A method and system for displaying GIS data in cooperation with radar early warning

Abstract

The present application relates to a kind of combined GIS data and radar early warning display method and system, it is related to vehicle radar early warning technical field, it includes obtaining vehicle-mounted radar data;Determine adjacent vehicle driving path;Current vehicle position, current vehicle speed and current vehicle direction are obtained, determine current driving path;Determine coincidence point based on current driving path and adjacent vehicle driving path;If there is coincidence point, determine current vehicle lane information and adjacent vehicle lane information;Adjacent vehicle position is determined based on current vehicle position, relative distance and relative azimuth angle, determine adjacent vehicle lane deviation state;If there is adjacent vehicle lane deviation state, output early warning signal;If there is no adjacent vehicle lane deviation state, determine adjacent vehicle future driving path;If current driving path and adjacent vehicle future driving path intersect, output early warning signal.The present application has the effect of distinguishing rugged road virtual collision risk, reduce false alarm rate of early warning.

Description

Technical Field

[0001] This invention relates to the field of vehicle radar early warning technology, and in particular to a method and system for collaborative display of GIS data and radar early warning. Background Technology

[0002] Vehicle-mounted millimeter-wave radar is a core environmental perception device in automotive active safety systems. By emitting millimeter-wave electromagnetic waves and receiving the echo signals reflected by targets, it can detect the relative distance of surrounding objects and is a key perception component for achieving driving safety warnings in automobiles.

[0003] Existing automotive radar warning solutions mainly rely on onboard millimeter-wave radar to collect real-time motion parameters of surrounding vehicles. Based on the instantaneous motion state of the vehicle, the driving path is extrapolated and fitted in a straight line. By judging whether the extrapolated driving paths of the vehicle and surrounding vehicles overlap or intersect, potential collision risks are identified. Then, based on the risk assessment results, a warning prompt is output to the driver to achieve driving safety warning.

[0004] Regarding the aforementioned technologies, in scenarios involving multi-lane, continuously curving, and undulating rugged roads, traditional radar relies solely on real-time vehicle motion parameters to extrapolate in a straight line to determine overlapping driving paths, without considering the curvature of the actual lanes. This results in insufficient adaptability of radar warnings to driving scenarios. Summary of the Invention

[0005] To increase the adaptability of radar early warning to driving scenarios and reduce the frequency of radar false alarms, this invention provides a method and system for collaborative display of GIS data and radar early warning.

[0006] In a first aspect, the present invention provides a method for collaborative display of GIS data and radar early warning, employing the following technical solution: A method for collaborative display of GIS data and radar early warning systems includes: Step 1: In response to the rough road signal, acquire vehicle radar data in real time, including relative distance, relative speed and relative azimuth angle; Step 2: Determine the driving paths of adjacent vehicles using vehicle-mounted radar data; Step 3: Obtain the current vehicle position, current vehicle speed, and current vehicle direction in real time to determine the current driving path; Step 4: Determine the overlap point based on the current driving path and the driving paths of adjacent vehicles; Step 40: If there are overlapping points, obtain GIS data to determine the current vehicle's driving lane information and the driving lane information of adjacent vehicles; Step 41: Determine the positions of adjacent vehicles based on the current vehicle position, relative distance, and relative azimuth angle, and determine the lane deviation status of adjacent vehicles through the positions of adjacent vehicles and the lane information of adjacent vehicles; Step 42: If an adjacent vehicle is found to be deviating from its lane, output a preset warning signal; Step 43: If there is no adjacent vehicle lane departure status, determine the future travel path of the adjacent vehicle based on the adjacent vehicle's driving lane information; Step 44: If the current driving path intersects with the future driving path of an adjacent vehicle, output a warning signal.

[0007] By adopting the above technical solution, the driving paths of adjacent vehicles and the current vehicle are fitted and the overlapping points of the paths are identified to complete the initial screening of collision risks and ensure the timely capture of potential risks. Then, based on GIS data, the future driving paths of adjacent vehicles are predicted. If the future path still intersects with the current vehicle's driving path, it means that even if both vehicles are in normal lanes, there will be a risk of meeting due to road curvature. At this time, a warning signal is output. Combining the curvature of the real road and radar data, the prediction of driving paths is optimized to improve the accuracy of the warning results.

[0008] Optionally, if the current driving path intersects with the future driving paths of adjacent vehicles, the methods for outputting a warning signal include: Step 440: Determine the future travel path of the current vehicle based on the current vehicle's lane information; Step 441: If the future driving path of the current vehicle is inconsistent with the current driving path, output the future driving path of the current vehicle as the current driving path; Step 442: When the future travel path of an adjacent vehicle intersects with its current travel path, determine the intersecting lane and the width of the intersecting lane based on GIS data; Step 443: If the width of the meeting lane falls within the preset safe meeting space range, determine the estimated meeting time based on the future and current driving paths of adjacent vehicles; Step 444: Determine the expected meeting positions of adjacent vehicles based on the expected meeting time; Step 445: Determine the expected safe meeting position of the current vehicle based on the expected meeting positions of adjacent vehicles, and determine the expected meeting position of the current vehicle based on the current driving path; Step 446: Determine the current vehicle's direction adjustment amount based on the current vehicle's expected meeting position and the current vehicle's expected safe meeting position, and generate a warning signal based on the current vehicle's direction adjustment amount for output; Step 447: If the width of the meeting lane does not fall within the safe meeting space, determine the speed adjustment of the current vehicle based on the current expected meeting position and the current expected safe meeting position, and generate a warning signal based on the speed adjustment of the current vehicle to output.

[0009] By adopting the above technical solution, the warning signal can be adjusted in scenarios where the future driving paths of two vehicles intersect. On the one hand, the current driving path is corrected by the future driving path of the current vehicle, eliminating the deviation caused by extrapolation of the real-time motion trajectory. On the other hand, by combining GIS data to quantitatively analyze the width of the intersecting lane and the safe passing space, the abstract collision risk is transformed into a specific directional adjustment or speed adjustment, so that the warning signal is upgraded from a simple risk warning to an avoidance suggestion that can directly guide the driver's operation.

[0010] Optionally, it also includes a method for outputting a risk-free signal when the future travel path of an adjacent vehicle intersects with the current travel path, the method comprising: Step 4420: Determine the expected turning time of adjacent vehicles based on their travel paths and expected travel paths; Step 4421: Determine the current driving path holding time of adjacent vehicles based on the current time and the expected turning time; Step 4422: Determine the minimum relative distance between adjacent vehicles based on their travel paths and the duration of their current travel paths. Step 4423: When the minimum relative distance between adjacent vehicles is less than the preset minimum safe relative distance threshold, output a warning signal; Step 4424: When the minimum relative distance between adjacent vehicles is greater than the minimum safe relative distance threshold, output a risk-free signal.

