Processing method and device of auxiliary driving signal, vehicle, medium and program product

Abstract

Embodiments of the present application provide a kind of processing method, device, vehicle, medium and program product of auxiliary driving signal, the method is by obtaining to be handled auxiliary driving signal;Based on the filtering strategy of pre-set, to be handled auxiliary driving signal is filtered, and target effective signal is obtained, filtering strategy includes: first strategy, second strategy and third strategy;First strategy is determined based on lane line type, second strategy is determined based on lane change state, and third strategy is determined based on the time threshold of signal jump;Target effective signal is rendered and handled.The technical effect of the scheme is to achieve the technical effect of stable vehicle-mounted display with lower computing resources.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, vehicle, medium, and program product for processing driver assistance signals. Background Technology

[0002] In lane-level driver assistance (L2) systems, vehicles use high-precision sensors to collect road information in real time, including lane line types, the positions of surrounding vehicles, and the status of obstacles, and output this information to the in-vehicle display system as a high-frequency signal.

[0003] Currently, the rendering frequency of in-vehicle display systems is typically only 20Hz, resulting in a significant frequency difference between high-frequency signals and low-frequency rendering.

[0004] However, in this scenario, directly processing all high-frequency signals would lead to problems such as wasted computing resources and display screen flickering. Summary of the Invention

[0005] This application provides a method, device, vehicle, medium, and program product for processing driver assistance signals, in order to achieve the technical effect of stable in-vehicle display with lower computing resources.

[0006] In a first aspect, embodiments of this application provide a method for processing assisted driving signals, including:

[0007] Acquire pending driver assistance signals;

[0008] Based on a preset filtering strategy, the driver assistance signals to be processed are filtered to obtain target valid signals. The filtering strategy includes a first strategy, a second strategy, and a third strategy. The first strategy is determined based on lane line type, the second strategy is determined based on lane change status, and the third strategy is determined based on signal transition time threshold.

[0009] The target valid signal is rendered.

[0010] In one or more embodiments, filtering the driver assistance signal to be processed based on a preset filtering strategy to obtain a target valid signal includes:

[0011] According to the first strategy, the driver assistance signal to be processed is filtered to obtain a first valid signal;

[0012] According to the second strategy, the first valid signal is filtered to obtain the second valid signal;

[0013] According to the third strategy, the second valid signal is filtered to obtain the target valid signal.

[0014] In one or more embodiments, filtering the driver assistance signal to be processed according to the first strategy to obtain a first valid signal includes:

[0015] The current left and right lane line types and current lane change direction of the vehicle's lane are extracted from the driver assistance signal to be processed;

[0016] Based on the current lane change direction and the current left and right lane line types, the lane change signals in the driver assistance signals to be processed are filtered to obtain the first valid signal.

[0017] In one or more embodiments, the step of filtering the lane change signal in the driver assistance signal to be processed based on the current lane change direction and the current left and right lane line types to obtain the first valid signal includes:

[0018] Based on the current lane change direction and the current left and right lane line types, and using the decision table in the first strategy, the lane change signals in the assisted driving signals to be processed are filtered to obtain the first valid signal. The decision table includes: at least one lane change direction, at least one lane line type, and at least one correspondence between filtering decisions.

[0019] In one or more embodiments, filtering the first valid signal according to the second strategy to obtain a second valid signal includes:

[0020] Obtain the vehicle's current lane change status;

[0021] Based on the current lane change status, initiate a delayed task corresponding to the unique task identifier of the obstacle avoidance signal in the first valid signal;

[0022] If a change in the current lane change state is detected during the delay period corresponding to the delayed task, the obstacle avoidance signal is filtered.

[0023] If the current lane change status remains unchanged after the delay period ends, the obstacle avoidance signal is retained.

[0024] In one or more embodiments, filtering the second valid signal according to the third strategy to obtain the target valid signal includes:

[0025] For each type of valid signal in the second valid signal, if the signal value of the valid signal remains stable within the corresponding time threshold, then the valid signal is determined to be in the target valid signal;

[0026] If the signal value of the valid signal changes within the corresponding time threshold, the change judgment of the valid signal is re-performed within the time threshold.

[0027] If the signal value of the valid signal does not remain stable within the corresponding time threshold, then the last stable signal value of the valid signal is determined into the target valid signal.

[0028] In one or more embodiments, acquiring the assisted driving signal to be processed includes:

[0029] Acquire the driver assistance signals to be processed received by the sensors and store them in the signal buffer;

[0030] Extract the driver assistance signals to be processed received from the end of the previous rendering cycle to the current moment from the signal buffer.

[0031] Secondly, embodiments of this application provide a processing device for auxiliary driving signals, comprising:

[0032] The acquisition module is used to acquire the assisted driving signals to be processed.

[0033] A filtering module is used to filter the driver assistance signals to be processed based on a preset filtering strategy to obtain a target valid signal. The filtering strategy includes a first strategy, a second strategy, and a third strategy. The first strategy is determined based on the lane line type, the second strategy is determined based on the lane change status, and the third strategy is determined based on the time threshold of the signal transition.

[0034] The rendering module is used to render the target valid signal.

[0035] In one or more embodiments, the filtering module is configured to:

[0036] According to the first strategy, the driver assistance signal to be processed is filtered to obtain a first valid signal;

[0037] According to the second strategy, the first valid signal is filtered to obtain the second valid signal;

[0038] According to the third strategy, the second valid signal is filtered to obtain the target valid signal.

