Lane line display method and vehicles

Abstract

This application provides a lane line display method and a vehicle. The method, applied to the field of vehicle perception, includes: acquiring a first relative positional relationship between the vehicle and target lane lines; determining the spatial arrangement order of the target lane lines based on the first relative positional relationship; if the spatial arrangement order verification is successful, displaying all target lane lines; if the spatial arrangement order verification fails, controlling the vehicle to perform lane line display actions based on the first relative positional relationship. This method, based on a physically reasonable lane line lateral offset verification and hysteresis threshold mechanism, safely degrades the display when perception anomalies occur, ensuring that the vehicle's human-machine interface always provides stable and reliable lane boundary information, avoiding misleading the driver.

Description

Technical Field

[0001] This application relates to the field of vehicle perception, and more particularly, to a lane line display method and a vehicle. Background Art

[0002] When the current mainstream intelligent vehicles activate the assisted driving function, they generally rely on the intelligent front camera (IFC) to output the lateral offset and its type information of up to 4 lane lines and 2 road edges. These data are used to render the lane structure around the vehicle on the display terminal (including the dashboard, HUD <Head-Up Display>, or the center console screen).

[0003] However, in scenarios such as low light, construction areas, strong glare, or system initialization, the IFC often outputs abnormal data, which may lead to visual anomalies such as lane line intersections, overlaps, abrupt jumps, or even "mirror flips" on the screen. Summary of the Invention

[0004] This application provides a lane line display method and a vehicle. This method can safely degrade the display when perception is abnormal, ensuring that the vehicle's human-machine interface always provides stable and reliable lane boundary information and avoiding misleading the driver.

[0005] In a first aspect, a lane line display method is provided. The method includes: obtaining a first relative position relationship between the vehicle and the target lane line; determining the spatial arrangement order of the target lane line according to the first relative position relationship; if the spatial arrangement order verification is successful, displaying all target lane lines; if the spatial arrangement order verification fails, controlling the vehicle to perform a lane line display action according to the first relative position relationship.

[0006] Through the above technical solution, physically credible target lane lines are screened based on the first relative position relationship between the vehicle and the lane line. Specifically, a spatial arrangement order that conforms to the real road geometry constraints is constructed in combination with the first relative position relationship; then, the rationality of this order is verified through the lateral offset to ensure that the output sequence has no intersections, no overlaps, and no inversions in space; finally, only the lane lines that pass the verification are used for display, or the display is performed according to the simplified mode when the overall verification fails. Thus, while ensuring display stability, the lane structure information valuable for the driver's decision-making is retained to the greatest extent, significantly improving the reliability of the human-machine interaction and the user's trust in the assisted driving system.

[0007] In conjunction with the first aspect, in some possible implementations, controlling the vehicle to perform lane line display actions based on the first relative position relationship includes: if the first relative position relationship is any one of the adjacent lane left lane line position, adjacent lane right lane line position, road left edge line position, and road right edge line position, then controlling the vehicle not to display the target lane line; if the first relative position relationship is any one of the current lane left lane position and current lane right lane position, then controlling the vehicle to display the target lane line.

[0008] Through the above technical solution, when the lane line spatial arrangement verification fails, precise degradation control is implemented based on the first relative position relationship of the target lane line. Only the target lane line that semantically belongs to the left or right boundary of the current lane is displayed, while distant information such as adjacent lane boundaries and road edges is actively blocked. Thus, in scenarios where perception data is unreliable, it can avoid visual misleading such as intersections, overlaps, or jumps caused by disordered offsets, and continuously provide the driver with core prompts about the current lane existence and boundary type (such as solid / dashed lines). This effectively supports lane changing and centering decisions, and significantly improves the safety, robustness, and user trust of human-machine interaction in assisted driving.

[0009] In conjunction with the first aspect, in some possible implementations, determining the spatial arrangement order of the target lane lines based on the first relative positional relationship includes: determining the spatial positional relationship of the target lane lines based on the relative positional relationship; sorting all target lane lines sequentially according to the spatial positional relationship; and generating a spatial arrangement order based on the sorting result of all target lane lines.

[0010] The above technical solution transforms semantic relative positional relationships into an ordered spatial sequence that conforms to the geometry of real roads, providing a structured foundation for subsequent rationality verification and visualization rendering. First, the physical arrangement logic of the target lane lines in lateral space is mapped based on their relative positional relationships. Then, according to the natural driving perspective from left to right, these lane lines are strictly sorted to generate a spatial arrangement order that reflects the actual cross-sectional structure of the road. This order not only reflects the left-right adjacency relationship between each boundary but also implies the monotonically increasing characteristic of its expected lateral offset. Thus, the consistency of the perceived data can be further verified based on this structured sequence, and a degradation strategy can be triggered in case of anomalies. At the same time, the ordered spatial arrangement ensures that the lane lines do not cross, overlap, or misalign during graphics rendering, so that the display results always conform to the driver's prior knowledge of the road layout. This allows for the output of a logically consistent, visually clear lane structure expression that conforms to human factors engineering principles, even under complex or degraded perception conditions, significantly improving the reliability of human-computer interaction in assisted driving and the user experience.

[0011] In conjunction with the first aspect, in some possible implementations, after determining the spatial arrangement order of the target lane lines based on the first relative positional relationship, the method includes: obtaining a first lateral offset of the target lane lines; and verifying the spatial arrangement order of the target lane lines based on the first lateral offset.

[0012] By using the above technical solution, the first lateral offset of each target lane line is further obtained, and the geometric consistency of the generated spatial arrangement is verified. That is, it is verified whether it strictly meets the physical law that the lateral offset increases monotonically from left to right. This can effectively identify and intercept logical conflicts caused by perception anomalies, such as lane line overlap, left-right reversal, or position jumps, ensuring that high-fidelity rendering is only enabled when the spatial layout is realistic and credible. If the verification fails, a degradation strategy is triggered to avoid presenting drivers with misleading graphics that violate common sense about roads, thus balancing display accuracy and interaction safety in complex or degraded scenarios.