[0011] By adopting the above technical solution, the turning time and driving path holding time of adjacent vehicles can be predicted, and the minimum relative distance from adjacent vehicles to the lane dividing line shared by the current vehicle can be quantitatively calculated. Combined with the minimum safe distance threshold, the real collision risk of a vehicle about to cross the line can be effectively distinguished from the virtual risk of a vehicle being safe in the lane but only intersecting due to road curvature.

[0012] Optional, also includes: Step 448: Determine the driving path of the vehicles behind using vehicle radar data and the current vehicle's driving lane information; Step 449: Determine the lane departure status of the vehicle behind based on the driving path of the vehicle behind and the current driving path; Step 450: Determine the lane that the following vehicle is expected to enter based on the driving path of the following vehicle; Step 451: Obtain the direction of travel of the first lane that the following vehicle is expected to enter based on GIS data; Step 452: Determine the direction of travel of the vehicles behind based on their travel paths; Step 453: If the direction of travel of the vehicle behind is not the same as the direction of travel of the vehicle in the first lane, determine the travel path of the overtaking vehicle; Step 454: When there is a path for overtaking vehicles, output a warning signal.

[0013] By adopting the above technical solution, and by comprehensively considering the driving path of the following vehicle, lane departure status, expected entry lane and legal driving direction of the lane, the driving behavior of the following vehicle crossing the lane to overtake can be identified, and a warning signal can be issued in advance before the overtaking behavior occurs, thereby further improving the integrity and safety of driving warning on complex and rugged roads.

[0014] Optionally, when there is a path for an overtaking vehicle, the methods for outputting a warning signal include: Step 4540: Determine the overtaking direction and speed based on the overtaking vehicle's travel path; Step 4541: Obtain the relative distance of the overtaking vehicle, and determine the estimated overtaking time based on the relative distance and overtaking speed; Step 4542: Obtain the trend of changes in the following distance to the vehicle in front; Step 4543: Determine the expected following distance based on the estimated overtaking time and the current trend of the following distance to the vehicle in front; Step 4544: When the expected following distance is less than the preset minimum safe distance, determine the avoidance lane based on the overtaking direction, the current vehicle's lane information, and the adjacent vehicle's lane information; Step 4545: If a yielding lane exists, generate and output a warning signal based on the yielding lane.

[0015] By adopting the above technical solutions, and by analyzing parameters such as overtaking direction, overtaking speed, and estimated overtaking time, and combining them with the trend of changes in the following distance to predict the safe distance at the time of overtaking, the risk of rear-end collisions and scrapes that may be caused by overtaking from behind can be identified in advance. At the same time, based on lane information, it can determine whether there is an available avoidance lane, upgrading the traditional passive warning of overtaking to a proactive guidance warning that provides the avoidance direction, allowing drivers to quickly take reasonable avoidance actions on rugged and winding road sections, greatly reducing the probability of accidents caused by overtaking in complex road conditions.

[0016] Optionally, if a yielding lane exists, methods for generating and outputting a warning signal based on the yielding lane include: Step 45450: Obtain road condition information for the vehicle to avoid based on vehicle radar data; Step 45451: Generate expected road condition information for the avoidance vehicle based on the estimated overtaking time and the road condition information of the vehicle to avoid. Step 45452: Analyze the road condition information of the expected avoidance vehicle to determine the avoidance time interval, and generate a warning signal based on the avoidance time interval for output; Step 45453: If there is no time interval for avoidance, determine and correct the current vehicle speed based on the changing trends of the minimum safe distance and the following distance to the vehicle in front; Step 45454: Generate a warning signal based on the corrected current vehicle speed and output it.

[0017] By adopting the above technical solution, and by predicting the road conditions of the avoidance lane in the future, a safe and feasible avoidance time interval is determined. This upgrades the warning signal from simply indicating the avoidance lane to a guiding warning with a precise time window, avoiding secondary risks caused by drivers blindly changing lanes. In rugged road scenarios with limited visibility and complex road conditions, it effectively ensures the safety and rationality of avoidance operations.

[0018] Optional, also includes: Step 45455: Determine the speed of the vehicle ahead based on the trend of the following distance and the current vehicle speed; Step 45456: If the speed of the vehicle ahead falls within the preset stationary speed range, obtain the current obstacle position and search the GIS data to determine the current obstacle corresponding to the current obstacle position; Step 45457: If an obstacle exists, obtain the current obstacle interval distance; Step 45458: If the current obstacle distance is less than the minimum safe distance for vehicles, output a preset braking warning signal; Step 45459: If there is no current obstacle, upload the location of the suspected obstacle to the preset cloud to update the road condition information.

[0019] By adopting the above technical solution, the speed of the vehicle ahead is calculated by the trend of the following distance and the vehicle's own speed. Abnormal states such as the vehicle ahead being stationary can be identified in a timely manner. By combining GIS data, obstacles are located and judged. When the distance between obstacles is less than the safe distance, a braking warning signal is immediately output, realizing emergency avoidance warning in the case of sudden obstacles on rough roads. If it is suspected to be a non-real obstacle, the road condition information is simultaneously uploaded to the cloud to update the road condition information. This not only avoids misoperation caused by false obstacles, but also improves the road condition data in real time, providing a reference for subsequent vehicle driving, and further improving the comprehensiveness, accuracy and emergency response capability of driving warnings in complex road conditions.

[0020] Optionally, it also includes a method for radar data acquisition, which includes: Step 10: Determine the current road boundary position based on the current vehicle's lane information; Step 11: Determine the relative distance to the vehicle ahead based on vehicle radar data; Step 12: Determine the relative distance to the road boundary based on the current vehicle position and the current road boundary position; Step 13: Determine the distance deviation value based on the relative distance to the vehicle ahead and the relative distance to the road boundary; Step 14: When the distance deviation value falls within the preset minimum deviation value range, determine the future driving path of the current vehicle based on the current vehicle driving lane information; Step 15: Determine the radar adjustment angle based on the vehicle's future travel path, and perform the detection angle adjustment operation according to the radar adjustment angle.

[0021] By adopting the above technical solution, combining lane information to determine road boundaries and calculate distance deviation values, the system can accurately judge the road space ahead and the vehicle's driving trend. Then, based on the vehicle's future driving path, it can determine the radar adjustment angle in advance and perform detection angle adjustment. This allows the radar detection beam to actively follow the direction of the lane curve and deflect in advance, rather than passively detecting the current direction the vehicle is pointing. This effectively solves the problem that traditional vehicle radar is prone to losing targets ahead in continuous, curved, and undulating rugged roads because the detection direction is fixed and it cannot adapt to the lane direction in advance.