[0039] In one or more embodiments, the filtering module filters the driver assistance signal to be processed according to the first strategy to obtain a first valid signal, specifically for:

[0040] The current left and right lane line types and current lane change direction of the vehicle's lane are extracted from the driver assistance signal to be processed;

[0041] Based on the current lane change direction and the current left and right lane line types, the lane change signals in the driver assistance signals to be processed are filtered to obtain the first valid signal.

[0042] In one or more embodiments, the filtering module filters the lane change signal in the driver assistance signal to be processed based on the current lane change direction and the current left and right lane line types to obtain the first valid signal, specifically for:

[0043] Based on the current lane change direction and the current left and right lane line types, and using the decision table in the first strategy, the lane change signals in the assisted driving signals to be processed are filtered to obtain the first valid signal. The decision table includes: at least one lane change direction, at least one lane line type, and at least one correspondence between filtering decisions.

[0044] In one or more embodiments, the filtering module filters the first valid signal according to the second strategy to obtain a second valid signal, specifically for:

[0045] Obtain the vehicle's current lane change status;

[0046] Based on the current lane change status, initiate a delayed task corresponding to the unique task identifier of the obstacle avoidance signal in the first valid signal;

[0047] If a change in the current lane change state is detected during the delay period corresponding to the delayed task, the obstacle avoidance signal is filtered.

[0048] If the current lane change status remains unchanged after the delay period ends, the obstacle avoidance signal is retained.

[0049] In one or more embodiments, the filtering module filters the second valid signal according to the third strategy to obtain the target valid signal, specifically for:

[0050] For each type of valid signal in the second valid signal, if the signal value of the valid signal remains stable within the corresponding time threshold, then the valid signal is determined to be in the target valid signal;

[0051] If the signal value of the valid signal changes within the corresponding time threshold, the change judgment of the valid signal is re-performed within the time threshold.

[0052] If the signal value of the valid signal does not remain stable within the corresponding time threshold, then the last stable signal value of the valid signal is determined into the target valid signal.

[0053] In one or more embodiments, the acquisition module is configured to:

[0054] Acquire the driver assistance signals to be processed received by the sensors and store them in the signal buffer;

[0055] Extract the driver assistance signals to be processed received from the end of the previous rendering cycle to the current moment from the signal buffer.

[0056] Thirdly, embodiments of this application provide a vehicle, including: a memory and a processor;

[0057] The memory stores computer-executed instructions;

[0058] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0059] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0060] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0061] The assisted driving signal processing method, device, vehicle, medium, and program product provided in this application embodiment acquire the assisted driving signal to be processed; filter the assisted driving signal to be processed based on a preset filtering strategy to obtain a target valid signal. The filtering strategy includes a first strategy, a second strategy, and a third strategy; the first strategy is determined based on lane line type, the second strategy is determined based on lane change status, and the third strategy is determined based on signal transition time threshold; and the target valid signal is rendered. In this solution, after acquiring the assisted driving signals to be processed, the first strategy (based on lane line type) identifies the road scene and can actively block invalid lane change signals in scenarios where lane changes are prohibited, such as solid lines, eliminating illegal driving guidance at the source and improving driving safety and regulatory compliance. Secondly, the second strategy (based on lane change status) dynamically perceives the real-time status of the vehicle and performs state perception delay filtering on obstacle avoidance signals, replacing the traditional fixed delay mechanism. This avoids signal misjudgment caused by lane change interruption or steering change, achieving precise synchronization between obstacle avoidance prompts and actual vehicle actions. Finally, the third strategy (based on the time threshold of signal jump) suppresses instantaneous noise and boundary jitter of the sensor through anti-jitter filtering, filters short-term jump signals, and outputs only continuous and stable signals, thereby significantly reducing display screen flicker and state jumps, enhancing visual stability and system reliability. Finally, low-frequency rendering output reduces the system's computational load while ensuring the accuracy of driving decisions and the smoothness of the user experience. Attached Figure Description

[0062] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0063] Figure 1 A schematic diagram of the architecture and signal flow of the driver assistance signal processing system provided in this application;

[0064] Figure 2 Flowchart of the method for processing assisted driving signals provided in this application Figure 1 ;

[0065] Figure 3 Flowchart of the method for processing assisted driving signals provided in this application Figure 2 ;

[0066] Figure 4 Flowchart of the method for processing assisted driving signals provided in this application Figure 3 ;

[0067] Figure 5 Flowchart of the method for processing assisted driving signals provided in this application Figure 4 ;

[0068] Figure 6 A schematic diagram of the structure of the auxiliary driving signal processing device provided in this application;

[0069] Figure 7 A structural schematic diagram of the vehicle provided in this application.

[0070] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0071] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0072] In L2 systems, vehicle sensors continuously output various signals at high frequencies (e.g., 50-60Hz), including lane change signals, obstacle avoidance signals, and lane line information. However, the actual rendering frequency of the in-vehicle display system is typically only around 20 frames per second, far lower than the frequency at which the sensor signals are generated. This frequency difference necessitates that the system filter and select appropriate signals for rendering.

[0073] However, the following problems often exist in the above process:

[0074] 1) Signal overload and rendering resource waste: If all high-frequency signals are processed directly without filtering, a large amount of computing resources will be wasted on invalid rendering, affecting system performance.

