Method, device, and computer program for drawing U-turn driving routes on an electronic map

Abstract

The present application relates to the field of intelligent transportation technology, and more particularly, to the field of high-resolution maps. A method for automatically marking a U-turn driving line includes the following steps: acquiring information about an intersection entry point, information about an intersection exit point, and information about obstacles at the intersection to be marked; and marking a U-turn driving line having a first depth. The first depth is determined based on a second depth of the obstacle. The first depth of the U-turn driving line is determined based on the second depth of the obstacle, so that the marked U-turn driving line does not collide with the obstacle and marks a more appropriate U-turn driving line. Therefore, manual adjustment time is not implemented or is reduced.

Description

[Technical field]

[0001] The present application relates to the field of intelligent transportation technology, and in particular to the field of high resolution maps, and in particular to a method and apparatus, computer readable storage medium, and map for automatically marking U-turn driving lanes. [Background technology]

[0002] High-definition maps play many important roles in scenarios such as location search, automatic navigation, and even autonomous driving. In the autonomous driving process, autonomous vehicles follow pre-planned routes on high-definition maps, and the routes need to be accurate at least at road level.

[0003] The map making process of high-resolution map is generally as follows: A technician drives a map collecting vehicle, collects surrounding environment information of the area the vehicle passes through, and performs fusion processing on various types of collected information to generate a colored electronic map. Then, a map creator uses various types of map marking software to automatically or manually mark the traffic information of various traffic entities, such as driving lines, traffic signs, and road signs, on the acquired electronic map. In addition, the map creator also marks some virtual traffic information, such as virtual U-turn driving lines at intersections.

[0004] There are two methods for marking virtual U-turn driving lines at intersections: manual marking and automatic marking. Manual marking is generally performed by cartographers based on point cloud maps. Manual marking of U-turn driving lines is time-consuming and labor-intensive. In addition, it is difficult to ensure the smoothness and aesthetics of the curve, which will affect the driving stability of the vehicle to some extent. Automatic marking is performed based on intersection information. Generally, the U-turn driving line is automatically generated based on the intersection entry point, intersection exit point, and U-turn depth.

[0005] In the prior art, a specific method for automatic marking is to determine that the intersection between the entering line and the intersection is the intersection entering point, and the intersection between the exiting line and the intersection is the intersection exit point, obtain U-turn depth information, and automatically generate a U-turn line based on the intersection entering point, the intersection exit point, and the U-turn depth.

[0006] In the process of preparing this application, the inventors found that in the prior art, obstacle scenarios such as curbs and medians in U-turns are not considered during automatic marking, and the generated driving line may collide with obstacles during U-turns because the obstacles have not been processed. Therefore, in the prior art, even if the U-turn driving line is automatically generated, the map creator still needs to perform manual adjustment. Summary of the Invention

[0007] In view of the above problems in the prior art, the objective of the embodiments of the present application is to provide a method for automatically marking a U-turn driving line, an apparatus for automatically marking a U-turn driving line, a computer-readable storage medium, and a map, so as to generate a more suitable U-turn driving line to be used for a U-turn at a U-turn intersection, and thus manual adjustment time is not implemented or is reduced.

[0008] In order to achieve the above object, a first aspect of the present application provides a method for automatically marking a U-turn route, the method comprising the following steps: acquiring information about an intersection to be marked, the information about the intersection to be marked including information about an intersection entry point, information about an intersection exit point, and information about an obstacle higher than the road surface of the road on which the vehicle is traveling that may hinder a U-turn of the vehicle at the intersection to be marked, the intersection entry point being determined based on an end point of the entry route of the intersection to be marked, and the intersection exit point being determined based on an end point of the exit route of the intersection to be marked. and marking a U-turn driving line having a first depth, where the first depth is determined based on a second depth of the obstacle, wherein the first depth is a depth to which the U-turn driving line extends from the intersection entry point or the intersection exit point to the intersection to be marked, and the second depth is a distance from the farthest projected end of the obstacle on the extension of the entry driving line to the intersection to be marked to the intersection entry point, or the second depth is a distance from the farthest projected end of the obstacle on the extension of the exit driving line to the intersection to be marked to the intersection exit point.