[0013] Combining the first aspect and the above implementation methods, in some possible implementation methods, verifying the spatial arrangement order of the target lane lines based on the first lateral offset includes: sequentially comparing the first lateral offset of each spatial position according to the spatial arrangement order; and verifying the spatial arrangement order based on the comparison results of each spatial position.

[0014] The above technical solution enables a quantitative verification of the spatial arrangement order of target lane lines based on physical consistency, effectively identifying and eliminating logically conflicting data caused by perception errors. First, each target lane line is associated with its corresponding position in the spatial arrangement order, and its first lateral offset is extracted. Then, according to the arrangement order from left to right, the first lateral offsets of adjacent positions are compared sequentially to verify whether they meet the geometric constraints that real roads should have. This ensures that only lane line combinations that conform to the spatial logic of the physical world are used for display, fundamentally avoiding visual misleading caused by the output disorder of the perception module (such as left and right line intersections, duplicate values, mirror flips, etc.). This significantly improves the geometric rationality, logical consistency, and human-computer interaction safety of lane visualization results, enhancing users' trust in the assisted driving system in complex scenarios.

[0015] Combining the first aspect and the above implementation methods, in some possible implementation methods, the spatial arrangement order is verified based on the comparison result of the second lateral offset of each spatial position, including: identifying the comparison result of each spatial position, the comparison result including a first result and a second result, the first result being that the second lateral offset of the current spatial position is greater than or equal to the second lateral offset of the next spatial position, and the second result being that the second lateral offset of the current spatial position is less than the second lateral offset of the next spatial position; if the first result is identified in the comparison results, the spatial arrangement order verification is determined to have failed, and if the second result is identified in all the comparison results, the spatial arrangement order verification is determined to have succeeded.

[0016] The above technical solution enables rigorous verification of the spatial arrangement order of lane lines, thereby accurately identifying geometric anomalies in the perceived data and ensuring the physical rationality of the displayed content. After obtaining the spatial arrangement order of the target lane lines from left to right, the second lateral offset of adjacent positions is compared pair by pair. If the second lateral offset of the current lane line is less than the second lateral offset of the next lane line, it is determined to be the second result that conforms to the real road geometry; otherwise, if it is greater than or equal to, it is the first result, indicating that there is a situation that does not conform to physical reality, such as disordered left and right order, overlap, or inversion. Once the first result is detected in any adjacent pair, the entire spatial arrangement order verification is determined to have failed. Verification is considered successful only when all adjacent pairs satisfy the second result. Using strict monotonically increasing as the verification criterion, invalid output caused by sensor misdetection, initialization error, or environmental interference is effectively eliminated. Thus, data with logical conflicts is actively intercepted before rendering, avoiding the presentation of intersecting, folded, or abrupt lane line graphics in the human-machine interface, and improving the geometric rigor, operational robustness, and user trust of the assisted driving visualization system.

[0017] In conjunction with the first aspect, in some possible implementations, before obtaining the first relative positional relationship between the vehicle and the target lane line, the method further includes: obtaining a position detection signal of the vehicle relative to the lane line; determining a second relative positional relationship between the vehicle and the candidate lane line based on the position detection signal; obtaining a third lateral offset of the candidate lane line; and determining the target lane line based on the second relative positional relationship and the third lateral offset.

[0018] The above technical solution acquires the vehicle's position detection signals for each lane line, determines which lane lines actually exist based on these signals, and derives their left-right arrangement order in lateral space through a second relative position relationship and a third lateral offset. A hysteresis mechanism is used to achieve stable display control, forming a relative position relationship that reflects the real road structure. This process effectively filters out interference signals of invalid types (such as undetected) or abnormal values ​​(such as all zeros or exceeding limits), providing a reliable geometric basis for subsequent lane line filtering and display logic. Thus, it avoids visual distortions such as lane line intersections, overlaps, or mirroring caused by incorrect position relationships in complex or degraded scenarios, providing a structurally reasonable and intuitive lane rendering foundation for the human-machine interface, thereby improving the usability and user trust of assisted driving functions.

[0019] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, determining the target lane line based on the second relative position relationship and the third lateral offset includes: obtaining a first display threshold and a second display threshold, wherein the second display threshold is greater than the first display threshold; if the second relative position is either the left edge position or the right edge position of the road, then determining the target lane line based on the current display state of the candidate lane line, the third lateral offset, the first display threshold, and the second display threshold; if the second relative position relationship is at least one of the left lane line position and the right lane line position of the adjacent lane, then when the absolute value of the third lateral offset is less than the second display threshold, the candidate lane line is taken as the target lane line.

[0020] The above technical solution enables stable display control of lane lines at road edges based on a hysteresis mechanism, effectively suppressing frequent display switching caused by fluctuations in lateral offset within the critical region. Specifically, the activation and deactivation thresholds of candidate lane lines are dynamically adjusted according to their current display status. When a lane line is currently in a prohibited display state, it is only allowed to activate and display when the absolute value of its third lateral offset is less than or equal to a lower first display threshold. Once in the allowed display state, it remains displayed until the absolute value of its third lateral offset exceeds a higher second display threshold. Since the second display threshold is greater than the first display threshold, the two... A non-sensitive buffer zone is formed between the two sides, within which the system maintains its original display state. This avoids the flickering problem caused by slight perceptual jitter near the boundary in the traditional single-threshold method, significantly improving the visual stability of the human-machine interface. At the same time, this mechanism is only applied to non-core lane structures such as road edges, which not only ensures timely response to lane boundary information, but also performs reasonable noise reduction processing on far-end information. This enables the system to provide drivers with a smooth, consistent, and intuitive lane visualization even when there is noise or uncertainty in the sensor output, enhancing the usability and user trust of the driver assistance system.