[0022] Optional, also includes: Step 140: When the distance deviation value does not fall within the minimum deviation value range, determine the position of the vehicle in front based on the relative distance to the vehicle in front; Step 141: Obtain the trend of relative distance changes of the vehicles ahead, and determine the speed of the vehicles ahead by combining the trend of relative distance changes of the vehicles ahead with the current vehicle speed; Step 142: Determine the estimated turning time of the vehicle ahead based on the position of the vehicle ahead, the speed of the vehicle ahead, and the current position of the road boundary; Step 143: Determine the radar adjustment time based on the expected turning time of the vehicle ahead, and determine the radar adjustment angle based on the future driving path of the current vehicle; Step 144: Perform detection angle adjustment operation based on radar adjustment time and radar adjustment angle.

[0023] By adopting the above technical solution, abnormal driving trends of the vehicle in front can be identified by distance deviation, and the speed and expected turning time of the vehicle in front can be calculated. This allows the radar to no longer passively follow the direction of the vehicle's front, but to adjust the detection angle in advance by combining the timing of the vehicle in front's actions and the future path of the vehicle itself. This effectively avoids the problem of radar target loss and detection lag caused by the vehicle in front suddenly turning or changing lanes, and further ensures the continuity and accuracy of radar data collection under rugged and complex road conditions.

[0024] Secondly, this invention provides a collaborative display system combining GIS data and radar early warning, employing the following technical solution: A collaborative display system combining GIS data and radar early warning, comprising: The acquisition module is used to acquire vehicle radar data and GIS data; The memory is used to store a program for a collaborative display method that combines GIS data and radar early warning, as described above. The processor loads and executes programs from memory.

[0025] By adopting the above technical solution, it is possible to integrate and process vehicle radar data and GIS data, providing drivers with more accurate warning information. The acquisition module is responsible for collecting radar data of the vehicle's surrounding environment and relevant data from the geographic information system in real time, ensuring the comprehensiveness and accuracy of the data sources. The program stored in the memory contains all the logical steps of the above-mentioned collaborative display method, and the processor completes the entire process from data acquisition and analysis to warning signal generation by loading and executing these programs.

[0026] In summary, the present invention has at least one of the following beneficial technical effects: By integrating radar data with GIS data, the actual collision risk of vehicles illegally crossing the line can be effectively distinguished from the risk of false intersection caused by road curvature. This solves the problem of inaccurate warnings and frequent false alarms of traditional radar in continuous curved road conditions without missing any dangers. The abstract collision risk is transformed into specific operational instructions such as direction adjustment amount, speed adjustment amount, avoidance time window, and avoidance lane. At the same time, it covers all scenarios such as meeting ahead, illegal overtaking from behind, and stationary obstacles ahead, providing drivers with accurate and directly executable risk avoidance suggestions. Based on the lane and the driving trend of the vehicle in front, the radar detection angle is adjusted in advance to avoid losing the target on the curve. Combined with the cloud-based update of road condition information, the continuity of radar perception and the overall safety of the system are improved on rugged and undulating roads. Attached Figure Description

[0027] Figure 1 This is a flowchart of a method for collaborative display of GIS data and radar early warning in an embodiment of this application; Figure 2 This is a schematic diagram of the future driving paths of adjacent vehicles in an embodiment of this application; Figure 3 This is a schematic diagram of the current road boundary location in an embodiment of this application. Detailed Implementation

[0028] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0029] This invention discloses a method for collaborative display of GIS data and radar early warning systems. (Refer to...) Figure 1 A method for collaborative display combining GIS data and radar early warning includes: Step 1: In response to the rough road signal, acquire vehicle radar data in real time. The vehicle radar data includes relative distance, relative speed and relative azimuth.

[0030] Rough road signals refer to signals triggered by complex road conditions involving multiple parallel lanes, continuous curves and undulations, and non-linear lane orientations. These signals are determined using lane curvature and relative lane orientation information from GIS data. Lane curvature is a physical parameter characterizing the degree of lane curvature, reflecting the degree of deviation of the lane centerline from a straight line, and is directly obtained from GIS data. GIS data refers to high-precision lane-level road geographic information data, including lane-level road network information, lane curvature, relative lane orientation, lane boundaries, lane numbers, and lane spatial location information, used to characterize the road's geometric shape, lane distribution, and spatial orientation characteristics.

[0031] Lane relative orientation refers to the spatial relationship between different lanes, used to characterize whether lanes are parallel, close, or intersecting. It is obtained by comparing the direction vectors of the centerlines of each lane in GIS data. Here, the lane relative orientation that satisfies the rough road signal is that within adjacent lanes, a following vehicle travels in a straight line along its own lane, while the preceding vehicle turns due to the curvature of its lane. The straight-line travel path of the following vehicle will intersect with the turning travel path of the preceding vehicle.

[0032] Vehicle radar data refers to the set of parameters obtained in real time by vehicle-mounted omnidirectional millimeter-wave radar, which includes the relative distance, relative speed, and relative azimuth angle of surrounding vehicles relative to the current vehicle.

[0033] Relative distance refers to the straight-line distance between an adjacent vehicle and the current vehicle, calculated using the time difference between radar transmission and reception of electromagnetic waves. Relative speed refers to the approaching or moving speed of an adjacent vehicle relative to the current vehicle, obtained through Doppler frequency shift analysis of radar echoes. Relative azimuth angle refers to the horizontal angular offset of an adjacent vehicle relative to the current vehicle, calculated using the phase difference of the radar antenna array.

[0034] Step 2: Determine the driving paths of adjacent vehicles using vehicle-mounted radar data.

[0035] Adjacent vehicle travel paths refer to short-term travel trajectories obtained by radar through straight-line extrapolation based on real-time target motion parameters, and are obtained by fitting relative distance, relative speed, and relative azimuth angle.

[0036] Step 3: Obtain the current vehicle position, current vehicle speed, and current vehicle direction in real time to determine the current driving path.

[0037] The current driving path refers to the short-term driving trajectory extrapolated from the current vehicle's own motion state, which is obtained by fitting the current vehicle position, current vehicle speed, and current vehicle direction.

[0038] Step 4: Determine the point of overlap based on the current driving path and the driving paths of adjacent vehicles.

[0039] The point of overlap refers to the spatial intersection of the current driving path and the radar extrapolation path of the adjacent vehicle, which is obtained by solving two trajectory equations.

[0040] Step 40: If there are overlapping points, obtain GIS data to determine the current vehicle's driving lane information and the driving lane information of adjacent vehicles.