[0009] Here, the first depth may be the distance from the farthest projection end of the U-turn driving line on the extension of the approach driving line to the intersection to be marked to the intersection entry point. Alternatively, the first depth may be the distance from the farthest projection end of the U-turn driving line on the extension of the exit driving line to the intersection to be marked to the intersection exit point.

[0010] In this method, when there is an obstacle, the first depth of the U-turn driving line is determined based on the farthest projection end of the obstacle on the extension of the entry or exit driving line. Therefore, compared with the case where there is no obstacle, the U-turn driving line extending to the intersection to be marked can be automatically marked at a relatively large depth, and collision with the obstacle during the U-turn of the vehicle can be avoided. In this way, the automatically marked U-turn driving line does not need to be manually adjusted, or the time used for manual adjustment can be reduced.

[0011] In a possible implementation of the first aspect, the U-turn driving route includes a straight portion and a curved portion; the first depth includes a straight depth of the straight portion and a curved depth of the curved portion, and the straight depth is determined based on an intersection entry point, an intersection exit point, and the farthest projected end of an obstacle.

[0012] In this manner, the U-turn driving route includes a straight section and a curved section, and the marked U-turn driving route can better match the actual driving path of the vehicle.

[0013] In a possible implementation aspect of the first aspect, the straight line portion includes a first straight line portion having a first straight line depth and a second straight line portion having a second straight line depth, the first straight line portion extending from the intersection entry point to the intersection to be marked, the second straight line portion extending from the intersection exit point to the intersection to be marked, and the curved line portion is connected between the first straight line portion and the second straight line portion.

[0014] In a possible implementation of the first aspect, the first straight-line depth is the distance from the farthest projected end of an obstacle on the extension of the approach line to the intersection to be marked to the intersection entry point, and the second straight-line depth is the distance from the farthest projected end of an obstacle on the extension of the exit line to the intersection to be marked to the intersection exit point.

[0015] In this method, the first straight line depth and the second straight line depth are determined based on the farthest projection end of the obstacle on the extension of the approach line and the exit line to the intersection to be marked, respectively, so that a more suitable straight line depth in the approach direction and a more suitable straight line depth in the exit direction can be determined, so that the marked U-turn line can better match the actual driving path of the vehicle.

[0016] In a possible implementation of the first aspect, the curve depth is determined based on the farthest projected end of an obstacle on the extension of the approach line to the intersection to be marked, the farthest projected end of an obstacle on the extension of the exit line to the intersection to be marked, and vehicle length information.

[0017] Here, the farthest projection end of the obstacle on the extension of the approach route to the intersection to be marked can be used as the start point of the curved line portion, and the farthest projection end of the obstacle on the extension of the exit route to the intersection to be marked can be used as the end point. At least one control point is determined based on the vehicle length information to determine the curved line portion, and further determine the curve depth. In addition, the curved line portion can be determined by using a Bezier curve or a spline curve.

[0018] In this method, the curve depth of the curved section is further determined based on vehicle length information, and a suitable U-turn driving line can be marked based on different vehicle types, such as cars and trucks, so that the marked U-turn driving line can better fit the actual driving path of the vehicle.

[0019] In a possible implementation aspect of the first aspect, obtaining information about obstacles includes constructing a planned U-turn area based on an intersection entry point, an intersection exit point, and vehicle length information, and obtaining information about obstacles that are higher than the road surface of the road on which the vehicle is traveling and that may hinder the vehicle's U-turn in the planned U-turn area.

[0020] In this method, obstacles that hinder a U-turn are determined based on the intersection entry point, intersection exit point, and vehicle length information, so that obstacles that hinder a U-turn can be determined more reliably.

[0021] Here, a polygonal area can be constructed as a planned U-turn area based on the intersection entry point, the intersection exit point, and at least one point obtained based on the vehicle length information. When the intersection entry point is not aligned with the intersection exit point, a point can also be obtained through supplementing the entry line or the exit line. The planned U-turn area is constructed based on the intersection entry point or the intersection exit point, the point obtained through supplementation, and at least one point obtained based on the length information.

[0022] When the planned U-turn area is constructed based on the points obtained through supplementation, the points obtained through supplementation are closer to the inside of the intersection to be marked, so the projection points of the obstacles are calculated from the points, and the farthest projection end is obtained. Therefore, the calculation load of calculating the projection points can be reduced, and the time used for automatically marking the U-turn driving route can be reduced.