[0021] Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the target lane line based on the current display state of the candidate lane line, the third lateral offset, the first display threshold, and the second display threshold includes: if the relative position of the candidate lane line is the left edge of the road or the right edge of the road, then the first display threshold and the second display threshold are obtained, and the target lane line is determined based on the current display state of the candidate lane line, the lateral offset, the first display threshold, and the second display threshold, wherein the second display threshold is greater than the first display threshold; if the relative position of the candidate lane line is the left lane line of an adjacent lane or the right lane line of an adjacent lane, then when the absolute value of the lateral offset is less than the second display threshold, the candidate lane line is taken as the target lane line.

[0022] The above technical solution enables differentiated, state-aware display decision-making mechanisms for different types of candidate lane lines. This ensures visual continuity while effectively suppressing erroneous displays caused by abnormal data. Specifically, based on the perception results, the relative positional relationship of each candidate lane line is identified, clarifying whether it belongs to the boundary of the current lane, the boundary of an adjacent lane, or the edge of the road. For distant structures such as the left / right edges of the road, a dual threshold based on hysteresis logic is introduced, and its current display state and lateral offset are combined to dynamically determine whether it should be included in the target lane line, effectively avoiding frequent flickering caused by sensor jitter at critical distances. For the left / right edges of adjacent lanes... For boundaries, a single threshold criterion is used, and the boundary is considered valid only when the absolute value of its lateral offset is less than the second display threshold. This balances responsiveness and rationality, thereby achieving hierarchical and robust visibility control for remote and edge information. It prevents invalid or distorted data from being rendered as intersecting, overlapping, or abrupt graphic elements, while maintaining a minimum but semantically clear lane structure prompt when perception quality deteriorates. In challenging scenarios such as low light, construction zones, or system startup, it can still provide drivers with stable, reliable, and visually consistent feedback that conforms to real road geometry, significantly improving the robustness of human-computer interaction and users' long-term trust in the driver assistance system.

[0023] In a second aspect, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the lane line display method of the first aspect. Attached Figure Description

[0024] Figure 1 This is a flowchart of a lane line display method provided according to an embodiment of this application;

[0025] Figure 2 This is a schematic diagram of lane line display according to an embodiment of this application; Figure 3This is a schematic diagram of lane line lateral offset according to an embodiment of this application; Figure 4 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0026] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0027] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0028] When processing lane line displays, related technologies generally employ two extreme strategies. The first is to directly trust and render the raw data output by the intelligent forward-looking camera, that is, to use all lane line lateral offset and type information for graphic rendering without verification. This approach can provide rich lane structure information under ideal conditions, but in typical degradation scenarios such as low light, strong glare, road construction, worn lane markings, or system startup, the camera often outputs a large amount of invalid or disordered data. For example, all lateral offsets may be zero, valid identifiers may be invalid (such as 0x0), or numerical values ​​may exist but not conform to the actual road geometry (such as the right lane line offset being smaller than the left, or multiple lines overlapping in the same position). Directly rendering this abnormal data will result in serious visual distortions on the screen, such as lane line intersections, overlaps, mirror flips, or abrupt jumps, which can easily mislead the driver's judgment of the vehicle's position and road structure, thereby weakening or even endangering driving safety.

[0029] Another common approach goes to the other extreme: immediately and completely hiding all lane markings upon detecting any data anomalies (such as valid indicators being invalid or lateral offset exceeding limits). While this strategy avoids presenting erroneous information, it deprives users of their most basic perception of lane existence at crucial moments. Especially with more and more new car models abandoning traditional instrument panels and relying solely on HUDs (Head-Up Displays) or central control screens as channels for outputting driver assistance information, users depend entirely on these visual feedbacks to determine whether they are within their lane and whether it is safe to change lanes. When the system hides all lane markings due to a brief disturbance, the driver instantly loses lane reference, experiencing intense anxiety and a sense of loss of control. This not only reduces the usability of driver assistance functions but also seriously damages the user's long-term trust in the entire system. These two either-or approaches reveal a core flaw: the lack of a middle-ground strategy that can intelligently filter unreliable distant information when perception quality deteriorates, while simultaneously retaining the core boundary indications of the current lane.

[0030] To address the shortcomings of related technologies, this application provides a lane line display method and vehicle to solve the technical problems of related technologies either blindly trusting perception data, leading to erroneous display, or completely hiding lane lines due to data anomalies, thus failing to retain key lane information when the data is questionable.

[0031] In general, the lane line display method and vehicle provided in this application embodiment obtain the lateral offset and relative positional relationship of candidate lane lines detected by the vehicle, and filter the target lane lines by combining type validity. For the target lane lines with relative positional relationship, a differentiated display strategy is adopted, and a dual threshold hysteresis mechanism based on the current display state is introduced for road edges and adjacent lane lines to avoid flickering in critical areas. Furthermore, a spatial arrangement order from left to right is constructed according to the relative positional relationship, and it is verified whether the lateral offset meets the relevant constraints. If the verification is successful, all target lane lines are fully displayed. If the verification fails, only the display of the left and right boundaries of the current lane is retained according to semantics, and far-end and edge information is blocked. This not only eliminates the risk of misleading caused by disordered rendering, but also ensures that the driver always receives core prompts about the existence and boundary type of their own lane, which significantly improves the reliability, stability and user trust of human-computer interaction.

[0032] Specifically, Figure 1 This is a schematic flowchart of a lane line display method provided in an embodiment of this application.

[0033] For example, such as Figure 1 As shown, the lane line display method includes the following steps: In step S101, the first relative positional relationship between the vehicle and the target lane line is obtained.

[0034] Among them, the target lane line refers to the credible lane boundary that has been confirmed to be usable for subsequent display or control after validity judgment and logical screening from the candidate lane lines. It is the set of lane lines that ultimately participate in visualization rendering or auxiliary decision-making. The first relative positional relationship is the positional relationship of the target lane line relative to the vehicle based on the preliminary detection judgment, including the position of the left lane line of this lane, the position of the right lane line of this lane, the position of the left lane line of the adjacent lane, the position of the right lane line of the adjacent lane, the position of the left edge of the road, and the position of the right edge of the road.

