comfortable are only for illustrative purposes. Staff can set them according to actual needs and are not limited here.

[0166] In the above steps, by dynamically adjusting the slope value range and the guide line change slope, the lane change process is ensured to be smooth and continuous, reducing the driving risks caused by sudden path changes.

[0167] Furthermore, based on the third offset distance corresponding to any position, the guide line change slope corresponding to any position is determined from the slope value range, including: in response to the third offset distance being less than the first distance threshold, determining the guide line change slope as the second minimum value of the slope value range; in response to the third offset distance being greater than the second distance threshold, determining the guide line change slope as the second maximum value of the slope value range, wherein the second distance threshold is greater than the first distance threshold; in response to the third offset distance being greater than or equal to the first distance threshold, and the third offset slope being less than or equal to the second distance threshold, determining the guide line change slope based on the third offset distance, the first distance threshold, the second distance threshold, the second maximum value and the second minimum value.

[0168] In an optional embodiment, when the third offset distance is less than the first distance threshold, the construction system may deem that the vehicle has approached the first reference line. In this case, the construction system may use the minimum value within the slope value range, i.e., the second minimum value, as the guide line change slope to ensure that the path changes more smoothly during the lane change or adjustment process, thereby avoiding sharp turns or vehicle shaking caused by rapid adjustments. Conversely, when the third offset distance exceeds the second distance threshold, the construction system may deem that there is a significant deviation between the vehicle and the target path. In order to quickly correct this deviation and ensure that the vehicle can align with the first reference line in a timely manner, thereby avoiding safety hazards caused by long-term deviation, the construction system may set the guide line change slope to the maximum value within the slope value range, i.e., the second maximum value, thereby accelerating the path adjustment speed and enabling the vehicle to complete the lane change or path adjustment with higher efficiency. In the case where the third offset distance is at a moderate offset between the first and second distance thresholds, the construction system can intelligently select a suitable slope from the slope value range as the guide line change slope based on the third offset distance, the first distance threshold, the second distance threshold, the second maximum value, and the second minimum value. This dynamic adjustment mechanism ensures that the path planning strategy can be intelligently adjusted according to the immediate lateral offset between the vehicle and the first reference line to achieve a balance between safety and efficiency.

[0169] For example, the calculation method of the slope of the guide line can be shown as follows:

[0170]

[0171] In the formula, k represents the slope of the guide line change, l represents the third offset distance, l_min represents the first distance threshold, l_max represents the second distance threshold, k3 represents the second value coefficient, and the interpretation of other symbols in the formula is consistent with the previous formula and will not be repeated here.

[0172] For ease of understanding, Figure 4 : is a schematic diagram of an optional relationship between a vehicle lane change time and a third offset distance provided by an embodiment of the present application, such as Figure 4As shown, the horizontal axis L represents the above-mentioned third offset distance, the vertical axis T represents the vehicle lane change time, P7 on the horizontal axis represents the above-mentioned first distance threshold, P8 represents the above-mentioned second distance threshold, P6 on the vertical axis represents the vehicle lane change time t_effecient when the above-mentioned guide line changes with a larger slope, and P5 represents the vehicle lane change time t_comfortable when the above-mentioned guide line changes with a smaller slope. The curve in the figure represents the changing trend of the vehicle lane change time with the third offset distance. When the third offset distance increases, the vehicle lane change time also increases accordingly to ensure that the vehicle can complete the lane change in a smoother manner. When the third offset distance decreases, the vehicle lane change time also decreases accordingly to achieve more efficient path adjustment.

[0173] In the above steps, by dynamically adjusting the slope of the guide line, the construction system can intelligently respond to changes in the vertical distance between the vehicle and the first reference line, ensuring the safety of the lane change or path adjustment process, while reducing the impact of sudden path changes on vehicle driving, providing a smoother and more comfortable riding experience.