[0023] When the approach line or the exit line is supplemented based on the spatial relationship between the intersection entry point and the intersection exit point, the intersection exit point is closer to the inside of the intersection to be marked than the intersection entry point, and the first straight line portion includes a portion obtained by extending the approach line from the intersection entry point to the inside of the intersection to be marked. When the intersection entry point is closer to the inside of the intersection to be marked than the intersection exit point, the second straight line portion includes a portion obtained by extending the exit line from the intersection exit point to the inside of the intersection to be marked. In other words, the first straight line portion includes a portion obtained by supplementing the approach line and a portion obtained based on the farthest projection end of the obstacle, or the second straight line portion includes a portion obtained by supplementing the exit line and a portion obtained based on the farthest projection end of the obstacle. In this way, the calculation load of marking the U-turn line can be reduced, and the time used for automatically marking the U-turn line can be reduced.

[0024] A second aspect of the present application provides a device for automatically marking a U-turn route, the device including an information acquisition module, where the information acquisition module acquires information about an intersection to be marked, the information about the intersection to be marked includes information about an intersection entry point, information about an intersection exit point, and information about an obstacle higher than the road surface of a road on which the vehicle travels that may hinder a U-turn of a vehicle at the intersection to be marked, the intersection entry point is determined based on an end point of the entry route of the intersection to be marked, and the intersection exit point is determined based on an end point of the exit route of the intersection to be marked; a marking module, wherein the marking module marks a U-turn driving line having a first depth, the first depth being determined based on a second depth of the obstacle, wherein the first depth is a depth to which the U-turn driving line extends from an intersection entry point or an intersection exit point to an intersection to be marked, and the second depth is a distance from the farthest projected end of the obstacle on the extension of the entry driving line to the intersection to be marked to the intersection entry point, or the second depth is a distance from the farthest projected end of the obstacle on the extension of the exit driving line to the intersection to be marked to the intersection exit point.

[0025] Here, the first depth may be the distance from the farthest projection end of the U-turn driving line on the extension of the approach driving line to the intersection to be marked to the intersection entry point. Alternatively, the first depth may be the distance from the farthest projection end of the U-turn driving line on the extension of the exit driving line to the intersection to be marked to the intersection exit point.

[0026] In this method, when there is an obstacle, the first depth of the U-turn driving line is determined based on the farthest projection end of the obstacle on the extension of the entry or exit driving line. Therefore, compared with the case where there is no obstacle, the U-turn driving line extending to the intersection to be marked can be automatically marked at a relatively large depth, and collision with the obstacle during the U-turn of the vehicle can be avoided. In this way, the automatically marked U-turn driving line does not need to be manually adjusted, or the time used for manual adjustment can be reduced.

[0027] In a possible implementation of the second aspect, the U-turn driving route includes a straight portion and a curved portion; the first depth includes a straight depth of the straight portion and a curved depth of the curved portion, and the straight depth is determined based on an intersection entry point, an intersection exit point, and the farthest projected end of an obstacle.

[0028] In this manner, the U-turn driving route includes a straight section and a curved section, and the marked U-turn driving route can better match the actual driving path of the vehicle.

[0029] In a possible implementation aspect of the second aspect, the straight line portion includes a first straight line portion having a first straight line depth and a second straight line portion having a second straight line depth, the first straight line portion extending from the intersection entry point to the intersection to be marked, the second straight line portion extending from the intersection exit point to the intersection to be marked, and the curved line portion is connected between the first straight line portion and the second straight line portion.

[0030] In a possible implementation of the second aspect, the first straight-line depth is the distance from the farthest projected end of an obstacle on the extension of the approach line to the intersection to be marked to the intersection entry point, and the second straight-line depth is the distance from the farthest projected end of an obstacle on the extension of the exit line to the intersection to be marked to the intersection exit point.

[0031] In this method, the first straight line depth and the second straight line depth are determined based on the farthest projection end of the obstacle on the extension of the approach line and the exit line to the intersection to be marked, respectively, so that a more suitable straight line depth in the approach direction and a more suitable straight line depth in the exit direction can be determined, so that the marked U-turn line can better match the actual driving path of the vehicle.