[0035] It is understood that the embodiments of this application first obtain all initially detected lane boundary information and their corresponding first relative position relationship from vehicle sensors (such as forward-facing cameras), thereby providing basic data support for subsequent credibility screening and display control.

[0036] In this embodiment of the application, before obtaining the first relative positional relationship between the vehicle and the target lane line, the method further includes: obtaining the position detection signal of the vehicle relative to the lane line; determining the second relative positional relationship between the vehicle and the candidate lane line based on the position detection signal, and obtaining the third lateral offset of the candidate lane line; and determining the target lane line based on the second relative positional relationship and the third lateral offset.

[0037] Among them, the position detection signal refers to the raw data output by the vehicle-mounted sensor to describe the spatial attributes of each lane line. It usually includes information such as the lateral offset of the boundary relative to the vehicle center and the effective identification. It is the basis for judging its existence and relative position relationship. The second relative position relationship is the position relationship of the candidate lane lines detected by the position detection signal. The candidate lane lines refer to all lane boundaries that have not yet been filtered for effectiveness by the vehicle-mounted sensor (such as the forward-view camera). These include the left / right lane line positions of the current lane, that is, the left and right boundaries of the lane immediately adjacent to the current lane of the vehicle; the left / right lane line positions of the adjacent lane, that is, the boundary of the adjacent lane located outside the current lane; and the left / right edge of the road, that is, the outermost physical boundary of the road, such as the curb, guardrail or unmarked road shoulder.

[0038] It should be noted that if the value of the valid identifier is 0x0, it means that the candidate lane line does not exist and needs to be removed. Similarly, if the lateral offset of the candidate lane line is 0, it also means that the lane line does not exist and needs to be removed. The lateral offset refers to the horizontal distance of each candidate lane line relative to the longitudinal centerline of the vehicle, in meters. It is usually based on the vehicle center as the origin, with negative values ​​on the left and positive values ​​on the right. It is used to characterize the lateral position of the lane line in the vehicle coordinate system. The third lateral offset is the lateral offset corresponding to the second relative position relationship.

[0039] For example, in some embodiments, such as Figure 2As shown, the vehicle is traveling on a two-lane road. The onboard sensors (such as the forward-facing camera IFC) are designed with the relative positional relationships of each output signal predefined. Specifically, Line 01 represents the left lane line position of the current lane, Line 02 represents the right lane line position, Line 03 represents the left lane line position of the adjacent lane, Line 04 represents the right lane line position of the adjacent lane, and Roadedge01 represents the left edge of the road. The channel represents the right edge of the road. The IFC detects six candidate lane lines and their corresponding position detection signals in the corresponding channel. These signals include the lateral offset of each boundary relative to the vehicle center and a valid identifier, used to determine its spatial attributes. For example, Line01 is located near the left side of the vehicle; its position detection signal includes its lateral offset, which is displayed as a negative value, and the valid identifier Line01_Type ≠ 0x0, indicating that this lane line exists and is therefore determined to be the left boundary of this lane. Similarly, Line02 is near the right side; its position detection signal includes its lateral offset, i.e., the third lateral offset, which is displayed as a positive value, and the valid identifier Line02_Type = 0x0, indicating that this lane line does not exist and is not considered a candidate lane line. Other lane lines are analyzed in the same way. By comprehensively analyzing these position detection signals, candidate lane lines can be accurately screened, and the relative positional relationships of each candidate lane line can be established, providing a basis for subsequent screening, sorting, and safe display.

[0040] It is understood that the embodiments of this application first obtain the position detection signals of each lane line output by the vehicle perception module. These signals include information such as the third lateral offset of each boundary relative to the vehicle center and the type identifier. Subsequently, based on these signals, the second relative positional relationship of each candidate lane line in the road structure is analyzed and determined.

[0041] In this embodiment of the application, determining the target lane line based on the second relative position relationship and the third lateral offset includes: obtaining a first display threshold and a second display threshold, wherein the second display threshold is greater than the first display threshold; if the second relative position is either the left edge position or the right edge position of the road, then determining the target lane line based on the current display state of the candidate lane line, the third lateral offset, the first display threshold, and the second display threshold; if the second relative position relationship is at least one of the left lane line position of an adjacent lane and the right lane line position of an adjacent lane, then when the absolute value of the third lateral offset is less than the second display threshold, the candidate lane line is taken as the target lane line.

[0042] The current display status refers to whether the candidate lane line was allowed to be displayed in the previous processing cycle or the current frame, which is divided into prohibited display (i.e., hidden state) and allowed display (i.e., display state).

[0043] It is understood that, for candidate lane lines belonging to the left or right edge of the road, this application embodiment introduces a dual-threshold control based on a hysteresis mechanism. The criteria for determining whether a candidate lane line is activated or kept in display are dynamically adjusted according to its current display state. When a candidate lane line is in a prohibited display state, it is only included in the target lane line and started to be displayed when the absolute value of its third lateral offset is less than or equal to the first display threshold. When a candidate lane line enters a permitted display state, it continues to be displayed as long as the absolute value of its third lateral offset does not exceed the second display threshold. Since the second display threshold is greater than the first display threshold, a buffer zone is formed between the two, and the original display state remains unchanged within this zone. This dual-threshold mechanism based on state memory effectively suppresses frequent display switching caused by small sensor fluctuations, and significantly improves the visual stability and user perception consistency of far-end lane lines at critical distances.

[0044] In this embodiment of the application, determining the target lane line based on the current display state of the candidate lane line, the third lateral offset, the first display threshold, and the second display threshold includes: if the current display state of the candidate lane line is a prohibited display state, then when the absolute value of the third lateral offset is less than or equal to the first display threshold, the candidate lane line is taken as the target lane line; if the current display state of the candidate lane line is a permitted display state, then when the absolute value of the third lateral offset is less than or equal to the second display threshold, the candidate lane line is taken as the target lane line.