[0075] 2) Signal redundancy and status jitter: There may be a lot of repetitive or slightly different data in continuous high-frequency signals. Direct rendering will cause the display screen to jitter frequently, affecting the user experience.

[0076] 3) Invalid signals interfere with decision-making: Sensor signals may contain transient noise and misjudgment signals from boundary scenes. If used directly without filtering, it will lead to incorrect assisted driving prompts.

[0077] 4) Special scenarios not recognized: In specific situations such as solid line areas and obstacle avoidance scenarios, some signals may exist but should not be rendered. Lack of targeted filtering may lead to violation prompts or inconsistent display.

[0078] Therefore, effective filtering of L2 signals becomes a key requirement of the system, which needs to select truly effective signals that are suitable for the scene from high-frequency signals for rendering.

[0079] The main methods for current signal filtering include the following implementations:

[0080] (1) Simple down-frequency sampling: Samples from high-frequency signals once at a fixed period (e.g., every 50ms), but does not consider the actual importance of the signal and the applicability of the scenario, which may result in the loss of key signals or the acquisition of invalid signals;

[0081] (2) Unified rendering strategy: A unified rendering strategy is used for all sampled L2 signals. No distinction or filtering is performed for different scenes (e.g., solid / dashed line areas), resulting in lane change prompts still being displayed in lane change prohibited areas.

[0082] (3) Fixed delay processing: The obstacle avoidance signal is filtered with a fixed delay, but it lacks the ability to perceive the lane change status and cannot dynamically adjust the filtering strategy according to the actual lane change process.

[0083] (4) Lack of signal quality assessment: The stability of the signal is not assessed. The instantaneous change of the sensor signal will directly affect the rendering output, causing the screen to flicker.

[0084] The existing technologies described above present the following technical problems:

[0085] Technical Issue 1: Simple downsampling leads to inaccurate signal filtering;

[0086] Existing simple frequency reduction sampling methods have the following problems: fixed-period sampling cannot distinguish the importance of signals and may miss important signals at critical moments; for input signals of 50-60Hz, if sampling is simply done at 20Hz, about 67% of the signal may be lost; when the sampling time happens to coincide with a signal transition, unstable transient signals may be acquired; and it cannot cope with situations where the signal frequency changes dynamically.

[0087] Technical Issue 2: Lack of scenario-based signal filtering mechanisms;

[0088] Existing solutions employ a uniform signal filtering strategy for all road scenarios, failing to distinguish between solid and dashed lane lines: lane change signals are still considered valid in areas with solid lines that cannot be crossed; this may mislead drivers into making illegal maneuvers in prohibited lane change areas; it poses a safety hazard that violates traffic regulations; and it results in a large number of invalid signals being processed, wasting computational resources.

[0089] Technical Issue 3: Lack of state awareness in obstacle avoidance signal filtering;

[0090] Existing fixed-delay filtering solutions cannot perceive the actual lane-changing status of vehicles: the delay time is fixed and the filtering strategy cannot be dynamically adjusted according to the completion of the lane change; when the lane-changing process is interrupted or the direction is changed, the delay filtering logic cannot respond in time; the state changes during the delay period cannot be correctly identified, resulting in the filtering effect being inconsistent with the dashboard display; conflicts may occur when multiple delay tasks are executed concurrently, leading to signal filtering errors.

[0091] Technical Issue 4: Signal jitter affects filtering stability;

[0092] Sensors may experience frequent changes in a short period of time during high-frequency output: in boundary scenes (such as when lane lines are not clearly identified), signals may rapidly switch between valid and invalid; directly using these switching signals will cause the rendering effect to flicker frequently; at a rendering frequency of 20Hz, signal switching will be amplified, which will seriously affect the visual experience; it will increase the computational burden on the system and reduce the reliability of signal filtering.

[0093] Technical Issue 5: The processing sequence for high-frequency signals is uncertain;

[0094] At a signal frequency of 50-60Hz, the interval between adjacent signals is only 16-20ms: multiple signals may arrive within the same sampling period, but the actual occurrence time may vary; simply processing according to the arrival order may not be consistent with the actual occurrence order; this affects the accuracy of subsequent filtering logic, especially the determination of state changes; and the filtering may fail due to disordered order during critical scene switching.

[0095] To address the technical problems existing in the prior art, the inventors of this application propose the following concept: The fundamental contradiction and its derivative problems (such as resource waste, image jitter, and scene misjudgment) between high-frequency sensor signals and low-frequency display rendering in L2 systems are recognized. Traditional, singular, and fixed signal processing methods (such as simple frequency reduction and uniform delay) cannot meet the complex needs of dynamic driving scenarios. Therefore, a systematic, layered governance approach is adopted: First, for road rule constraints, scenario-based filtering based on lane line type is introduced to ensure signals comply with traffic regulations; second, for dynamic driving behavior, a state-aware delay mechanism based on real-time lane-change status is designed to synchronize signal response with the driving process; finally, for signal stability, anti-jitter filtering based on time thresholds is used to filter out noise interference. Through progressive collaborative judgment across three dimensions—scene, state, and signal stability—high-frequency signal streams are intelligently filtered into effective low-frequency signals, thereby solving problems such as signal overload, false alarms, and jitter at the source.