[0032] In a possible implementation of the second aspect, the curve depth is determined based on the farthest projected end of an obstacle on the extension of the approach line to the intersection to be marked, the farthest projected end of an obstacle on the extension of the exit line to the intersection to be marked, and vehicle length information.

[0033] Here, the farthest projection end of the obstacle on the extension of the approach route to the intersection to be marked can be used as the start point of the curved line portion, and the farthest projection end of the obstacle on the extension of the exit route to the intersection to be marked can be used as the end point. At least one control point is determined based on the vehicle length information to determine the curved line portion, and further determine the curve depth. In addition, the curved line portion can be determined by using a Bezier curve or a spline curve.

[0034] In this method, the curve depth of the curved section is further determined based on vehicle length information, and a suitable U-turn driving line can be marked based on different vehicle types, such as cars and trucks, so that the marked U-turn driving line can better fit the actual driving path of the vehicle.

[0035] In a possible implementation aspect of the second aspect, the information acquisition module constructs a planned U-turn area based on an intersection entry point, an intersection exit point, and vehicle length information, and acquires information about obstacles that are higher than the road surface of the road on which the vehicle is traveling and that may hinder the vehicle's U-turn in the planned U-turn area.

[0036] In this method, obstacles that hinder a U-turn are determined based on the intersection entry point, intersection exit point, and vehicle length information, so that obstacles that hinder a U-turn can be determined more reliably.

[0037] A third aspect of the present application provides an apparatus for automatically marking a U-turn driving line. The apparatus includes at least one processor and at least one memory. The memory stores program instructions. When the program instructions are executed by the at least one processor, the at least one processor can perform any method provided in the first aspect and possible implementations of the first aspect.

[0038] A fourth aspect of the present application provides a computer-readable storage medium, the computer-readable storage medium storing program instructions that, when executed by a computer, enable the computer to perform any of the methods provided in the first aspect and possible implementations of the first aspect.

[0039] A fifth aspect of the present application provides a computer program product, the execution of which can cause a computer to carry out any of the methods provided in the first aspect and possible implementations thereof, or to act as any of the apparatuses provided in the second aspect and possible implementations thereof.

[0040] A sixth aspect of the present application provides a map. The map includes a U-turn driving line having a first depth. The first depth is determined based on a second depth of an obstacle that is higher than the surface of a road on which the vehicle travels and that prevents the vehicle from making a U-turn at the U-turn intersection. The first depth is a depth at which the U-turn driving line extends from an intersection entry point or an intersection exit point to the U-turn intersection. The intersection entry point is determined based on an end point of the entry driving line of the U-turn intersection. The intersection exit point is determined based on an end point of the exit driving line of the U-turn intersection. The second depth is a distance from the farthest projection end of the obstacle on an extension of the entry driving line to the U-turn intersection to the intersection entry point, or the second depth is a distance from the farthest projection end of the obstacle on an extension of the exit driving line to the U-turn intersection to the intersection exit point.

[0041] In a possible implementation aspect of the sixth aspect, the U-turn driving route includes a straight portion and a curved portion; the first depth includes a straight depth of the straight portion and a curved depth of the curved portion, and the straight depth is determined based on an intersection entry point, an intersection exit point, and the farthest projected end of an obstacle.

[0042] In a possible implementation aspect of the sixth aspect, the straight portion includes a first straight portion having a first straight depth and a second straight portion having a second straight depth, the first straight portion extending from the intersection entry point to the U-turn intersection, and the second straight portion extending from the intersection exit point to the U-turn intersection; the curved portion is connected between the first straight portion and the second straight portion.

[0043] In a possible implementation aspect of the sixth aspect, the first straight-line depth is the distance from the farthest projected end of an obstacle on the extension of the approach line to the U-turn intersection to the intersection entry point, and the second straight-line depth is the distance from the farthest projected end of an obstacle on the extension of the exit line to the U-turn intersection to the intersection exit point.

[0044] In a possible implementation of the sixth aspect, the curve depth is determined based on the farthest projected end of an obstacle on the extension of the approach line to the U-turn intersection, the farthest projected end of an obstacle on the extension of the exit line to the U-turn intersection, and vehicle length information.

[0045] In a possible implementation of the sixth aspect, the obstacle is located at an intersection entry point, an intersection exit point, and a planned U-turn area that is established based on vehicle length information.