[0174] Furthermore, based on the third offset distance, the first distance threshold, the second distance threshold, the second maximum value and the second minimum value, the guide line change slope is determined, including: obtaining a fourth difference based on the difference between the second maximum value and the second minimum value, obtaining a fifth difference based on the difference between the second distance threshold and the first distance threshold, and obtaining a sixth difference based on the difference between the third offset distance and the first distance threshold; obtaining a second value coefficient based on the quotient of the fourth difference and the fifth difference; and obtaining the guide line change slope based on the product of the second value coefficient and the sixth difference.

[0175] In an optional embodiment, the construction system can first calculate the difference between the second maximum value and the second minimum value within the slope value range, namely the fourth difference. The fourth difference reflects the adjustment range of the guide line slope change and provides a data basis for the subsequent dynamic calculation of the slope. By determining the fourth difference, the construction system can clearly define the range of slope adjustment, avoid excessive slope changes, and ensure the smoothness and continuity of path planning. The construction system can also calculate the difference between the second distance threshold and the first distance threshold, namely the fifth difference. The fifth difference reflects the behavioral response boundary of the vehicle at different lateral offset distances and is used to quantify the severity of the lateral offset between the vehicle and the first reference line. The calculation of the fifth difference provides a clear trigger condition for the slope adjustment strategy, ensuring that the construction system can take reasonable path adjustment measures within an appropriate time and distance range. At the same time, the construction system can calculate a sixth difference based on the difference between the third offset distance and the first distance threshold. The sixth difference directly reflects the instantaneous vertical distance difference between the vehicle and the target path and is the basis for the construction system to adjust the slope strategy in real time. Based on the sixth difference, the construction system can determine the current offset degree and thus determine the adjustment range of the guide line slope change. Subsequently, by dividing the fourth difference (slope adjustment amplitude) by the fifth difference (distance threshold difference), the construction system can obtain the second value coefficient. Based on the product calculation of the second value coefficient and the sixth difference (instantaneous lateral offset distance), the construction system can determine a more reasonable guide line change slope. The above calculation process ensures that the slope adjustment strategy can be dynamically adjusted according to the instantaneous distance difference between the vehicle and the first reference line, thereby achieving accurate path planning and adjustment, and avoiding driving risks caused by improper path planning.

[0176] For example, when the third offset distance is greater than or equal to the first distance threshold, and the third offset slope is less than or equal to the second distance threshold, the guide line change slope may be calculated as follows:

[0177]

[0178] k=k3*(l-l_min).

[0179] It should be noted that, in the formula, k_max-k_min represents the fourth difference, l_max-l_min represents the fifth difference, l-l_min represents the sixth difference, and the meanings of other symbols in the formula are consistent with the above formula and will not be repeated here. Based on the above formula, the construction system can more accurately calculate the slope of the guide line change.

[0180] In the above steps, by dynamically adjusting the slope of the guide line, the construction system can respond to the lateral offset between the vehicle and the first reference line in real time, ensuring the safety and stability of the lane change or path adjustment process, and reducing driving risks caused by sharp turns or improper adjustments.

[0181] Through the description of the above implementation methods, those skilled in the art can clearly understand that the method according to the above embodiment can be implemented by means of software plus the necessary general hardware platform, and of course it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for enabling a terminal device (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in each embodiment of the present application.

[0182] Example 2

[0183] The present application also provides a vehicle driving guide line construction device 50, please refer to Figure 5 , including: a parameter acquisition module 510, used to execute step S110; a distance determination module 520, used to execute step S120; a guide line selection module 530, used to execute step S130; a first construction module 540, used to execute step S140, and a second construction module 550, used to execute step S150.

[0184] Furthermore, the guide line selection module 530 is also used to: determine the guide line length of the first driving guide line based on the first position, average curvature and preview distance; and intercept the first driving guide line from the second reference line based on the first position and the guide line length.

[0185] Furthermore, the guide line selection module 530 is also used to: determine the vehicle's current distance influence coefficient based on the first position and the average curvature, wherein the distance influence coefficient is used to characterize the influence coefficient of the first position and the average curvature on the guide line length; determine the guide line length based on the distance influence coefficient and the preview distance.