[0045] The first display threshold and the second display threshold are two preset distance thresholds, usually in meters, used to control the display logic of the far lane lines (such as the left / right edge of the road). The second display threshold needs to be greater than the first display threshold to form a hysteresis interval. The first display threshold and the second display threshold are set according to actual needs, and no specific limitation is made here.

[0046] It is understood that the embodiments of this application implement a differentiated screening strategy based on the relative positional relationship of candidate lane lines. For candidate lines belonging to the left or right edge of the road, a dual-threshold control based on a hysteresis mechanism is introduced. That is, the target lane line is determined based on the current display state of the candidate lane line, the third lateral offset, the first display threshold, and the second display threshold, thereby avoiding frequent flickering caused by perceptual jitter in the critical area between the first and second display thresholds. For the left and right boundaries of adjacent lanes, a simpler single-threshold criterion is adopted. As long as the absolute value of its third lateral offset is less than the second display threshold, it is considered valid and included in the target lane line. While ensuring the priority display of the core information of the lane, robust and interference-resistant visibility management is implemented for far-end and edge information. This not only improves display stability but also prevents invalid far-end data from interfering with user judgment, significantly enhancing the reliability and user experience of the assisted driving human-machine interface in complex scenarios.

[0047] For example, if the first display threshold is set to 7.0 meters and the second display threshold is set to 8.0 meters, and the right edge line of the road is currently in a prohibited display state, its third lateral offset suddenly becomes +7.3 meters. Since the absolute value of 7.3 meters is greater than the first display threshold, even if it is less than the second display threshold, the permitted display state will not be activated, avoiding abrupt appearances due to brief false detections. Conversely, if the edge line was previously in a permitted display state, and then the third lateral offset becomes +7.6 meters, although it exceeds the first display threshold, it still does not exceed the second display threshold, so the permitted display state will continue to be maintained, preventing the lane line from repeatedly flashing / disappearing within the 7-8 meter range. Only when the offset exceeds the second display threshold will the permitted display state be truly closed and the prohibited display state be entered. To re-enable the permitted display state, the absolute value of the third lateral offset of the lane line must return to the range less than the first display threshold. This mechanism significantly improves the smoothness and reliability of the display.

[0048] In step S102, the spatial arrangement order of the target lane lines is determined according to the first relative positional relationship.

[0049] It is understood that the first relative position relationship in this application embodiment maps each target lane line to its logical position on the road cross section, and sorts all target lane lines according to the natural spatial order from left to right, thereby generating a spatial arrangement order that reflects the real road structure, providing a structured basis for subsequent rationality verification and visualization rendering based on lateral offset.

[0050] In this embodiment of the application, determining the spatial arrangement order of the target lane lines based on the first relative positional relationship includes: determining the spatial positional relationship of the target lane lines based on the relative positional relationship; sorting all the target lane lines sequentially according to the spatial positional relationship; and generating a spatial arrangement order based on the sorting result of all the target lane lines.

[0051] Spatial positional relationship refers to mapping relative positional relationships to the physical arrangement in actual horizontal space, that is, clarifying the natural order of each lane line from left to right (e.g., the leftmost edge of the road is the leftmost, and the rightmost edge of the road is the rightmost). For example, if the target lane lines include the left lane line position of the current lane, the right lane line position of the current lane, the left lane line position of the adjacent lane, the right lane line position of the adjacent lane, the left edge position of the road, and the right edge position of the road, then the target lane lines are sorted according to the spatial positional relationship, resulting in the spatial arrangement order as follows: left edge position of the road, left lane line position of the adjacent lane, left lane line position of the current lane, right lane line position of the current lane, right lane line position of the adjacent lane, and right edge position of the road. It is understood that, in this embodiment, each target lane line is first mapped to a lateral spatial relationship that conforms to the actual road structure based on its relative positional relationship (such as belonging to the current lane, adjacent lane, or road edge). Subsequently, these lane lines are sorted according to the natural driving perspective from left to right, and a structured spatial arrangement order is generated. This transforms the abstract relative positional relationship into an ordered sequence with geometric meaning, providing a logical framework for subsequent strict monotonicity verification based on lateral offset. This ensures that the display logic of the lane lines is consistent with the human driver's prior knowledge of the road layout, avoiding rendering misalignment due to disordered perception output order. This lays the foundation for building a clear, reasonable, and reliable lane visualization, significantly improving the intuitiveness and safety of human-computer interaction.

[0052] In this embodiment of the application, after determining the spatial arrangement order of the target lane lines based on the first relative positional relationship, the method includes: obtaining the first lateral offset of the target lane lines; and verifying the spatial arrangement order of the target lane lines based on the first lateral offset.

[0053] Wherein, the first lateral offset is the lateral offset corresponding to the first relative position relationship.

[0054] It is understood that, after determining the spatial arrangement order of the target lane lines based on the first relative positional relationship, this application embodiment obtains the first lateral offset corresponding to each target lane line, and uses this to perform geometric rationality verification on the constructed arrangement order, ensuring that only lane layouts that conform to the logic of real road space are considered valid, thereby providing a reliable basis for subsequent accurate rendering and avoiding misleading displays such as lane line intersections, overlaps, or mirroring due to perceptual confusion.

[0055] In this embodiment of the application, verifying the spatial arrangement order of the target lane lines based on the first lateral offset includes: sequentially comparing the first lateral offset of each spatial position according to the spatial arrangement order; and verifying the spatial arrangement order based on the comparison result of each spatial position.

[0056] It is understood that, after generating the spatial arrangement order, this application embodiment maps each target lane line to its position in the spatial arrangement order and extracts its respective first lateral offset. The first lateral offset of each spatial position is arranged sequentially according to the spatial arrangement order, and the first lateral offset of adjacent lane lines is compared sequentially from left to right to verify whether they meet the constraint conditions. If all conditions are met, the spatial arrangement order is deemed valid; otherwise, the verification is considered to have failed. This verification mechanism can accurately identify geometric anomalies caused by perception errors, ensuring that only physically reasonable target lane lines are used for display. This allows for proactive interception of erroneous data in complex or degraded scenarios, preventing the presentation of counterintuitive visual information to the driver, thereby significantly improving the geometric consistency, logical reliability, and user trust of the assisted driving human-machine interface.