[0046] According to the sixth aspect and possible implementations of the sixth aspect, the U-turn route included in the map can better match the actual driving path of the vehicle and therefore provide more appropriate navigation for the vehicle.

[0047] These and other aspects of the present application will be more concise and readily understood in the description of the embodiment(s) that follows. [Brief description of the drawings]

[0048] The features of the present application and the relationships between the features will be further described below with reference to the accompanying drawings. The accompanying drawings are all examples, and some features are not drawn to scale. In addition, in some of the accompanying drawings, common features in the field of the present application that are not essential to the present application may be omitted. Alternatively, additional features that are not essential to the present application are not shown. The combination of features shown in the accompanying drawings is not intended to limit the present application. In addition, in this specification, the same reference numbers represent the same contents. The specific accompanying drawings are described as follows:

[0049] [Figure 1] FIG. 2 is a schematic diagram of an example of an application scenario of a method for automatically marking a U-turn driving line according to an embodiment of the present application;

[0050] [Diagram 2] 1 is a schematic flowchart of a method for automatically marking a U-turn driving line according to an embodiment of the present application;

[0051] [Diagram 3] 3 is a schematic flow chart of a sub-process in FIG. 2.

[0052] [Figure 4] FIG. 2 is a schematic diagram illustrating a process of calculating a U-turn line in a method for automatically marking a U-turn line according to an embodiment of the present application.

[0053] [Diagram 5] 1 is a schematic flowchart of a method for automatically marking a U-turn driving line according to an embodiment of the present application;

[0054] [Figure 6] 1 is a schematic flowchart of a method for automatically marking a U-turn driving line according to an embodiment of the present application;

[0055] [Figure 7]FIG. 2 is a schematic diagram of an application example of a method for automatically marking a U-turn driving line according to an embodiment of the present application;

[0056] [Figure 8] FIG. 2 is a schematic diagram of an application example of a method for automatically marking a U-turn driving line according to an embodiment of the present application;

[0057] [Figure 9] FIG. 2 is a schematic diagram of an application example of a method for automatically marking a U-turn driving line according to an embodiment of the present application;

[0058] [Figure 10] FIG. 2 is a schematic diagram of an application example of a method for automatically marking a U-turn driving line according to an embodiment of the present application;

[0059] [Figure 11] FIG. 2 is a schematic diagram of an application example of a method for automatically marking a U-turn driving line according to an embodiment of the present application;

[0060] [Figure 12] FIG. 2 is a schematic diagram of the structure of an apparatus for automatically marking a U-turn driving line according to an embodiment of the present application;

[0061] [Figure 13] 1 is a schematic diagram of a structure of a computing device according to an embodiment of the present application.

[0062] [Reference number explanation] 100: A device for automatically marking U-turn driving lines; 110: Information acquisition module; 111: Route information acquisition unit; 112: Line of travel supplementary unit; 113: Obstacle detection unit; 120: Marking module; 121: Obstacle depth determination unit; 122: U-turn running line depth determination unit; 200: Computing device; 210: processor; 220: memory; 230: communication interface; 240: Bus DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0063] In the following description, reference numbers of steps such as S10, S20, ... and the like do not necessarily indicate that the steps are performed in that order. Where possible, the order of steps may be changed or steps may be performed simultaneously.

[0064] The term "comprising" as used in the present specification and claims should not be interpreted as being limited to the contents listed below and does not exclude other elements or steps. It should be interpreted as specifying the presence of the mentioned features, wholes, steps, or parts, and does not exclude the presence or addition of one or more other features, wholes, steps, or parts, and combinations thereof. Thus, the expression "a device including apparatuses X and Y" should not be limited to the device including only apparatuses X and Y.

[0065] As used herein, "one embodiment" or "embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present application. The phrase "in some embodiments" herein does not mean that all of the embodiments are identical. Moreover, the particular features, structures, or characteristics may be combined in any suitable manner, as would be apparent to one of ordinary skill in the art from this disclosure, in one or more embodiments.

[0066] Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art of this application. In the case of any discrepancy, the meaning described herein or the meaning obtained according to the contents recorded herein shall be used. In addition, the terms used herein are merely intended to describe the embodiments of this application and are not intended to limit the application.