[0041] The current vehicle lane information refers to the boundary, direction, and lane number of the lane in which the vehicle is currently located, which is obtained by matching the current vehicle location with GIS data.

[0042] Adjacent vehicle lane information refers to the boundary, direction, and lane number information of adjacent vehicles, which is obtained by matching the positions of adjacent vehicles with GIS data.

[0043] Step 41: Determine the positions of adjacent vehicles based on the current vehicle position, relative distance, and relative azimuth angle, and determine the lane deviation status of adjacent vehicles through the positions of adjacent vehicles and the lane information of adjacent vehicles.

[0044] Adjacent vehicle lane departure status refers to whether an adjacent vehicle exceeds its own lane boundary, which is obtained by comparing the position of the adjacent vehicle with the corresponding lane boundary.

[0045] Step 42: If there is a lane departure from an adjacent vehicle, output a preset warning signal.

[0046] Warning signals are information used to alert drivers that there is a risk of collision while driving.

[0047] If an adjacent vehicle is found to be deviating from its lane, it means that the actual position of the adjacent vehicle is outside the lane boundary of its own lane. The future path of the adjacent vehicle cannot be predicted based on the geometric features of the road, and there is a significant risk of collision. Therefore, the system will immediately generate and output a warning.

[0048] Step 43: If there is no adjacent vehicle lane departure status, determine the future driving path of the adjacent vehicle based on the adjacent vehicle's driving lane information.

[0049] Reference Figure 2 The future driving path of adjacent vehicles refers to the actual future driving trajectory of adjacent vehicles along the center line of their own driving lane and following the curvature of the road. It is obtained by fitting the center line and direction of the driving lanes of adjacent vehicles in GIS data.

[0050] If there is no adjacent vehicle lane departure, it means that the adjacent vehicle is always traveling within its own lane boundary. The system can determine its future travel path through the geometric features of the road.

[0051] Step 44: If the current driving path intersects with the future driving path of an adjacent vehicle, output a warning signal.

[0052] When the future travel path of an adjacent vehicle intersects with its current travel path, it indicates that neither the current vehicle nor the adjacent vehicle has deviated from its own lane. However, due to the curvature of the road, the actual travel paths of the two vehicles may intersect in space, posing a potential risk of passing each other. Therefore, a warning signal is issued.

[0053] Among them, the methods for outputting a warning signal or a no-risk signal if there are no adjacent vehicles deviating from their lanes include: Step 440: Determine the future driving path of the current vehicle based on the current vehicle's driving lane information.

[0054] The current vehicle's future travel path refers to the actual future travel trajectory of the current vehicle along the center line of its own driving lane and following the curvature of the road. It is obtained by fitting the center line and direction of the current vehicle's driving lane in GIS data.

[0055] Step 441: If the future driving path of the current vehicle is inconsistent with the current driving path, output the future driving path of the current vehicle as the current driving path.

[0056] If the future driving path of the current vehicle is inconsistent with the current driving path, it means that the short-term driving path extrapolated from the real-time motion state of the current vehicle deviates from the real future driving path of the lane determined based on GIS data. This deviation is caused by the rugged and winding road conditions. The radar extrapolated path needs to be replaced with the real future driving path of the lane to ensure the accuracy and reliability of subsequent calculations.

[0057] Step 442: When the future travel path of an adjacent vehicle intersects with the current travel path, determine the intersecting lane and the width of the intersecting lane based on GIS data.

[0058] Intersecting lanes refer to the target lanes where the future travel paths of adjacent vehicles intersect with their current travel paths. They are obtained by matching the lanes belonging to the intersection area of ​​the two paths using GIS data.

[0059] The width of the intersecting lanes refers to the vertical distance between the left and right lane boundaries of the intersecting lanes, which can be obtained directly from GIS data.

[0060] Step 443: If the width of the meeting lane falls within the preset safe meeting space range, determine the estimated meeting time based on the future driving paths and current driving paths of adjacent vehicles.

[0061] The safe passing space range refers to the width of the passing lane, determined by multiple experimental data, that allows two vehicles to pass each other safely without the risk of scraping or colliding.

[0062] The estimated meeting time refers to the time required for the current vehicle and its adjacent vehicle to travel from their real-time locations to their path intersection point. It is determined by the future travel paths of the adjacent vehicles and the current vehicle's path, and then calculated using the current vehicle's speed, the adjacent vehicle's speed, and the distance between both vehicles and the intersection point. This distance is based on the adjacent vehicle's future travel path and its expected direction of travel. The intersection point is the spatial location where the current travel path and the adjacent vehicle's future travel path intersect, obtained by solving the trajectory equations of the two paths. The expected future travel direction of the adjacent vehicle refers to the subsequent travel direction of the adjacent vehicle calculated based on its future travel path.

[0063] When the width of the passing lane falls within the safe passing space range, it indicates that there is sufficient space in the passing lane, and the two vehicles can safely pass each other by adjusting their driving directions.

[0064] Step 444: Determine the expected meeting position of adjacent vehicles based on the expected meeting time.

[0065] The predicted meeting point of adjacent vehicles refers to the spatial point where adjacent vehicles will intersect with the current vehicle's path as they travel along their future paths. It is used to predict the position of adjacent vehicles when they intersect with the current vehicle.

[0066] Step 445: Determine the expected safe meeting position of the current vehicle based on the expected meeting positions of adjacent vehicles, and determine the expected meeting position of the current vehicle based on the current driving path.

[0067] The current estimated safe meeting position refers to a reasonable position where vehicles can ensure safe driving when meeting. It is determined by combining the estimated meeting positions of adjacent vehicles with preset vehicle reference widths and meeting lane widths. The vehicle reference width refers to a pre-set standard vehicle lateral width parameter.

[0068] The current vehicle's expected meeting point refers to the spatial point where the current vehicle will meet the path of an adjacent vehicle as it travels along its current path. It is obtained by fitting the current travel path with the expected meeting time and is used to predict the current vehicle's position when it meets the adjacent vehicle.

[0069] Step 446: Determine the current vehicle's direction adjustment amount based on the current vehicle's expected meeting position and the current vehicle's expected safe meeting position, and generate a warning signal based on the current vehicle's direction adjustment amount for output.

[0070] The current vehicle direction adjustment amount refers to the amount of directional offset required for the current vehicle to adjust from the expected meeting position to the expected safe meeting position, which is calculated by the difference in spatial coordinates between two points.

[0071] Since the width of the passing lane falls within the safe passing space, and there are both the current vehicle's expected passing position and the current vehicle's expected safe passing position, the vehicle can be guided into the safe passing area by adjusting its current driving direction.