[0186] Furthermore, the guide line selection module 530 is also used to: obtain a first offset distance and a first offset speed corresponding to the first position, wherein the first offset distance is used to characterize the vertical distance between the first position and the first reference line, and the first offset speed is used to characterize the lateral speed of the vehicle at the first position; based on the first offset distance and the first offset speed, determine a first influence coefficient corresponding to the first position, wherein the first influence coefficient is used to characterize the influence coefficient of the first position on the guide line length; based on the average curvature and a preset curvature threshold, determine a second influence coefficient corresponding to the average curvature, wherein the second influence coefficient is used to characterize the influence coefficient of the average curvature on the guide line length; and construct a distance influence coefficient based on the first influence coefficient and the second influence coefficient.

[0187] Furthermore, the guide line selection module 530 is also used to: obtain the vehicle's current distance influence factor and speed influence factor, wherein the distance influence factor is used to characterize the degree to which the first offset distance affects the process of determining the guide line length, and the speed influence factor is used to characterize the degree to which the first offset speed affects the process of determining the guide line length; determine the distance offset ratio of the vehicle based on the distance influence factor and the first offset distance; determine the speed offset ratio of the vehicle based on the speed influence factor and the first offset speed; and determine the first influence coefficient based on the distance offset ratio and the speed offset ratio.

[0188] Furthermore, the guide line selection module 530 is also used to: in response to the first offset distance being greater than a preset distance threshold, or the first offset speed being greater than a preset speed threshold, obtain a first preset ratio and a second preset ratio, and determine a first influence coefficient based on the first preset ratio, the second preset ratio, the distance offset ratio and the speed offset ratio, wherein the second preset ratio is less than the first preset ratio; in response to the first offset distance being less than or equal to the preset distance threshold, and the first offset speed being less than or equal to the preset speed threshold, determine the first influence coefficient based on the first preset ratio.

[0189] Furthermore, the guide line selection module 530 is also used to: obtain an offset ratio sum value based on the sum of the distance offset ratio and the speed offset ratio; obtain an initial ratio based on the first preset ratio and the minimum value of the offset ratio sum value; and obtain a first influence coefficient based on the initial ratio and the maximum value of the second preset ratio.

[0190] Furthermore, the guide line selection module 530 is further configured to: obtain a first quotient value based on a quotient of a first preset ratio and a preset distance threshold; and obtain a distance offset ratio based on a product of a distance influence factor, a first offset distance, and the first quotient value.

[0191] Furthermore, the guide line selection module 530 is further configured to: obtain a second quotient value based on a quotient of the first preset ratio and a preset speed threshold; and obtain a speed offset ratio based on a product of the speed influence factor, the first offset speed, and the second quotient value.

[0192] Furthermore, the guide line selection module 530 is also used to: obtain the coefficient value range corresponding to the second influence coefficient; in response to the average curvature being less than the first curvature threshold, determine the second influence coefficient as the first maximum value in the coefficient value range; in response to the average curvature being greater than the second curvature threshold, determine the second influence coefficient as the first minimum value in the coefficient value range, wherein the second curvature threshold is greater than the first curvature threshold; in response to the average curvature being greater than or equal to the first curvature threshold, and the average curvature being less than or equal to the second curvature threshold, determine the second influence coefficient based on the average curvature, the first curvature threshold, the second curvature threshold, the first maximum value and the first minimum value.

[0193] Furthermore, the guide line selection module 530 is also used to: obtain a first difference based on the difference between the first maximum value and the first minimum value, obtain a second difference based on the difference between the second curvature threshold and the first curvature threshold, and obtain a third difference based on the difference between the average curvature and the first curvature threshold; obtain a first value coefficient based on the quotient of the first difference and the second difference; and obtain a second influence coefficient based on the product of the first value coefficient and the third difference.