[0067] The technology in this application is applied to a high-resolution map. The high-resolution map can provide geographic coordinate information of each lane on a road, where the resolution can reach centimeter level. In an intersection area, the high-resolution map also generates virtual lane lines at multiple lane levels based on actual road scenarios, providing accurate and smooth navigation information for vehicles to drive at the intersection. The technology in this application is used to automatically mark a virtual U-turn line at the intersection to be marked, i.e., to mark a U-turn line on an electronic map.

[0068] Hereinafter, implementations of the present application will be described in detail with reference to the accompanying drawings.

[0069] 1. Method for automatically marking U-turn driving lines in a first implementation

[0070] A first implementation of the present application relates to a method for automatically marking a U-turn driving line at a marking target intersection on an electronic map.

[0071] 1 to 11, a method for automatically marking a U-turn driving line in a first implementation of the present application will be described.

[0072] FIG. 1 is a schematic diagram of an application scenario of a method for automatically marking a U-turn lane according to an embodiment of the present application. The area enclosed by the dotted frame in the lower part of FIG. 1 is a U-turn intersection, i.e., a U-turn location of a vehicle at the intersection to be marked. A vehicle may make a U-turn from an entrance lane Lg to an exit lane Lb. In FIG. 1, the entrance lane Lg is not aligned with the exit lane Lb. In particular, the lane end point (location of the stop line) of the entrance lane Lg is not aligned with the lane end point of the exit lane Lb. In addition, there is a median strip IS between the entrance lane Lg and the exit lane Lb.

[0073] In addition to the median strip IS, there may be other intersection objects higher than the road surface of the road on which the vehicle travels at the intersection to be marked. The objects become obstacles that affect the U-turn of the vehicle. In the prior art, when a U-turn driving line is automatically marked at such an intersection to be marked, the obstacles at the U-turn location are not taken into account. Even if the U-turn driving line is automatically generated, the map creator still needs to perform manual adjustment. Considering the above problems in the prior art, the present application provides the following embodiments for automatically marking a virtual U-turn driving line at an intersection, which are described in detail.

[0074] 1.1 First embodiment

[0075] FIG. 2 is a schematic flowchart of a method for automatically marking a U-turn line according to an embodiment of the present application. FIG. 3 is a schematic flowchart of a sub-process in FIG. 2. The procedure in this embodiment is performed by an apparatus for automatically marking a U-turn line. The apparatus can be implemented in the manner of software, hardware, or a combination of software and hardware. The apparatus can be a part or a whole of an electronic device. The apparatus for automatically marking a U-turn line determines a marking target intersection at an intersection that needs to be marked with a virtual U-turn line based on information such as intersection information and U-turn indication information near the intersection, and performs the process shown in the flowchart of FIG. 2.

[0076] FIG. 4 is a schematic diagram illustrating a process of calculating a U-turn driving line in a method for automatically marking a U-turn driving line according to an embodiment of the present application. In the case of a polygonal intersection area Rc shown in FIG. 4, the process shown in the flowchart shown in FIG. 2 is executed. When there is an obstacle Ob, a U-turn driving line is calculated, including a line segment BD used as an approach projection line, a curve DE used as a U-turn curve, a line segment CE used as an exit projection line, and a line segment AC used as an exit supplementary line. When there is no obstacle Ob, a U-turn driving line is calculated, including a curve BC used as a U-turn curve and a line segment AC used as an exit supplementary line. With reference to FIG. 2 to FIG. 4, the following describes a method for automatically marking a U-turn driving line provided in an embodiment of the present application.

[0077] Steps S10 to S40 are steps used to obtain information about the intersection to be marked. The information about the intersection to be marked includes at least information about the intersection entry point, information about the intersection exit point, and information about obstacles that are higher than the road surface of the road on which the vehicle travels and that prevent the vehicle from making a U-turn at the intersection to be marked, and may further include information about the entry line, the exit line, and the like. The information may be obtained directly from the electronic map or may be generated by processing the information in the electronic map.

[0078] Step S10: The intersection entry point and the intersection exit point are obtained.

[0079] The intersection entry point and the intersection exit point may be the end points of the entry line and the end points of the exit line of the intersection to be marked on the electronic map, which are closer to the side of the intersection to be marked. Alternatively, the polygonal intersection area may be constructed based on the stop line, the intersection object, and the like of the intersection to be marked on the electronic map. The intersection point between the boundary line of the intersection area and the entry line is used as the intersection entry point. The intersection point between the boundary line of the intersection area and the exit line is used as the intersection exit point. The intersection entry point is used as the start point of the U-turn line. The intersection exit point is used as the end point of the U-turn line.