[0072] Step 447: If the width of the meeting lane does not fall within the safe meeting space, determine the speed adjustment of the current vehicle based on the current expected meeting position and the current expected safe meeting position, and generate a warning signal based on the speed adjustment of the current vehicle to output.

[0073] The current vehicle speed adjustment refers to the increase or decrease in the vehicle's speed required to avoid collision risks, calculated based on the spatial relationship between the expected meeting point and the safe meeting point.

[0074] When the width of the passing lane does not fall within the safe passing space range, it indicates that the passing lane space is insufficient, and the two vehicles cannot safely pass side by side by adjusting their directions. They need to adjust their speed to avoid the risk of passing.

[0075] This also includes a method for outputting a risk-free signal when the future travel path of an adjacent vehicle intersects with its current travel path. This method includes: Step 4420: Determine the expected turning time of adjacent vehicles based on their travel paths and expected travel paths.

[0076] The expected turning time point refers to the time when an adjacent vehicle will turn or change lanes from its current position to the boundary of its own lane, which is predicted based on GIS data and the driving status of adjacent vehicles.

[0077] Step 4421: Determine the current driving path holding time of adjacent vehicles based on the current time and the expected turning time.

[0078] The duration of adjacent vehicles maintaining their current driving path refers to the time between the current time and the expected turning time, representing the duration for which adjacent vehicles maintain their current driving path without turning or changing lanes.

[0079] Step 4422: Determine the minimum relative distance between adjacent vehicles based on their travel paths and the duration of their current travel paths.

[0080] The minimum relative distance between adjacent vehicles refers to the vertical distance between an adjacent vehicle and the lane divider between its own lane and the lane of the vehicle currently traveling on its current path; this distance can be positive or negative, with a negative value indicating that the adjacent vehicle has encroached on or crossed the current lane divider.

[0081] Step 4423: When the minimum relative distance between adjacent vehicles is less than the preset minimum safe relative distance threshold, output a warning signal.

[0082] The minimum safe relative distance threshold refers to the pre-defined safe distance threshold between adjacent vehicles and the boundary of their own lane, used to determine whether there is a risk of lane departure, scraping, or collision between adjacent vehicles.

[0083] When the minimum relative distance between adjacent vehicles is less than the minimum safe relative distance threshold, it indicates that the adjacent vehicles are too close to the boundary line shared by the two lanes, or have even encroached on the current vehicle's lane, posing a risk of crossing the line, scraping, or colliding, and a warning needs to be issued.

[0084] Step 4424: When the minimum relative distance between adjacent vehicles is greater than the minimum safe relative distance threshold, output a risk-free signal.

[0085] A "no-risk signal" is a safety message used to inform the driver that adjacent vehicles are driving properly and there is currently no risk of collision. This message is displayed on the vehicle's central control screen as a safety indicator. When the minimum relative distance between adjacent vehicles is greater than the minimum safe relative distance threshold, it means that both the current vehicle and the adjacent vehicle are driving properly within their respective lanes and are far away from the shared boundary line between the two lanes. There is no risk of meeting or crossing the line. The path overlap previously determined by the radar is a virtual overlap caused by road curvature. There is currently no real risk of collision, therefore a "no-risk signal" is output.

[0086] This also includes: Step 448: Determine the driving path of the vehicle behind by using vehicle radar data and the current vehicle's driving lane information.

[0087] The following vehicle's travel path refers to the short-term trajectory of the following vehicle, which is fitted by combining the real-time motion parameters of the following vehicle detected by the vehicle-mounted radar with the current vehicle's lane information. Here, the following vehicle specifically refers to a vehicle in the same lane as the current vehicle and located at the rear of the current vehicle; its travel path is the short-term trajectory of that following vehicle.

[0088] Step 449: Determine the lane departure status of the vehicle behind based on the driving path of the vehicle behind and the current driving path.

[0089] The lane departure status of vehicles behind refers to whether a vehicle behind has exceeded the boundary of its current driving lane. This is determined by comparing the real-time position of the vehicle behind with the boundary of its own driving lane.

[0090] Step 450: Determine the lane that the following vehicle is expected to enter based on the driving path of the following vehicle.

[0091] The lane that a vehicle is expected to enter is the target lane that the vehicle is about to enter based on its driving path trend. It is obtained by matching the extension direction of the vehicle's driving path with GIS data.

[0092] Step 451: Based on GIS data, obtain the direction of travel of the first lane that the vehicle behind is expected to enter.

[0093] The first lane's driving direction refers to the lane that vehicles behind are expected to enter, which is preset in the GIS data and is the legally defined regular driving direction of that lane.

[0094] Step 452: Determine the direction of travel of the vehicles behind based on their travel paths.

[0095] The direction of travel of the following vehicle refers to the actual direction of travel of the following vehicle based on its own real-time travel path, which is determined by the trajectory of the following vehicle's travel path.

[0096] Step 453: If the direction of travel of the vehicle behind is not the same as that of the vehicle in the first lane, determine the travel path of the overtaking vehicle.

[0097] When a vehicle behind deviates from its lane and its direction of travel is not the same as that of the first lane, it indicates that the vehicle behind has deviated from its current lane and is moving in a direction that is not in line with the legal direction of travel for the lane it is expected to enter. This meets the characteristics of overtaking, so an overtaking route is determined.

[0098] The overtaking vehicle's travel path refers to the predicted trajectory of a vehicle crossing a lane to overtake another vehicle when the vehicle's travel direction is inconsistent with the expected direction of travel in the lane it is entering.

[0099] Step 454: When there is a path for overtaking vehicles, output a warning signal.

[0100] When there is a path for an overtaking vehicle, it indicates that the vehicle behind is making an abnormal lane change and overtaking maneuver. There is a risk of scraping or colliding between the current vehicle and the overtaking vehicle behind, so a warning signal is issued.

[0101] The methods for outputting a warning signal when there is a path for overtaking vehicles include: Step 4540: Determine the overtaking direction and speed based on the overtaking vehicle's travel path.

[0102] The overtaking direction refers to the direction in which the overtaking vehicle changes lanes relative to the current vehicle, and is determined by the extension trend of the overtaking vehicle's travel path and its relative position in the current vehicle's lane.

[0103] Overtaking speed refers to the speed of the overtaking vehicle relative to the current vehicle during the overtaking process, obtained through the analysis of real-time motion parameters of the overtaking vehicle detected by onboard radar. This prediction is based on the speed change trend of the overtaking vehicle relative to the current vehicle, as the overtaking vehicle is typically accelerating in overtaking scenarios. Therefore, the prediction is made based on the speed change trend of the overtaking vehicle relative to the current vehicle during the overtaking process.