[0057] In this embodiment of the application, the spatial arrangement order is verified based on the comparison result of the first lateral offset of each spatial position, including: identifying the comparison result of each spatial position, the comparison result including a first result and a second result, the first result being that the first lateral offset of the current spatial position is greater than or equal to the first lateral offset of the next spatial position, and the second result being that the first lateral offset of the current spatial position is less than the first lateral offset of the next spatial position; if the first result is identified in the comparison results, it is determined that the spatial arrangement order verification has failed, and if the second result is identified in all the comparison results, it is determined that the spatial arrangement order verification has succeeded.

[0058] The comparison result is a logical output obtained by judging the magnitude of the first lateral offset of two adjacent spatial positions. It is divided into two categories. Specifically, the first result is that the first lateral offset of the current lane line is greater than or equal to the first lateral offset of the next lane line, which is the opposite of the strict increasing rule from left to right, and it is a result of verification failure. The second result is that the first lateral offset of the current lane line is less than the first lateral offset of the next lane line, which conforms to the actual road geometry logic, and it is a result of verification success.

[0059] It is understood that this application embodiment compares the first lateral offset of adjacent lane lines in the spatial arrangement order pair by pair, classifying each comparison as either a first result or a second result. If all comparisons are reasonable, i.e., the first lateral offset strictly increases from left to right, then the arrangement is confirmed to conform to the spatial logic of a real road, and the comparison result is the second result, indicating successful verification. Once any anomaly is found, such as equal or reversed first lateral offsets, the comparison result is the first result, i.e., verification fails. Through this mechanism, geometric consistency verification of the perception output is performed using clear and executable mathematical rules, which can effectively intercept distorted data caused by sensor misdetection, initialization errors, or environmental interference, such as right lane lines appearing on the left or two lane lines overlapping. This fundamentally avoids rendering intersecting, folded, or mirrored lane graphics in the human-machine interface. Thus, while ensuring the physical credibility of the displayed content, it provides a reliable trigger basis for subsequent safety degradation strategies, significantly improving the robustness and user trust of the assisted driving visualization system.

[0060] For example, Figure 3 As shown, the first lateral offset of each lane line is obtained. If arranged in spatial order (i.e., the Y-axis), assuming the sequence of the first lateral offsets for each lane line is [-6, -3, -1, 1, 4, 7], it shows that the first lateral offset of each lane line strictly increases, conforming to the spatial logical order from left to right. This indicates that the lane lines are correctly arranged from left to right on the road cross-section, without any overlap or reversal. However, if arranged in spatial order, the corresponding first lateral offset sequence is [0,0,0,0,0,0], [-5,-2,-2,3,...], or [-1,-4,2,...], etc., then it includes cases of equality or reversal, violating the rule that the first lateral offset of each lane line strictly increases. This indicates that at least one pair of adjacent lane lines has an unreasonable positional relationship.

[0061] In step S103, if the spatial arrangement order verification is successful, all target lane lines are displayed.

[0062] Among them, the display action refers to whether a lane line is rendered on the human-machine interface (such as a head-up display or a central control screen), and how it is rendered, such as in what position or style (such as dashed line, solid line, color, etc.).

[0063] It is understood that the embodiments of this application implement a hierarchical display strategy based on the verification results of the spatial arrangement order. If the verification is successful, that is, the lateral offset of all target lane lines strictly meets the geometric law of increasing from left to right, then all target lane lines are fully displayed, providing high-precision and structurally complete lane visualization. If the verification fails, it no longer relies on the potentially distorted lateral offset, but instead uses the relative positional relationship of each target lane line to determine its display action. This realizes the proactive use of relative positional relationship to determine the display of target lane lines when the perceived data is abnormal. This not only eliminates the appearance of misleading graphics such as intersections, overlaps, or jumps, but also retains the most critical lane existence prompt for driving decisions. Thus, while ensuring the bottom line of human-computer interaction safety, it maintains basic assisted driving usability and significantly improves the robustness and user trust of the system in challenging scenarios such as low light, construction zones, or the start-up phase.

[0064] In step S104, if the spatial arrangement order verification fails, the vehicle is controlled to perform lane line display action according to the first relative position relationship.

[0065] It is understood that the embodiments of this application dynamically determine the display strategy of the target lane line based on the verification result of the spatial arrangement order, so as to ensure that rich information is provided when the perception data is reliable, and prioritize the logical correctness of the displayed content and driving safety when the data is abnormal, effectively avoiding visual misleading caused by disordered rendering, and significantly improving the robustness, usability and user trust of the assisted driving system in complex scenarios.

[0066] In this embodiment of the application, controlling the vehicle to perform lane line display action according to the first relative position relationship includes: if the first relative position relationship is any one of the adjacent lane left lane line position, adjacent lane right lane line position, road left edge line position, and road right edge line position, then controlling the vehicle not to display the target lane line; if the first relative position relationship is any one of the current lane left lane position and current lane right lane position, then controlling the vehicle to display the target lane line.

[0067] It is understood that, in the embodiments of this application, when the lane line spatial arrangement order verification fails, the rendering no longer relies on potentially distorted lateral offsets. Instead, a safety degradation strategy is implemented based on the relative positional relationship of each target lane line. Specifically, if its semantic role is any one of the adjacent lane's left lane line position, adjacent lane's right lane line position, road's left edge line position, or road's right edge line position, it will not be displayed. It will only be displayed when the target lane line is the left or right boundary of the current lane, usually indicated by a fixed lateral position. For example, regardless of the actual detected lateral offset of the current lane's left lane line, a line representing the left boundary of the current lane will be displayed at a fixed position on the left side of the screen (e.g., 2.0 meters from the vehicle's center line). Similarly, the display position of the right boundary of the current lane is also fixed, such as at the right side of the screen, 2.0 meters from the vehicle's center line. The meter-level positioning ensures that even in scenarios where perception data is unreliable, the human-machine interface can still provide the driver with the most critical safety information about the current lane. At the same time, it actively masks distant and low-confidence boundaries to avoid misleading graphics such as intersections, overlaps, or false lanes. Thus, while maintaining the availability of basic driving assistance functions, it significantly improves the safety, stability, and user trust in assisted driving.