[0096] and then, Figure 1 This diagram illustrates the architecture and signal flow of the driver assistance signal processing system provided in this application. It provides an overview of the methods involved in this solution, from vehicle signal acquisition to rendering output. Figure 1 As shown:

[0097] Sensors: L2 signal sources such as cameras and radar; Processing system: Receives sensor data; Receiving module: Receives and buffers data; Signal processing: Filters invalid scenes and performs de-jitter processing; Rendering engine: Processes signals and controls rendering; Rendering output to navigation display: Display on the entertainment navigation screen; Rendering output to head-up display (HUD); Rendering output to instrument panel: Display on the vehicle's instrument panel.

[0098] For aspects of the vehicle signal acquisition and rendering output process that are not described in detail, the following examples will provide a detailed explanation.

[0099] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. The subject of this technical solution is a vehicle, such as a control unit in a vehicle.

[0100] The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0101] Figure 2 Flowchart of the method for processing assisted driving signals provided in this application Figure 1 ,like Figure 2 As shown, the method includes:

[0102] Step 21: Obtain the assisted driving signal to be processed;

[0103] In this step, the high-frequency signal stream continuously generated by the sensor is organized into discrete batches according to a fixed rendering cycle, and within one rendering cycle, it is recorded as the L2 signal to be processed.

[0104] In this scheme, the driver assistance signal can be an L2 signal.

[0105] Optionally, one possible implementation of step 21 is:

[0106] Step 1: Acquire the driver assistance signals to be processed received by the sensors and store them in the signal buffer;

[0107] In this implementation, the vehicle continuously acquires raw driver assistance signals to be processed from onboard sensors (such as cameras and radar) at a high frequency (e.g., 50-60Hz), including but not limited to lane change signals, obstacle avoidance signals and lane line information, and stores these signals in real time in a specially designed signal buffer to avoid signal loss.

[0108] Step 2: Extract the driver assistance signals to be processed from the signal buffer from the end of the previous rendering cycle to the current moment.

[0109] In this implementation, the signal processing flow is triggered according to the preset rendering cycle (e.g., 20Hz rendering frequency for every 50ms). That is, at the trigger time of each rendering cycle, all the L2 signals to be processed received during the time period from the end of the previous rendering cycle to the current time are extracted from the signal buffer.

[0110] This completes the conversion of the signal from a continuous stream to discrete batches, preparing it for subsequent cycle-by-cycle filtering.

[0111] Step 22: Based on the preset filtering strategy, filter the assisted driving signals to be processed to obtain the target valid signals;

[0112] The filtering strategies include: a first strategy, a second strategy, and a third strategy; the first strategy is determined based on lane line type, the second strategy is determined based on lane change status, and the third strategy is determined based on the time threshold of signal transition.

[0113] In this step, three preset filtering strategies are applied sequentially to progressively filter the assisted driving signals to be processed, and finally output a high-quality valid signal, which is recorded as the target valid signal.

[0114] In one possible implementation, a first strategy is first executed to perform scenario-based filtering on the assisted driving signal to be processed based on lane line type to obtain a first valid signal; then a second strategy is executed to perform state-aware delay filtering on the first valid signal based on lane change state to obtain a second valid signal; finally a third strategy is executed to perform de-jitter filtering on the second valid signal based on signal transition time threshold to finally obtain the target valid signal.

[0115] Step 23: Render the target valid signal.

[0116] In this step, the target valid signal obtained after the aforementioned three layers of filtering is transmitted to the vehicle display system (such as the instrument panel, central control screen, or HUD).

[0117] The display system uses a fixed low-frequency rendering cycle (e.g., 20Hz) to graphically render and present the target effective signal, thereby providing the driver with stable, clear, non-misleading, and real-time driving assistance visual information, completing the full conversion from high-frequency sensor data to reliable driving assistance information.

[0118] The method for processing assisted driving signals provided in this application embodiment acquires the assisted driving signal to be processed; filters the assisted driving signal to be processed based on a preset filtering strategy to obtain a target valid signal. The filtering strategy includes a first strategy, a second strategy, and a third strategy; the first strategy is determined based on the lane line type, the second strategy is determined based on the lane change status, and the third strategy is determined based on the time threshold of the signal transition; and the target valid signal is rendered. In this solution, after acquiring the assisted driving signals to be processed, the first strategy (based on lane line type) identifies the road scene and can actively block invalid lane change signals in scenarios where lane changes are prohibited, such as solid lines, eliminating illegal driving guidance at the source and improving driving safety and regulatory compliance. Secondly, the second strategy (based on lane change status) dynamically perceives the real-time status of the vehicle and performs state perception delay filtering on obstacle avoidance signals, replacing the traditional fixed delay mechanism. This avoids signal misjudgment caused by lane change interruption or steering change, achieving precise synchronization between obstacle avoidance prompts and actual vehicle actions. Finally, the third strategy (based on the time threshold of signal jump) suppresses instantaneous noise and boundary jitter of the sensor through anti-jitter filtering, filters short-term jump signals, and outputs only continuous and stable signals, thereby significantly reducing display screen flicker and state jumps, enhancing visual stability and system reliability. Finally, low-frequency rendering output reduces the system's computational load while ensuring the accuracy of driving decisions and the smoothness of the user experience.