[0104] Step 4541: Obtain the relative distance of the overtaking vehicle and determine the estimated overtaking time based on the relative distance and overtaking speed of the overtaking vehicle.

[0105] The relative distance between overtaking vehicles refers to the real-time straight-line distance between the overtaking vehicle and the current vehicle, which is directly detected by the vehicle-mounted omnidirectional millimeter-wave radar.

[0106] The estimated overtaking time point refers to the time required for the overtaking vehicle to travel from its real-time location to complete the overtaking of the current vehicle's position. It is calculated using the relative distance and overtaking speed of the overtaking vehicle.

[0107] Step 4542: Obtain the trend of the current following distance from the vehicle in front.

[0108] The current trend of following distance refers to the pattern of the distance between the current vehicle and the vehicle in front gradually increasing or decreasing over time, which is obtained by fitting real-time collected time-series data of following distance.

[0109] Step 4543: Determine the expected following distance based on the estimated overtaking time and the current trend of the following distance to the vehicle in front.

[0110] The estimated following distance refers to the estimated distance between the current vehicle and the vehicle in front at the estimated overtaking time. It is calculated by the trend of the changing following distance and the estimated overtaking time.

[0111] Step 4544: When the expected following distance is less than the preset minimum safe distance, determine the avoidance lane based on the overtaking direction, the current vehicle's lane information, and the adjacent vehicle's lane information.

[0112] Minimum vehicle safety distance refers to the minimum safe distance threshold between vehicles to avoid rear-end collisions, obtained from multiple experimental data.

[0113] An avoidance lane is a lane that a vehicle can safely enter to avoid the risk of collision from an overtaking vehicle. This lane is determined by using GIS data combined with onboard radar to assess the road conditions corresponding to that lane.

[0114] Step 4545: If a yielding lane exists, generate and output a warning signal based on the yielding lane.

[0115] When a yielding lane exists, it means that the current vehicle has safe space to avoid a collision. A warning signal is issued to prompt the driver to adjust their driving to the yielding lane to avoid the risk of collision from overtaking vehicles behind.

[0116] If a yielding lane exists, the methods for generating and outputting a warning signal based on the yielding lane include: Step 45450: Obtain road condition information for the avoidance vehicle based on vehicle radar data.

[0117] Escape lane condition information refers to the current road condition information of the escape lane determined by vehicle-mounted radar detection, specifically including whether there are other vehicles and obstacles.

[0118] Step 45451: Generate expected avoidance road condition information based on the estimated overtaking time and the road condition information of the vehicle to be avoided.

[0119] Expected lane condition information refers to future road condition information that predicts the road condition of the yield lane within the time interval between the current time and the expected overtaking time, based on the expected overtaking time.

[0120] Step 45452: Analyze the road condition information of the expected avoidance vehicle to determine the avoidance time interval, and generate a warning signal based on the avoidance time interval for output.

[0121] The avoidance time interval refers to the time range within which a vehicle enters the avoidance lane to complete the avoidance maneuver without the risk of collision with surrounding vehicles.

[0122] Step 45453: If there is no time interval for avoidance, determine the corrected current vehicle speed based on the changing trends of minimum safe vehicle distance and following distance.

[0123] Correcting the current vehicle speed refers to adjusting the current vehicle speed to avoid the risk of collision with overtaking vehicles from behind, based on the changing trends of the minimum safe distance and the following distance to the vehicle in front.

[0124] Step 45454: Generate a warning signal based on the corrected current vehicle speed and output it.

[0125] When there is a need to adjust the current vehicle speed, it means that the current vehicle needs to adjust its speed to avoid the collision risk posed by overtaking vehicles behind. Therefore, the system will generate a corresponding warning signal to prompt the driver to slow down.

[0126] This also includes: Step 45455: Determine the speed of the vehicle in front based on the trend of the following distance and the current vehicle speed.

[0127] The speed of the vehicle ahead refers to the actual speed of the object directly in front of the vehicle, calculated by the vehicle radar based on the current vehicle speed and the rate of change of the following distance. This object includes vehicles, obstacles, road fixtures, and unknown objects.

[0128] Step 45456: If the speed of the vehicle ahead falls within the preset stationary speed range, obtain the current obstacle position and search the preset road condition information to determine the current obstacle corresponding to the current obstacle position.

[0129] The stationary speed range refers to the threshold range of speeds used to define whether an object is stationary, and it is pre-calibrated through multiple experiments. Road condition information refers to comprehensive geographic data acquired based on GIS data, including lane information, road attributes, road construction information, fixed facility information, historical obstacle records, and official road network labeling information for the current location.

[0130] A current obstacle refers to a physical obstacle that is actually present and stationary at the current location, including broken-down vehicles, construction barriers, road debris, fixed pillars, and other objects that may affect the normal passage of vehicles.

[0131] When the speed of the vehicle in front falls within the range of stationary speed, it indicates that there is an object that is nearly stationary relative to the ground directly in front of this vehicle. The radar relative distance between this object and this vehicle remains basically unchanged. If this vehicle continues to approach this object, there is a risk of collision.

[0132] Step 45457: If there is a current obstacle, obtain the current obstacle interval distance.

[0133] The current obstacle distance refers to the shortest actual spatial distance between the current vehicle's front position and the current obstacle, which is detected in real time by the vehicle's radar.

[0134] When an obstacle is present, it means that the stationary object detected by the radar is not a false detection, and there is a real obstacle at that location.

[0135] Step 45458: If the current obstacle distance is less than the minimum safe distance for vehicles, output a preset braking warning signal.

[0136] Brake warning signals refer to the audible and visual warning signals and screen alert signals output by the vehicle terminal to remind the driver to take immediate braking action.

[0137] If the current distance between the obstacle and the vehicle is less than the minimum safe distance between vehicles, it means that without a passing lane, the distance between the vehicle and the stationary obstacle no longer meets the conditions for safe passage, and a collision will occur if the vehicle is not braked immediately.

[0138] Step 45459: If there is no current obstacle, upload the location of the suspected obstacle to the preset cloud to update the road condition information.

[0139] The cloud refers to the vehicle network server used to receive, store, and distribute road warning information. It works in conjunction with the GIS data system to synchronize abnormal road information to surrounding vehicles.

[0140] Suspected obstacles refer to objects detected when radar data cannot match road condition information, potentially indicating false detections or newly added obstacles. In such cases, the system uploads the location information of the suspected obstacle to the cloud for further verification and updating of the road condition data.

[0141] When there is no current obstacle, it means that the radar detected a suspected obstacle, but there is no actual obstacle at that location, so it is a newly appeared obstacle. The abnormal location needs to be uploaded to the cloud to remind subsequent vehicles to pay attention and identify it.