[0068] It should be noted that in the process of rendering lane boundary graphics on the vehicle human-machine interface (such as a head-up display or a central control screen) in this embodiment of the application, not only is the position of the lane line determined based on the lateral offset, but also the graphic style is determined based on the type identifier corresponding to each target lane line, so as to more realistically and accurately restore the characteristics of road markings and improve the driver's intuitive understanding of road rules (such as whether lanes can be changed). The type identifier is obtained by the forward-facing camera (IFC) through image processing, analyzing the visual characteristics of road markings (such as color, continuity, and spacing) to determine which type the lane marking is most likely to belong to. The resulting identifier is then matched with a predefined type identifier-graphic style table to obtain the graphic style of the corresponding lane marking. In this embodiment, by combining the verified spatial arrangement order with the graphic style corresponding to the type identifier, not only can the geometric layout of the lane markings be correctly presented, but its traffic semantics can also be conveyed (such as solid lines prohibiting crossing, dashed lines allowing lane changes, and road edges being physical boundaries). This allows the human-machine interface to clearly and intuitively display each lane marking, significantly improving the information richness, rule compliance, and user decision support capabilities of the assisted driving system. Even at night or in inclement weather, drivers can quickly determine the traffic rules of the current lane through the displayed style, enhancing driving safety and interactive trust.

[0069] Meanwhile, the embodiments of this application do not rely on a specific screen type or hardware platform, but can be uniformly applied to various human-machine interaction display devices in vehicles, including instrument panels, head-up displays, central control screens, and even passenger entertainment screens. Regardless of which screen the user views the assisted driving information, the presented lane structure (including whether it is displayed, which lane lines are displayed, the line style, and spatial logic) is generated based on the logic of the embodiments of this application, ensuring that the visual content is completely consistent in semantics, logic, and behavior, avoiding information conflicts caused by different processing strategies used by different screens, and preventing user confusion. On the other hand, even in vehicles without traditional instruments, it can still provide equally reliable and safe lane prompts, improving system robustness and platform universality, realizing a cross-terminal human-machine interaction experience, and strengthening the user's overall trust and sense of security in the intelligent driving system.

[0070] In summary, the lane line display method proposed in this application filters physically reliable target lane lines based on the lateral offset of candidate lane lines. Then, it constructs a spatial arrangement order that conforms to the geometric constraints of real roads by combining their relative positional relationships. Next, it verifies the rationality of this order through lateral offset, ensuring that the output sequence is spatially free of intersections, overlaps, and inversions. Finally, only lane lines that pass the verification are displayed, or a simplified mode is used when the overall verification fails. Thus, while ensuring display stability, it maximizes the retention of lane structure information that is valuable for driver decision-making, significantly improving the reliability of human-computer interaction and user trust in the assisted driving system.

[0071] The lane line display method is further described below through a specific embodiment.

[0072] In this embodiment, the valid information output by the forward-looking camera indicates that the lane lines with valid identifier values ​​other than 0x0 include the left lane line position of the current lane, the right lane line position of the current lane, the left lane line position of the adjacent lane, the left edge of the road, and the right edge of the road. The valid identifier value of the right lane line position of the adjacent lane is 0x0, indicating that the lane line is invalid. Therefore, the candidate lane lines are determined to be the left lane line position of the current lane, the right lane line position of the current lane, the left lane line position of the adjacent lane, the left edge of the road, and the right edge of the road. At the same time, the lateral offset of the left lane line position of the current lane is -1 meter, the lateral offset of the right lane line position of the current lane is 1 meter, the lateral offset of the left lane line position of the adjacent lane is -3 meters, the lateral offset of the left edge of the road is -6 meters, and the lateral offset of the right edge of the road is 7 meters.

[0073] The first display threshold is set to 7.0 meters, and the second display threshold is set to 8.0 meters. Since the left and right edges of the road are far-end lines, the system applies a hysteresis display mechanism to them: if the line is currently hidden, its absolute lateral offset is 6 meters (or 7 meters), which is less than (or equal to) the first display threshold (7 meters), thus meeting the condition for going from hidden to displayed, and therefore it is included in the target lane line and participates in the verification; the left lane line of the adjacent lane does not need to apply the hysteresis display mechanism, as long as its absolute lateral offset is less than the second display threshold, it is considered valid and included in the target lane line, and the absolute lateral offset of the left lane line of the adjacent lane is 3 meters, which is less than the second display threshold, so it is included in the target lane line; while the two boundaries of this lane are near-end lines, no hysteresis judgment is needed, as long as they are valid, they are considered target lane lines.

[0074] Subsequently, a spatial arrangement order is constructed according to the physical order from left to right. Specifically, according to the physical order from left to right, the spatial positional relationship of each lane line is: left edge of the road, left lane line of the adjacent lane, left lane line of the current lane, right lane line of the current lane, right edge of the road. Based on this spatial positional relationship, the spatial arrangement order is: [left edge of the road, left lane line of the adjacent lane, left lane line of the current lane, right lane line of the current lane, right edge of the road]. According to the spatial arrangement order, the corresponding lateral offset sequence is obtained [-6, -3, -1, 1, 7]. It is found that the absolute values ​​of all lateral offsets are in the 7th position. Within the second display threshold range, and strictly monotonically increasing (-6<-3<-1<1<7), without repetition or reversal, the spatial arrangement order is judged to be reasonable, and the verification result is the second result. Finally, it enters the precision mode, fully displaying all target lane lines, providing high-precision and structurally complete lane visualization. On the head-up display or central control screen, five lane lines are rendered according to their actual positions: the left lane line of this lane is located at -1 meter, the right lane line of this lane is located at 1 meter, the left lane line of the adjacent lane is located at -3 meters, the left edge of the road is located at -6 meters, and the right edge of the road is located at 7 meters. They are displayed as solid lines or dashed lines according to their respective types, with the car icon centered, fully presenting the current lane structure.