[0080] Intersection objects in an electronic map include, for example, objects higher than the surface of the road on which vehicles travel, such as medians, curbs, sidewalks (paths), and traffic signal equipment.

[0081] The approach and exit lines of the intersection to be marked on the electronic map may be lane centerlines and / or wayside lines. The U-turn lines to be marked on the electronic map may be lane centerlines and / or wayside lines based on the approach and exit lines of the intersection to be marked on the electronic map. In the following description, the case where the approach and exit lines on the electronic map are lane centerlines is used as an example. However, the present application is not limited thereto. The same process may be performed for wayside lines.

[0082] In the case of Fig. 4, an intersection entry point B and an intersection exit point A are obtained by using step S10. The intersection entry point B and the intersection exit point A are the end points of the entry line Li and the end points of the exit line Lo, respectively. The intersection entry point B and the intersection exit point A can also be the intersection points between the polygon intersection area Rc and each of the entry line Li and the exit line Lo, respectively.

[0083] Step S20: Execute the track capture process. The approach track is compared with the exit track. The track capture is performed according to the actual case. FIG. 3 is a schematic flowchart of the track capture process in step S20.

[0084] Step S21: Determine whether the approaching track is parallel to the exiting track. Here, parallel is not limited to absolute parallel, but also includes approximately parallel. Optionally, the two tracks may be considered to be approximately parallel when the included angle between the approaching track and the exiting track is not greater than a specified angle. The specified angle is, for example, 30 degrees.

[0085] If the approach track is parallel to the exit track, step S22 is executed. If the approach track is not parallel to the exit track, track capture is not executed and the subprocedure in FIG.

[0086] Step S22: Determine whether the approach line is aligned with the exit line. The approach line is aligned with the exit line, which can be understood as meaning that the end points of the approach line and the end points of the exit line that are closer to the intersection to be marked are aligned in the width direction of the road. In this embodiment, it is determined whether the intersection approach point and the intersection exit point are aligned in the width direction of the road, thereby determining whether the exit line is aligned with the approach line.

[0087] When the intersection entry point is not aligned with the intersection exit point, i.e., the entry line is not aligned with the exit line, step S23 is executed. When the intersection entry point is aligned with the intersection exit point, i.e., the entry line is aligned with the exit line, the line does not need to be supplemented or the supplement amount is zero. The subprocedure in FIG. 3 ends.

[0088] Step S23: Supplement the approach line or the exit line. The direction toward the intersection to be marked is considered to be the forward direction. When the intersection approach point is located before the intersection exit point, the exit line is supplemented to the intersection to be marked in the opposite direction to the exit direction. When the intersection exit point is located before the intersection approach point, the approach line is supplemented to the intersection to be marked in the approach direction.

[0089] When the approach running line is supplemented, an approach supplement point that is aligned with the intersection exit point is obtained. The line segment connecting the intersection entry point and the approach supplement point is the approach supplement line. The approach supplement line is used as part of the final calculated complete U-turn running line. Optionally, the length of the approach supplement line can be zero. When the approach supplement line is zero, the intersection entry point and the approach supplement point are the same point. In other words, the exit running line is supplemented but the approach running line is not supplemented.

[0090] When the exit line is supplemented, an exit supplement point aligned with the intersection entry point is obtained. The line segment connecting the intersection exit point and the exit supplement point is the exit supplement line. The exit supplement line is used as part of the final calculated complete U-turn line. Optionally, the length of the exit supplement line can be zero. When the exit supplement line is zero, the intersection exit point and the exit supplement point are the same point. In other words, the entry line is supplemented but the exit line is not supplemented.

[0091] In the case of FIG. 4, through the line supplementation process in step S20, it is determined that the approach line Li is parallel to the exit line Lo. The intersection approach point B is located before the intersection exit point A. The exit line Lo is supplemented, and an exit supplement point C aligned with the intersection approach point B is obtained. The line segment AC connecting the intersection exit point A and the exit supplement point C is the exit supplement line. In the case of FIG. 4, the intersection approach point B is also used as the approach supplement point B, and the length of the approach supplement line is zero.