[0142] This also includes a method for radar data acquisition, which includes: Step 10: Determine the current road boundary position based on the current vehicle's driving lane information.

[0143] Reference Figure 3 The current road boundary position refers to the spatial coordinate position of the lane boundary at the road corner ahead of the current vehicle's direction of travel, determined based on GIS data.

[0144] Step 11: Determine the relative distance to the vehicle ahead based on the vehicle radar data.

[0145] The relative distance to the vehicle ahead refers to the real-time straight-line distance between the current vehicle and the vehicle ahead, as detected by the vehicle's radar.

[0146] Step 12: Determine the relative distance to the road boundary based on the current vehicle position and the current road boundary position.

[0147] The relative distance to the road boundary refers to the straight-line distance from the current real-time position of the vehicle to the boundary of the road corner ahead in the direction of travel.

[0148] Step 13: Determine the distance deviation value based on the relative distance to the vehicle ahead and the relative distance to the road boundary.

[0149] Distance deviation refers to the absolute value of the difference between the distance of the current vehicle to the vehicle in front and the distance of the current vehicle to the edge of the road corner ahead.

[0150] Step 14: When the distance deviation value falls within the preset minimum deviation value range, determine the future driving path of the current vehicle based on the current vehicle driving lane information.

[0151] The minimum deviation range refers to a distance threshold interval pre-calibrated based on the standard dimensions of a normal vehicle, used to determine whether the space between the current vehicle and the boundary of the road corner ahead is sufficient to accommodate a normal vehicle.

[0152] When the distance deviation value falls within the minimum deviation range, it means that the space between the current vehicle and the boundary of the road corner ahead is smaller than the standard size of a normal vehicle. There cannot be other vehicles in this area, and the vehicle ahead is in a normal state of driving along the curve.

[0153] Step 15: Determine the radar adjustment angle based on the vehicle's future travel path, and perform the detection angle adjustment operation according to the radar adjustment angle.

[0154] Radar adjustment angle refers to the angle by which the radar detection beam needs to be deflected in advance to adapt to the curve of the road ahead.

[0155] Detection angle adjustment refers to the operation where the vehicle-mounted radar uses electronic beam deflection to pre-align the detection direction with the vehicle's future curve path. The curve path refers to the route the vehicle will take in a curve along its normal driving trajectory, which is calculated by combining the current vehicle lane information with GIS data.

[0156] This also includes: Step 140: When the distance deviation value does not fall within the minimum deviation value range, determine the position of the vehicle in front based on the relative distance to the vehicle in front.

[0157] When the distance deviation value does not fall within the minimum deviation value range, it indicates that the space between the current vehicle and the boundary of the road corner ahead is larger than the standard size of a normal vehicle. There is a possibility of vehicle passage in this area, and the vehicle ahead has a tendency to change lanes, turn, or deviate from the curve.

[0158] The position of the vehicle ahead refers to the real-time spatial position of the vehicle ahead, determined by the relative distance and relative azimuth angle detected by radar.

[0159] Step 141: Obtain the trend of relative distance changes of the vehicles ahead, and determine the speed of the vehicles ahead by combining the trend of relative distance changes of the vehicles ahead with the current vehicle speed.

[0160] The trend of relative distance change between vehicles in front refers to the pattern of increase or decrease in the distance between the vehicle in front and the vehicle itself over time.

[0161] The speed of the vehicle ahead refers to the real-time speed of the vehicle ahead, calculated based on the rate of change of relative distance and the speed of the vehicle itself.

[0162] Step 142: Determine the estimated turning time of the vehicle ahead based on the position of the vehicle ahead, the speed of the vehicle ahead, and the current position of the road boundary.

[0163] The estimated turning time of the vehicle ahead refers to the estimated time it will take for the vehicle ahead to travel from its current position to the road corner ahead and begin to turn.

[0164] Step 143: Determine the radar adjustment time based on the expected turning time of the vehicle ahead, and determine the radar adjustment angle based on the future driving path of the current vehicle.

[0165] Radar adjustment time refers to the time point at which the radar needs to adjust its angle in advance to coordinate with the turning and curves of the vehicle in front.

[0166] Step 144: Perform detection angle adjustment operation based on radar adjustment time and radar adjustment angle.

[0167] When radar adjustment time and radar adjustment angle are present, it means that the system has predicted the timing of driving on the curve and the movement of vehicles in front, and can adjust the radar angle in advance. In order to ensure that the target detection in the curve is not lost, the detection angle adjustment operation is performed based on the radar adjustment time and radar adjustment angle.

[0168] Based on the same inventive concept, embodiments of the present invention provide a collaborative display system that combines GIS data and radar early warning.

[0169] A collaborative display system combining GIS data and radar early warning, comprising: The acquisition module is used to acquire vehicle radar data and GIS data; A memory for storing a program that combines GIS data with radar early warning for collaborative display; The processor loads and executes programs from memory.

[0170] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A method for collaborative display of GIS data and radar early warning, characterized in that, include: Step 1: In response to the rough road signal, acquire vehicle radar data in real time, including relative distance, relative speed and relative azimuth angle; Step 2: Determine the driving paths of adjacent vehicles using vehicle-mounted radar data; Step 3: Obtain the current vehicle position, current vehicle speed, and current vehicle direction in real time to determine the current driving path; Step 4: Determine the overlap point based on the current driving path and the driving paths of adjacent vehicles; Step 40: If there are overlapping points, obtain GIS data to determine the current vehicle's driving lane information and the driving lane information of adjacent vehicles; Step 41: Determine the positions of adjacent vehicles based on the current vehicle position, relative distance, and relative azimuth angle, and determine the lane deviation status of adjacent vehicles through the positions of adjacent vehicles and the lane information of adjacent vehicles; Step 42: If an adjacent vehicle is found to be deviating from its lane, output a preset warning signal; Step 43: If there is no adjacent vehicle lane departure status, determine the future travel path of the adjacent vehicle based on the adjacent vehicle's driving lane information; Step 44: If the current driving path intersects with the future driving path of an adjacent vehicle, output a warning signal.