[0194] Furthermore, the first construction module 540 is also used to: obtain a second offset distance and a vehicle lane change time corresponding to the end position of the first driving guide line, wherein the second offset distance is used to represent the vertical distance between the end position and the first reference line, and the vehicle lane change time is used to represent the time it takes for the vehicle to change lanes from the end position to the first reference line; based on the second offset distance and the vehicle lane change time, construct a slope value range corresponding to any position of the vehicle during the lane change process; based on a third offset distance corresponding to any position, determine a guide line change slope corresponding to any position from the slope value range, wherein the third offset distance is used to represent the vertical distance between any position and the first reference line; determine the tail point position of the second driving guide line based on the guide line change slope, the end position and the first reference line; and perform guide line fitting based on the end position and the tail point position to obtain the second driving guide line.

[0195] Furthermore, the first construction module 540 is also used to: in response to the third offset distance being less than the first distance threshold, determine that the guide line change slope is the second minimum value of the slope value range; in response to the third offset distance being greater than the second distance threshold, determine that the guide line change slope is the second maximum value of the slope value range, wherein the second distance threshold is greater than the first distance threshold; in response to the third offset distance being greater than or equal to the first distance threshold, and the third offset slope being less than or equal to the second distance threshold, determine the guide line change slope based on the third offset distance, the first distance threshold, the second distance threshold, the second maximum value and the second minimum value.

[0196] Furthermore, the first construction module 540 is also used to: obtain a fourth difference based on the difference between the second maximum value and the second minimum value, obtain a fifth difference based on the difference between the second distance threshold and the first distance threshold, and obtain a sixth difference based on the difference between the third offset distance and the first distance threshold; obtain a second value coefficient based on the quotient of the fourth difference and the fifth difference; and obtain a guide line change slope based on the product of the second value coefficient and the sixth difference.

[0197] Example 3

[0198] The present application also provides an electronic device 60, please refer to Figure 6 , including a processor 610 and a memory 620, wherein the memory 620 is used to store computer programs; the processor 610 is used to execute the program stored in the memory 620 to implement the method for constructing a vehicle driving guide line introduced in any embodiment of the present application.

[0199] Example 4

[0200] An embodiment of the present application further provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the method for constructing a vehicle driving guide line introduced in any embodiment of the present application is implemented.

[0201] The serial numbers of the above embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0202] In the above embodiments of the present application, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0203] In this application, a plurality refers to two or more.

[0204] In this application, unless otherwise expressly defined, the terms "mounted," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; physical connections or electrical connections; direct connections or indirect connections through an intermediary; and internal connections between two components. A person of ordinary skill in the art will understand the specific meanings of these terms in this application.

[0205] The terms "first," "second," "third," "fourth," etc. (if any) in this application are used to distinguish similar objects and are not necessarily used to describe a particular sequential order.

[0206] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0207] Unless otherwise specified, all steps of the present application may be performed sequentially or randomly. For example, a statement that the method includes steps A and B indicates that the method may include steps A and B performed sequentially, or steps B and A performed sequentially. For example, a statement that the method may also include step C indicates that step C may be added to the method in any order, for example, the method may include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0208] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A method for constructing a vehicle driving guide line, characterized in that: include: Obtaining a first reference line, a first position, and a first driving speed of a vehicle at a current moment, a second reference line of the vehicle at a previous moment adjacent to the current moment, and an average curvature of a road within a preset distance ahead of the vehicle; determining a preview distance of the vehicle based on the first driving speed and a preview duration of the vehicle, wherein the preview duration refers to a time required for the vehicle to perform a corresponding action according to a control instruction, and the preview distance is greater than the preset distance; Selecting a first driving guide line from the second reference line based on the first position, the average curvature, and the preview distance, wherein a starting point of the first driving guide line is the first position; constructing a second driving guide line based on the first driving guide line and the first reference line, wherein the second driving guide line is tangent to the first reference line; The first driving guide line, the second driving guide line, and the first reference line are spliced to obtain a target driving guide line of the vehicle.

2. The method according to claim 1, characterized in that Selecting the first driving guide line from the second reference line based on the first position, the average curvature, and the preview distance includes: determining a guideline length of the first driving guideline based on the first position, the average curvature, and the preview distance; The first travel guide line is intercepted from the second reference line based on the first position and the guide line length.