[0119] Based on the above embodiments, Figure 3 Flowchart of the method for processing assisted driving signals provided in this application Figure 2 ,like Figure 3 As shown, step 22 may include the following:

[0120] Step 31: According to the first strategy, filter the assisted driving signals to be processed to obtain the first valid signal;

[0121] In this step, based on the compliance of the road scenario, non-compliant lane change signals in the assisted driving signals to be processed can be cleared according to the first strategy corresponding to the lane line type, so as to obtain other signals including compliant lane change signals, which are denoted as the first valid signals.

[0122] Optionally, one possible implementation of step 31 is:

[0123] Step 1: Extract the current left and right lane line types and the current lane change direction of the vehicle's lane from the assisted driving signals to be processed;

[0124] In this implementation, the pending driver assistance signals of the current rendering cycle are parsed to identify two key pieces of information: first, the type of the left and / or right lane of the vehicle's current lane (e.g., the left lane is a dashed line and the right lane is a solid line); second, the direction of the current lane change intention indicated in the signal (e.g., changing lanes to the left or to the right).

[0125] Step 2: Based on the current lane change direction and the current left and right lane line types, filter the lane change signals in the driver assistance signals to be processed to obtain the first valid signal.

[0126] In this implementation, based on the current lane change direction and the current left and right lane line types extracted in step 1, when it is found that the current lane change direction does not conform to the corresponding lane line type, the current lane change signal is considered non-compliant, and then the lane change signal is filtered out.

[0127] The remaining set of signals after this second step is the first valid signal, which meets the basic road scenario compliance requirements.

[0128] For example, step 2 can be implemented as follows: based on the current lane change direction and the current left and right lane line types, filter the lane change signals in the assisted driving signals to be processed according to the decision table in the first strategy to obtain the first valid signal;

[0129] The decision table includes at least one lane change direction, at least one lane line type, and at least one correspondence between filtering decisions.

[0130] In this implementation, a preset decision table is queried, which explicitly defines the processing rules under different lane change directions and corresponding side lane line type combinations.

[0131] For example, the rule is: if the lane change direction is to the left and the left lane line type is solid line, double line or multiple lines, then this lane change signal is determined to be a violation signal and should be filtered (blocked); if the left lane line is dashed, then passage is allowed.

[0132] Then, based on this decision table, the lane change signals in the assisted driving signals to be processed are checked, and signals that do not conform to the rules are removed.

[0133] Table 1 is an example of a decision table provided in this application, as shown in Table 1:

[0134] Table 1:

[0135]

[0136] Step 32: According to the second strategy, filter the first valid signal to obtain the second valid signal;

[0137] In this step, after step 31, based on the second strategy corresponding to the lane change state, the obstacle avoidance signal in the first valid signal can be dynamically and intelligently delayed to filter the obstacle avoidance signal with the changed state, and obtain other signals including the obstacle avoidance signal that conforms to the actual state, which is denoted as the second valid signal.

[0138] Optionally, one possible implementation of step 32 is:

[0139] Step 1: Obtain the vehicle's current lane change status;

[0140] In this implementation, the actual actions of the vehicle are continuously monitored to obtain accurate current lane-changing status. This can include dynamic information such as whether the vehicle is performing a lane change, the direction of the lane change (left / right), and the specific stage of the lane change (e.g., just started, completed).

[0141] Step 2: Based on the current lane change status, initiate the delayed task corresponding to the unique task identifier of the obstacle avoidance signal in the first valid signal;

[0142] In this implementation, the obstacle avoidance signal in the first valid signal (e.g., a suggestion to avoid to the left) is not processed immediately, but instead a delayed task is created for it.

[0143] Each time a delayed task is created, a unique task identifier (e.g., an incrementing sequence number) is generated and bound to the delayed task. The delay duration and startup logic of the delayed task are determined based on the current lane change status obtained in step 1.

[0144] Step 3: If a change in the current lane change status is detected during the delay period corresponding to the delayed task, filter the obstacle avoidance signal;

[0145] In this implementation, while the delayed task is waiting to be executed, the vehicle's lane-changing status is continuously monitored. Once a change in the lane-changing status is detected (e.g., the driver changes from preparing to dodge to the left to changing to the right, or cancels the lane change), the vehicle will immediately determine that the delayed task started based on the old status and its associated obstacle avoidance signal have become outdated and invalid.

[0146] Therefore, the obstacle avoidance signal can be filtered (discarded) at this time, and the corresponding delayed task can be canceled.

[0147] Step 4: If the current lane change status is not changed after the delay period ends, the obstacle avoidance signal is retained.

[0148] In this implementation, if the delayed task successfully waits until its set time ends, and the vehicle's lane-changing status remains consistent with that at the start of the task during this delay period without any change, then the obstacle avoidance signal is determined to be still valid and relevant.

[0149] At this point, the obstacle avoidance signal can be retained and allowed to proceed to the next processing stage. The set of signals remaining after this state perception filtering step is the second valid signal.

[0150] Step 33: According to the third strategy, filter the second valid signal to obtain the target valid signal.

[0151] In this step, after step 32, the instantaneous jump signal in the second valid signal can be filtered based on the third strategy corresponding to the time threshold of the signal jump to obtain a stable signal, which is denoted as the third valid signal.

[0152] Optionally, one possible implementation of step 33 is:

[0153] Step 1: For each type of valid signal in the second valid signal, if the signal value of the valid signal remains stable within the corresponding time threshold, then the valid signal is determined to be in the target valid signal.