2. The method for collaborative display of GIS data and radar early warning according to claim 1, characterized in that, If the current driving path intersects with the future driving path of adjacent vehicles, the methods for outputting a warning signal include: Step 440: Determine the future travel path of the current vehicle based on the current vehicle's lane information; Step 441: If the future driving path of the current vehicle is inconsistent with the current driving path, output the future driving path of the current vehicle as the current driving path; Step 442: When the future travel path of an adjacent vehicle intersects with its current travel path, determine the intersecting lane and the width of the intersecting lane based on GIS data; Step 443: If the width of the meeting lane falls within the preset safe meeting space range, determine the estimated meeting time based on the future and current driving paths of adjacent vehicles; Step 444: Determine the expected meeting positions of adjacent vehicles based on the expected meeting time; Step 445: Determine the expected safe meeting position of the current vehicle based on the expected meeting positions of adjacent vehicles, and determine the expected meeting position of the current vehicle based on the current driving path; Step 446: Determine the current vehicle's direction adjustment amount based on the current vehicle's expected meeting position and the current vehicle's expected safe meeting position, and generate a warning signal based on the current vehicle's direction adjustment amount for output; Step 447: If the width of the meeting lane does not fall within the safe meeting space, determine the current vehicle speed adjustment amount based on the current vehicle's expected meeting position and the current vehicle's expected safe meeting position, and generate a warning signal based on the current vehicle speed adjustment amount for output.

3. The method for collaborative display of GIS data and radar early warning according to claim 2, characterized in that, It also includes a method for outputting a risk-free signal when the future travel path of an adjacent vehicle intersects with the current travel path, the method comprising: Step 4420: Determine the expected turning time of adjacent vehicles based on their travel paths and expected travel paths; Step 4421: Determine the current driving path holding time of adjacent vehicles based on the current time and the expected turning time; Step 4422: Determine the minimum relative distance between adjacent vehicles based on their travel paths and the duration of their current travel paths. Step 4423: When the minimum relative distance between adjacent vehicles is less than the preset minimum safe relative distance threshold, output a warning signal; Step 4424: When the minimum relative distance between adjacent vehicles is greater than the minimum safe relative distance threshold, output a risk-free signal.

4. The method for collaborative display of GIS data and radar early warning according to claim 2, characterized in that, Also includes: Step 448: Determine the driving path of the vehicles behind using vehicle radar data and the current vehicle's driving lane information; Step 449: Determine the lane departure status of the vehicle behind based on the driving path of the vehicle behind and the current driving path; Step 450: Determine the lane that the following vehicle is expected to enter based on the driving path of the following vehicle; Step 451: Obtain the direction of travel of the first lane that the following vehicle is expected to enter based on GIS data; Step 452: Determine the direction of travel of the vehicles behind based on their travel paths; Step 453: If the direction of travel of the vehicle behind is not the same as the direction of travel of the vehicle in the first lane, determine the travel path of the overtaking vehicle; Step 454: When there is a path for overtaking vehicles, output a warning signal.

5. The method for collaborative display of GIS data and radar early warning according to claim 4, characterized in that, Methods for issuing warning signals when there is a path for overtaking vehicles include: Step 4540: Determine the overtaking direction and speed based on the overtaking vehicle's travel path; Step 4541: Obtain the relative distance of the overtaking vehicle, and determine the estimated overtaking time based on the relative distance and overtaking speed; Step 4542: Obtain the trend of changes in the following distance to the vehicle in front; Step 4543: Determine the expected following distance based on the estimated overtaking time and the current trend of the following distance to the vehicle in front; Step 4544: When the expected following distance is less than the preset minimum safe distance, determine the avoidance lane based on the overtaking direction, the current vehicle's lane information, and the adjacent vehicle's lane information; Step 4545: If a yielding lane exists, generate and output a warning signal based on the yielding lane.

6. The method for collaborative display of GIS data and radar early warning according to claim 5, characterized in that, If a yield lane exists, methods for generating and outputting a warning signal based on the yield lane include: Step 45450: Obtain road condition information for the vehicle to avoid based on vehicle radar data; Step 45451: Generate expected road condition information for the avoidance vehicle based on the estimated overtaking time and the road condition information of the vehicle to avoid. Step 45452: Analyze the road condition information of the expected avoidance vehicle to determine the avoidance time interval, and generate a warning signal based on the avoidance time interval for output; Step 45453: If there is no time interval for avoidance, determine and correct the current vehicle speed based on the changing trends of the minimum safe distance and the following distance to the vehicle in front; Step 45454: Generate a warning signal based on the corrected current vehicle speed and output it.

7. The method for collaborative display of GIS data and radar early warning according to claim 6, characterized in that, Also includes: Step 45455: Determine the speed of the vehicle ahead based on the trend of the following distance and the current vehicle speed; Step 45456: If the speed of the vehicle ahead falls within the preset stationary speed range, obtain the current obstacle position and search the GIS data to determine the current obstacle corresponding to the current obstacle position; Step 45457: If an obstacle exists, obtain the current obstacle interval distance; Step 45458: If the current obstacle distance is less than the minimum safe distance for vehicles, output a preset braking warning signal; Step 45459: If there is no current obstacle, upload the location of the suspected obstacle to the preset cloud to update the road condition information.

8. The method for collaborative display of GIS data and radar early warning according to claim 1, characterized in that, It also includes methods for radar data acquisition, which include: Step 10: Determine the current road boundary position based on the current vehicle's lane information; Step 11: Determine the relative distance to the vehicle ahead based on vehicle radar data; Step 12: Determine the relative distance to the road boundary based on the current vehicle position and the current road boundary position; Step 13: Determine the distance deviation value based on the relative distance to the vehicle ahead and the relative distance to the road boundary; Step 14: When the distance deviation value falls within the preset minimum deviation value range, determine the future driving path of the current vehicle based on the current vehicle driving lane information; Step 15: Determine the radar adjustment angle based on the vehicle's future travel path, and perform the detection angle adjustment operation according to the radar adjustment angle.

9. The method for collaborative display of GIS data and radar early warning according to claim 8, characterized in that, Also includes: Step 140: When the distance deviation value does not fall within the minimum deviation value range, determine the position of the vehicle in front based on the relative distance to the vehicle in front; Step 141: Obtain the trend of relative distance changes of the vehicles ahead, and determine the speed of the vehicles ahead by combining the trend of relative distance changes of the vehicles ahead with the current vehicle speed; Step 142: Determine the estimated turning time of the vehicle ahead based on the position of the vehicle ahead, the speed of the vehicle ahead, and the current position of the road boundary; Step 143: Determine the radar adjustment time based on the expected turning time of the vehicle ahead, and determine the radar adjustment angle based on the future driving path of the current vehicle; Step 144: Perform detection angle adjustment operation based on radar adjustment time and radar adjustment angle.

10. A collaborative display system combining GIS data and radar early warning, characterized in that, include: The acquisition module is used to acquire vehicle radar data and GIS data; A memory for storing a program for a collaborative display method combining GIS data and radar early warning as described in any one of claims 1 to 9; The processor loads and executes programs from memory.

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