[0075] This embodiment employs a layered processing mechanism. First, it identifies valid lane boundaries based on effective markers. Then, it applies hysteresis filtering and spatial arrangement rationality verification to the lateral offset. Finally, based on the verification results, it selects either a precise mode or renders according to the relative positional relationship. This ensures that under various perception conditions, the in-vehicle human-machine interface always presents lane information that conforms to the real road geometry and is intuitively understandable to the user. This method does not rely on the perfection of the intelligent forward-looking camera output. When the lateral offset is abnormal, it can proactively retreat to a safe baseline, that is, displaying the left and right boundaries of the current lane only based on valid markers at fixed positions, while blocking distant information such as adjacent lane boundaries and road edges. This avoids visual misleading caused by distorted data and retains the core lane prompts necessary for lane change decisions. Moreover, this embodiment is also applicable to all display terminals such as head-up displays, instrument panels, and central control screens, ensuring the consistency and reliability of multi-screen experiences.

[0076] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 301, the processor 302, and the computer program stored on the memory 301 and capable of running on the processor 302.

[0077] When the processor 302 executes the program, it implements the lane line display method provided in the above embodiments.

[0078] Furthermore, the vehicle also includes: Communication interface 303 is used for communication between memory 301 and processor 302.

[0079] The memory 301 is used to store computer programs that can run on the processor 302.

[0080] The memory 301 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0081] If the memory 301, processor 302, and communication interface 303 are implemented independently, then the communication interface 303, memory 301, and processor 302 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0082] Optionally, in a specific implementation, if the memory 301, processor 302, and communication interface 303 are integrated on a single chip, then the memory 301, processor 302, and communication interface 303 can communicate with each other through an internal interface.

[0083] Processor 302 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0084] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0085] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0086] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A lane line display method, characterized in that, The method includes: Obtain the first relative positional relationship between the vehicle and the target lane line; The spatial arrangement order of the target lane lines is determined based on the first relative positional relationship; If the spatial arrangement order is successfully verified, all the target lane lines will be displayed. If the spatial arrangement order verification fails, the vehicle is controlled to perform lane line display action according to the first relative position relationship.

2. The lane line display method according to claim 1, characterized in that, The step of controlling the vehicle to perform lane line display actions based on the first relative position relationship includes: If the first relative position relationship is any one of the following: the position of the left lane line of the adjacent lane, the position of the right lane line of the adjacent lane, the position of the left edge line of the road, and the position of the right edge line of the road, then the vehicle is controlled not to display the target lane line; If the first relative position relationship is either the left lane position or the right lane position of this lane, then control the vehicle to display the target lane line.

3. The lane line display method according to claim 1, characterized in that, Determining the spatial arrangement order of the target lane lines based on the first relative positional relationship includes: Determine the spatial positional relationship of the target lane lines based on the relative positional relationship; All the target lane lines are sorted sequentially according to their spatial relationships; A spatial arrangement order is generated based on the sorting results of all the target lane lines.

4. The lane line display method according to claim 1 or 3, characterized in that, After determining the spatial arrangement order of the target lane lines based on the first relative positional relationship, the process includes: Obtain the first lateral offset of the target lane line; The spatial arrangement order of the target lane lines is verified based on the first lateral offset.

5. The lane line display method according to claim 4, characterized in that, The step of verifying the spatial arrangement order of the target lane lines based on the first lateral offset includes: The first lateral offset of each spatial position is compared sequentially according to the spatial arrangement order. The spatial arrangement order is verified based on the comparison results of each spatial location.

6. The lane line display method according to claim 5, characterized in that, The step of verifying the spatial arrangement order based on the comparison result of the first lateral offset of each spatial position includes: The comparison result for each spatial position is identified. The comparison result includes a first result and a second result. The first result is that the first lateral offset of the current spatial position is greater than or equal to the first lateral offset of the next spatial position. The second result is that the first lateral offset of the current spatial position is less than the first lateral offset of the next spatial position. If the first result is detected in the comparison results, the spatial arrangement order verification is determined to have failed; if the second result is detected in all the comparison results, the spatial arrangement order verification is determined to have succeeded.

7. The lane line display method according to claim 1, characterized in that, Before obtaining the initial relative position of the vehicle to the target lane line, the following steps are also included: Acquire the vehicle's position detection signal relative to the lane lines; Based on the position detection signal, a second relative positional relationship between the vehicle and the candidate lane line is determined, and a third lateral offset of the candidate lane line is obtained. The target lane line is determined based on the second relative position relationship and the third lateral offset.

8. The lane line display method according to claim 7, characterized in that, Determining the target lane line based on the second relative position relationship and the third lateral offset includes: Obtain a first display threshold and a second display threshold, wherein the second display threshold is greater than the first display threshold; If the second relative position is either the left edge of the road or the right edge of the road, then the target lane line is determined based on the current display status of the candidate lane line, the third lateral offset, the first display threshold, and the second display threshold. If the second relative position relationship is at least one of the left lane line position and the right lane line position of the adjacent lane, then when the absolute value of the third lateral offset is less than the second display threshold, the candidate lane line is taken as the target lane line.

9. The lane line display method according to claim 8, characterized in that, Determining the target lane line based on the current display status of the candidate lane line, the third lateral offset, the first display threshold, and the second display threshold includes: If the current display status of the candidate lane line is a prohibited display status, then when the absolute value of the third lateral offset is less than or equal to the first display threshold, the candidate lane line is used as the target lane line. If the current display state of the candidate lane line is the allowed display state, then if the absolute value of the third lateral offset is less than or equal to the second display threshold, the candidate lane line is used as the target lane line.

10. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the lane line display method according to any one of claims 1-9.

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