[0154] In this implementation, an independent debounce timer and a time threshold (e.g., 100ms) are set for each type of valid signal in the second valid signal (e.g., lane line type, obstacle avoidance status).

[0155] At this point, for each valid signal, observe its value within the time threshold. If the value of the valid signal does not change within the duration of this threshold, i.e. remains stable, the valid signal is considered a reliable signal and is finally placed into the set corresponding to the target valid signal.

[0156] Step 2: If the signal value of the valid signal changes within the corresponding time threshold, then the change judgment of the valid signal within the time threshold is re-performed.

[0157] In this implementation, if the value of the valid signal changes during the observation threshold process (e.g., the lane line recognition result suddenly jumps from a dashed line to a solid line), the debouncing timer of the valid signal can be reset immediately, and a complete time threshold observation period can be restarted with the new value after the change as the starting point.

[0158] Step 3: If the signal value of the valid signal does not remain stable within the corresponding time threshold, then the last stable signal value of the valid signal is determined as the target valid signal.

[0159] In this implementation, if a valid signal frequently changes within the time threshold observation period and cannot remain stable for a continuous time threshold duration (i.e., fails the judgment in step 1), then the current unstable value will not be adopted.

[0160] Instead, the historical value of the last time the valid signal was confirmed to be stable can be output to the set corresponding to the target valid signal.

[0161] The method for processing assisted driving signals provided in this application embodiment filters the L2 signal to be processed according to a first strategy to obtain a first valid signal; filters the first valid signal according to a second strategy to obtain a second valid signal; and filters the second valid signal according to a third strategy to obtain a target valid signal. First, the first strategy performs scenario-based filtering based on lane line type, directly filtering out illegal lane change signals generated in scenarios where lane changes are prohibited, such as solid lines and double lines. This ensures that the first valid signal meets traffic rules and driving safety requirements, solving the problem of illegal guidance caused by scenario misjudgment in current methods. Second, for dynamic scenarios such as obstacle avoidance, the second strategy performs state-aware filtering on the first valid signal based on real-time lane change status. Through dynamic delay and state tracking mechanisms, it ensures that the signal response is strictly synchronized with the actual vehicle action. This avoids misjudgment or response lag caused by fixed delays and improves the real-time performance and reliability of the system in complex driving decisions. Finally, the third strategy performs de-jitter filtering on the second valid signal based on a time threshold, suppressing instantaneous signal jumps caused by sensor noise, environmental interference, or blurred recognition boundaries. This ensures that the final output target valid signal has high stability and continuity, thereby completely eliminating screen flicker and jitter, significantly optimizing the visual experience, and reducing the additional computational load caused by signal instability.

[0162] Based on the above embodiments, Figure 4 Flowchart of the method for processing assisted driving signals provided in this application Figure 3 ,like Figure 4 As shown, a complete implementation of an embodiment of this application can be:

[0163] Step 401: Input a 60Hz high-frequency signal; one frame every 16.7ms;

[0164] Step 402, Signal Buffer: Process buffered signals to be processed;

[0165] Step 403, Rendering cycle triggered; every 50ms / time (20Hz);

[0166] Step 404: Extract approximately 3 frames of signal within the period;

[0167] Step 405, First Layer: Scene Recognition and Filtering;

[0168] Step 406: Lane line type check; for dashed lines, proceed to step 408; for solid lines (including double solid lines / multiple solid lines), proceed to step 407.

[0169] Step 407: Filter and block; prohibit lane change scenarios; then proceed to step 419;

[0170] Step 408, Second Layer: State-Aware Delay Filtering;

[0171] Step 409: Is there an obstacle avoidance signal? If no, proceed to step 410; if yes, proceed to step 411.

[0172] Step 410, Third layer: Signal debouncing and filtering; then proceed to step 417;

[0173] Step 411: Start delay filtering with sign flag + status tracking;

[0174] Step 412: What happens to the state during the delay? If yes, proceed to step 413; otherwise, proceed to step 414.

[0175] Step 413: Cancel the delay and re-filter; then execute 405.

[0176] Step 414: Wait for the extension period to expire;

[0177] Step 415: Identifier verification; if valid, proceed to step 410; if invalid, proceed to step 416.

[0178] Step 416: Filter and block; then proceed to step 419.

[0179] Step 417: Debouncer smooths and filters out jitter, 3-5%;

[0180] Step 418: Render the valid signal and output a 20Hz frame rate;

[0181] Step 419, 50ms later, the next cycle begins.

[0182] The method for processing assisted driving signals provided in this application has the following technical effects:

[0183] Technical effect 1:

[0184] Through a scene recognition filtering mechanism, the system can acquire lane line type information in real time and determine whether crossing is permissible based on the direction of the lane change. When an impassable solid line, double line, or multiple lines are detected, filtering logic is automatically triggered to block lane change signals in that direction. This scene-based adaptive filtering strategy prevents the rendering of illegal signals at the source, ensuring that the system's behavior complies with traffic regulations.

[0185] Technical effect two:

[0186] The state-aware delay filtering mechanism uses an incrementally unique identifier to mark each delayed task and tracks the lane-change status (direction, stage, completion status) in real time. When the delay expires, an identifier verification mechanism determines whether the task is still valid. If the status has changed during the delay, the old identifier becomes invalid, avoiding false filtering. Simultaneously, different filtering strategies (keep or clear) are selected based on whether the lane change is completed, ensuring that the filtering effect is strictly synchronized with the actual status. This state-aware mechanism completely solves the problem that fixed-delay schemes cannot respond to state changes.