3. The method according to claim 2, characterized in that Determining a guideline length of the first driving guideline based on the first position, the average curvature, and the preview distance includes: Determining a current distance influence coefficient of the vehicle based on the first position and the average curvature, wherein the distance influence coefficient is used to represent an influence coefficient of the first position and the average curvature on the length of the guide line; The guideline length is determined based on the distance influence coefficient and the preview distance.

4. The method according to claim 3, characterized in that Determining a current distance influence coefficient of the vehicle based on the first position and the average curvature includes: Obtaining a first offset distance and a first offset speed corresponding to the first position, wherein the first offset distance is used to represent a vertical distance between the first position and the first reference line, and the first offset speed is used to represent a lateral speed of the vehicle at the first position; determining a first influence coefficient corresponding to the first position based on the first offset distance and the first offset speed, wherein the first influence coefficient is used to represent an influence coefficient of the first position on the guide line length; Determining a second influence coefficient corresponding to the average curvature based on the average curvature and a preset curvature threshold, wherein the second influence coefficient is used to characterize the influence coefficient of the average curvature on the length of the guide line; The distance influence coefficient is constructed based on the first influence coefficient and the second influence coefficient.

5. The method according to claim 4, characterized in that Determining a first influence coefficient corresponding to the first position based on the first offset distance and the first offset speed includes: Obtaining a current distance influence factor and a current speed influence factor of the vehicle, wherein the distance influence factor is used to characterize the degree to which the first offset distance affects the process of determining the guideline length, and the speed influence factor is used to characterize the degree to which the first offset speed affects the process of determining the guideline length; determining a distance offset ratio of the vehicle based on the distance influencing factor and the first offset distance; determining a speed offset ratio of the vehicle based on the speed influencing factor and the first offset speed; The first influence coefficient is determined based on the distance offset ratio and the speed offset ratio.

6. The method according to claim 5, characterized in that Determining the first influence coefficient based on the distance offset ratio and the speed offset ratio includes: In response to the first offset distance being greater than a preset distance threshold, or the first offset speed being greater than a preset speed threshold, obtaining a first preset ratio and a second preset ratio, and determining the first influence coefficient based on the first preset ratio, the second preset ratio, the distance offset ratio, and the speed offset ratio, wherein the second preset ratio is smaller than the first preset ratio; In response to the first offset distance being less than or equal to a preset distance threshold and the first offset speed being less than or equal to a preset speed threshold, the first influence coefficient is determined based on the first preset ratio.

7. The method according to claim 6, characterized in that Determining the first influence coefficient based on the first preset ratio, the second preset ratio, the distance offset ratio, and the speed offset ratio includes: Obtaining an offset ratio sum value based on the sum of the distance offset ratio and the speed offset ratio; obtaining an initial ratio based on a first preset ratio and a minimum value of the offset ratio and value; The first influence coefficient is obtained based on a maximum value of the initial ratio and the second preset ratio.

8. The method according to claim 5, characterized in that Determining a distance offset ratio of the vehicle based on the distance influencing factor and the first offset distance includes: Obtaining a first quotient value based on a quotient of the first preset ratio and a preset distance threshold; The distance offset ratio is obtained based on the product of the distance influence factor, the first offset distance, and the first quotient value.

9. The method according to claim 5, characterized in that Determining a speed offset ratio of the vehicle based on the speed influencing factor and the first offset speed includes: obtaining a second quotient value based on a quotient of the first predetermined ratio and a predetermined speed threshold; The speed offset ratio is obtained based on the product of the speed influence factor, the first offset speed, and the second quotient.

10. The method according to claim 4, characterized in that Determining a second influence coefficient corresponding to the average curvature based on the average curvature and a preset curvature threshold includes: Obtaining a coefficient value range corresponding to the second influence coefficient; In response to the average curvature being less than a first curvature threshold, determining the second influence coefficient to be a first maximum value in the coefficient value range; In response to the average curvature being greater than a second curvature threshold, determining the second influence coefficient to be a first minimum value in the coefficient value range, wherein the second curvature threshold is greater than the first curvature threshold; In response to the average curvature being greater than or equal to the first curvature threshold and the average curvature being less than or equal to the second curvature threshold, the second influence coefficient is determined based on the average curvature, the first curvature threshold, the second curvature threshold, the first maximum value, and the first minimum value.