[0187] Technical effect three:

[0188] The signal debouncing filter has a set reasonable time threshold to buffer and observe instantaneous changes in the sensor signal. Only after the signal has stabilized for a certain period is it allowed to pass through the filter, effectively filtering out invalid signal changes caused by sensor jitter, environmental interference, and other factors. This smoothing filtering mechanism significantly reduces the frequency of rendering state switching, thereby eliminating visual flicker and improving user experience and system stability.

[0189] Based on the above embodiments, Figure 5 Flowchart of the method for processing assisted driving signals provided in this application Figure 4 ,like Figure 5 As shown, one implementation of the second strategy filtering (handling critical state transition scenarios) in this application embodiment can be:

[0190] Step 501: Obstacle avoidance signal detected;

[0191] Step 502: Start delayed filtering; delay for 2000ms, assign a unique identifier sign;

[0192] Step 503: Record the current state (direction, stage);

[0193] Step 504: Monitor subsequent signals;

[0194] Step 505: Has the status changed? If yes, proceed to step 506; if no, proceed to step 507.

[0195] Step 506: Stop the delayed filtering sign + failure handling new state; and end;

[0196] Step 507: Continue the delay;

[0197] Step 508, Expiration Date Delayed;

[0198] Step 509: Verify if the sign identifier matches; if not, proceed to step 510; if yes, proceed to step 511.

[0199] Step 510: Filtering failed, ignore; and end.

[0200] Step 511: Is the lane change complete? If yes, proceed to step 512; if no, proceed to step 513.

[0201] Step 512: Filter and clear; and end;

[0202] Step 513: Maintain the original signal.

[0203] In this implementation:

[0204] 1) Unique identification mechanism: Each time a delay is started, delayAvoidanceSign is incremented as a unique identifier for the delayed task;

[0205] 2) Status tracking: Records lane change direction, stage, and completion status;

[0206] 3) Intelligent interruption: When the state changes, the old delay is immediately stopped and the new delay is started;

[0207] 4) Validity verification: Verify the flag when the delay expires; if there is no match, the filter will fail.

[0208] The assisted driving signal processing method provided in this application adopts a state-aware delay filtering mechanism for obstacle avoidance signals. Through lane change state tracking and a unique task identifier (delayAvoidanceSign), intelligent delay control is achieved to ensure that the filtering effect is 100% synchronized with the instrument panel display.

[0209] Based on the above embodiments, Figure 6 A schematic diagram of the structure of the driver assistance signal processing device provided in this application is shown below. Figure 6 As shown, the device includes:

[0210] Acquisition module 61 is used to acquire the assisted driving signal to be processed;

[0211] The filtering module 62 is used to filter the assisted driving signals to be processed based on a preset filtering strategy to obtain the target valid signal. The filtering strategy includes: a first strategy, a second strategy, and a third strategy; the first strategy is determined based on the lane line type, the second strategy is determined based on the lane change status, and the third strategy is determined based on the time threshold of the signal transition.

[0212] Rendering module 63 is used to render the target valid signal.

[0213] In one or more embodiments, the filtering module 62 is configured to:

[0214] According to the first strategy, the assisted driving signals to be processed are filtered to obtain the first valid signal;

[0215] According to the second strategy, the first valid signal is filtered to obtain the second valid signal;

[0216] According to the third strategy, the second effective signal is filtered to obtain the target effective signal.

[0217] In one or more embodiments, the filtering module 62 filters the driver assistance signal to be processed according to a first strategy to obtain a first valid signal, specifically for:

[0218] Extract the current left and right lane line types and the current lane change direction of the vehicle's lane from the driver assistance signals to be processed;

[0219] Based on the current lane change direction and the current left and right lane line types, filter the lane change signals in the driver assistance signals to be processed to obtain the first valid signal.

[0220] In one or more embodiments, the filtering module 62 filters the lane change signal in the driver assistance signal to be processed based on the current lane change direction and the current left and right lane line types to obtain a first valid signal, specifically used for:

[0221] Based on the current lane change direction and the current left and right lane line types, and using the decision table in the first strategy, the lane change signals in the assisted driving signals to be processed are filtered to obtain the first valid signal. The decision table includes: at least one lane change direction, at least one lane line type, and at least one correspondence between filtering decisions.

[0222] In one or more embodiments, the filtering module 62 filters the first valid signal according to the second strategy to obtain a second valid signal, specifically for:

[0223] Obtain the vehicle's current lane change status;

[0224] Based on the current lane change status, initiate the delayed task corresponding to the unique task identifier of the obstacle avoidance signal in the first valid signal;

[0225] If a change in the current lane change status is detected during the delay period corresponding to the delayed task, the obstacle avoidance signal is filtered out.

[0226] If the current lane change status remains unchanged after the delay period ends, the obstacle avoidance signal is retained.

[0227] In one or more embodiments, the filtering module 62 filters the second valid signal according to the third strategy to obtain the target valid signal, specifically for:

[0228] For each type of valid signal in the second valid signal, if the signal value of the valid signal remains stable within the corresponding time threshold, then the valid signal is determined to be in the target valid signal;

[0229] If the signal value of the valid signal changes within the corresponding time threshold, the change judgment of the valid signal within the time threshold shall be re-performed.