11. The method according to claim 10, characterized in that Determining the second influence coefficient based on the average curvature, the first curvature threshold, the second curvature threshold, the first maximum value, and the first minimum value includes: obtaining a first difference value based on a difference between the first maximum value and the first minimum value, obtaining a second difference value based on a difference between the second curvature threshold and the first curvature threshold, and obtaining a third difference value based on a difference between the average curvature and the first curvature threshold; Obtaining a first value coefficient based on a quotient of the first difference and the second difference; The second influence coefficient is obtained based on the product of the first value coefficient and the third difference.

12. The method according to claim 1, characterized in that Constructing a second driving guide line based on the first driving guide line and the first reference line, including: Obtaining a second offset distance and a vehicle lane change time corresponding to the end position of the first driving guide line, wherein the second offset distance represents a vertical distance between the end position and the first reference line, and the vehicle lane change time represents a time for the vehicle to change lanes from the end position to the first reference line; constructing a slope value range corresponding to any position of the vehicle during the lane change process based on the second offset distance and the vehicle lane change time; Determining a guide line change slope corresponding to any position from the slope value range based on a third offset distance corresponding to any position, wherein the third offset distance is used to represent a vertical distance between the any position and the first reference line; determining an end point position of the second driving guide line based on the guide line change slope, the end position, and the first reference line; Guide line fitting is performed based on the end position and the tail point position to obtain the second driving guide line.

13. The method according to claim 12, characterized in that Determining a change slope of the guide line corresponding to any position from the slope value range based on the third offset distance corresponding to any position includes: In response to the third offset distance being less than the first distance threshold, determining that the guide line change slope is a second minimum value of the slope value range; In response to the third offset distance being greater than a second distance threshold, determining that the guide line change slope is a second maximum value of the slope value range, wherein the second distance threshold is greater than the first distance threshold; In response to the third offset distance being greater than or equal to a first distance threshold and the third offset slope being less than or equal to a second distance threshold, the guide line change slope is determined based on the third offset distance, the first distance threshold, the second distance threshold, the second maximum value, and the second minimum value.

14. The method according to claim 13, characterized in that Determining the guide line change slope based on the third offset distance, the first distance threshold, the second distance threshold, the second maximum value, and the second minimum value includes: obtaining a fourth difference value based on a difference between the second maximum value and the second minimum value, obtaining a fifth difference value based on a difference between the second distance threshold and the first distance threshold, and obtaining a sixth difference value based on a difference between the third offset distance and the first distance threshold; Obtaining a second value coefficient based on a quotient of the fourth difference and the fifth difference; The guide line change slope is obtained based on the product of the second value coefficient and the sixth difference.

15. A device for constructing a vehicle driving guide line, characterized in that: include: a parameter acquisition module, configured to, in response to the vehicle being in a preset driving state, acquire a second reference line of the vehicle at a previous moment adjacent to the current moment, a first reference line, a first position, and a first driving speed of the vehicle at the current moment, and an average curvature of a driving road within a preset distance ahead of the vehicle; a distance determination module, configured to determine a preview distance of the vehicle based on the first driving speed and a preview duration of the vehicle, wherein the preview duration refers to a time required for the vehicle to perform a corresponding action according to a control instruction, and the preview distance is greater than the preset distance; a guide line selection module, configured to select a first driving guide line from the second reference line based on the first position, the average curvature, and the preview distance, wherein a starting point of the first driving guide line is the first position; a first constructing module, configured to construct a second driving guide line based on an end position of the first driving guide line and the first reference line, wherein the second driving guide line is tangent to the first reference line; The second construction module is configured to construct a target driving guide line for the vehicle based on the first driving guide line, the second driving guide line, and the first reference line.

16. An electronic device, characterized in that: comprising a processor and a memory, wherein Memory for storing computer programs; A processor, configured to execute a program stored in a memory to implement the method described in any one of claims 1 to 14.

17. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 14 is implemented.

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