[0230] If the effective signal value does not remain stable within the corresponding time threshold, the last stable signal value of the effective signal will be determined as the target effective signal.

[0231] In one or more embodiments, the acquisition module 61 is configured to:

[0232] Acquire the driver assistance signals to be processed received by the sensors and store them in the signal buffer;

[0233] Extract the driver assistance signals to be processed received from the end of the previous rendering cycle to the current moment from the signal buffer.

[0234] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical element, or they can be physically separated. Furthermore, these modules can be implemented entirely in software through processing element calls, or entirely in hardware. Alternatively, some modules can be implemented through processing element calls in software, while others can be implemented in hardware. Moreover, these modules can be integrated together or implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules can be completed through the integrated logic circuits in the hardware of the processor element or through software instructions.

[0235] As can be seen from the above, the auxiliary driving signal processing device provided in this embodiment can execute the method provided in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be described in detail here.

[0236] Figure 7 This is a structural diagram of the vehicle provided in this application. Figure 7 As shown, the vehicle provided in this embodiment includes at least one processor 71 and a memory 72.

[0237] Optionally, the vehicle also includes a communication component 73.

[0238] The processor 71, memory 72, and communication component 73 are connected via bus 74.

[0239] In a specific implementation, at least one processor 71 executes computer execution instructions stored in memory 72, causing at least one processor 71 to perform the above-described method.

[0240] The specific implementation process of processor 71 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0241] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0242] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0243] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0244] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0245] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0246] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0247] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0248] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0249] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0250] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0251] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0252] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0253] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for processing driver assistance signals, characterized in that, include: Acquire pending driver assistance signals; Based on a preset filtering strategy, the driver assistance signals to be processed are filtered to obtain target valid signals. The filtering strategy includes a first strategy, a second strategy, and a third strategy. The first strategy is determined based on lane line type, the second strategy is determined based on lane change status, and the third strategy is determined based on signal transition time threshold. The target valid signal is rendered.

2. The method according to claim 1, characterized in that, The filtering of the driver assistance signal to be processed based on the preset filtering strategy to obtain the target valid signal includes: According to the first strategy, the driver assistance signal to be processed is filtered to obtain a first valid signal; According to the second strategy, the first valid signal is filtered to obtain the second valid signal; According to the third strategy, the second valid signal is filtered to obtain the target valid signal.

3. The method according to claim 2, characterized in that, The step of filtering the driver assistance signal to be processed according to the first strategy to obtain a first valid signal includes: The current left and right lane line types and current lane change direction of the vehicle's lane are extracted from the driver assistance signal to be processed; Based on the current lane change direction and the current left and right lane line types, the lane change signals in the driver assistance signals to be processed are filtered to obtain the first valid signal.

4. The method according to claim 3, characterized in that, The step of filtering lane change signals from the driver assistance signals to be processed based on the current lane change direction and the current left and right lane markings to obtain the first valid signal includes: Based on the current lane change direction and the current left and right lane line types, and using the decision table in the first strategy, the lane change signals in the assisted driving signals to be processed are filtered to obtain the first valid signal. The decision table includes: at least one lane change direction, at least one lane line type, and at least one correspondence between filtering decisions.

5. The method according to any one of claims 2-4, characterized in that, The step of filtering the first valid signal according to the second strategy to obtain the second valid signal includes: Obtain the vehicle's current lane change status; Based on the current lane change status, initiate a delayed task corresponding to the unique task identifier of the obstacle avoidance signal in the first valid signal; If a change in the current lane change state is detected during the delay period corresponding to the delayed task, the obstacle avoidance signal is filtered. If the current lane change status remains unchanged after the delay period ends, the obstacle avoidance signal is retained.

6. The method according to any one of claims 2-4, characterized in that, The step of filtering the second valid signal according to the third strategy to obtain the target valid signal includes: For each type of valid signal in the second valid signal, if the signal value of the valid signal remains stable within the corresponding time threshold, then the valid signal is determined to be in the target valid signal; If the signal value of the valid signal changes within the corresponding time threshold, the change judgment of the valid signal is re-performed within the time threshold. If the signal value of the valid signal does not remain stable within the corresponding time threshold, then the last stable signal value of the valid signal is determined into the target valid signal.

7. The method according to any one of claims 1-4, characterized in that, The acquisition of the assisted driving signal to be processed includes: Acquire the driver assistance signals to be processed received by the sensors and store them in the signal buffer; Extract the driver assistance signals to be processed received from the end of the previous rendering cycle to the current moment from the signal buffer.

8. A processing device for auxiliary driving signals, characterized in that, include: The acquisition module is used to acquire the assisted driving signals to be processed. A filtering module is used to filter the driver assistance signals to be processed based on a preset filtering strategy to obtain a target valid signal. The filtering strategy includes a first strategy, a second strategy, and a third strategy. The first strategy is determined based on the lane line type, the second strategy is determined based on the lane change status, and the third strategy is determined based on the time threshold of the signal transition. The rendering module is used to render the target valid signal.

9. A vehicle, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium / computer program product, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-7; The computer program product includes a computer program that, when executed by a processor, is used to implement the method as described in any one of claims 1-7.

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