[0092] Step S30: Calculate a provisional entry depth point and a provisional exit depth point, and construct a planned U-turn area.

[0093] The polygonal planned U-turn area is constructed based on the entry supplementary point, the exit supplementary point, and the U-turn depth information. Here, the U-turn depth information is pre-specified information about the U-turn depth of the vehicle (the U-turn depth information here may also be referred to as specified U-turn depth information). The U-turn depth may be understood as the approximate entry distance (or entry depth) in the direction of the entry line toward the intersection (i.e., the direction of the U-turn depth) when the vehicle makes a U-turn, i.e., when there is no obstacle. For example, the U-turn depth may be specified based on the vehicle length information. For example, the U-turn depth may be 6 meters to 8 meters. The following curve depths are related to the U-turn depth information:

[0094] Based on the supplementary approach point and the U-turn depth, a point on the extension of the approach runway that extends to the intersection to be marked, whose distance to the supplementary approach point is equal to the U-turn depth, is calculated. This point is used as a provisional approach depth point. Based on the supplementary exit point and the U-turn depth, a point on the extension of the exit runway that extends to the intersection to be marked, whose distance to the supplementary exit point is equal to the U-turn depth, is calculated. This point is used as a provisional exit depth point.

[0095] A quadrilateral area obtained by sequentially connecting the complementary entry point, the provisional entry depth point, the provisional exit depth point, and the complementary exit point may be used as the planned U-turn area. Alternatively, a triangular area obtained by connecting the complementary entry point, the provisional exit point, and the midpoints of the line segments connecting the provisional entry depth point and the provisional exit depth point may be used as the planned U-turn area.

[0096] Optionally, the midpoint may not be used. Instead, a point on the line segment connecting the tentative entry depth point and the tentative exit depth point that is within a specified range of distance to the midpoint is used. Optionally, the planned U-turn area may alternatively be a polygon other than a triangle and a quadrilateral.

[0097] In the case of Fig. 4, in step S30, a tentative entry depth point F and a tentative exit depth point G are calculated. The area indicated by the quadrilateral BFGC is obtained and used as the planned U-turn area, or the area indicated by the triangle BIC is obtained and used as the planned U-turn area, where I is the midpoint of the line segment FG.

[0098] Step S40: It is determined whether or not there is an obstacle within the planned U-turn area that is higher than the surface of the road on which the vehicle is traveling and that may hinder the vehicle from making a U-turn.

[0099] Based on the spatial positional relationship between the planned U-turn area and the intersection object, it is determined whether the intersection object includes an obstacle that is higher than the road surface of the road on which the vehicle travels and that will hinder the U-turn of the vehicle. For example, it may be determined that an intersection object that at least partially overlaps the planned U-turn area and is higher than the road surface of the road on which the vehicle travels is regarded as an obstacle. For example, the obstacle is a median strip placed on the road. If there is no obstacle in the planned U-turn area, step S50 is executed. If there is an obstacle in the planned U-turn area, step S60 is executed.

[0100] When there is no obstacle, step S50 is used to calculate the U-turn curve.

[0101] Step S50: Determine the tentative entry depth point and the tentative exit depth point as the entry depth point and the exit depth point, and calculate a U-turn curve based on the entry supplement point, the exit supplement point, the entry depth point, and the exit depth point.

[0102] When there are no obstacles in the planned U-turn area, for the entry U-turn depth in the entry direction, the starting point is the entry supplementary point and the ending point is the entry depth point; for the exit U-turn depth in the opposite direction to the exit direction, the starting point is the exit supplementary point and the ending point is the exit depth point.

[0103] The U-turn curve may be calculated based on the entry supplemental point, the entry depth point, the exit supplemental point, and the exit depth point. Optionally, the U-turn curve may alternatively be calculated based on the entry supplemental point, a midpoint of a line segment connecting the entry depth point and the exit depth point, and the exit supplemental point. Optionally, the midpoint may not be used. Instead, a point on the line segment connecting the entry depth point and the exit depth point that is within a specified range of distance to the midpoint is used.

[0104] When there are no obstacles in the planned U-turn area, the start point of the U-turn curve is the entry supplementary point, and the end point is the exit supplementary point. The calculated U-turn curve is used as part or all of the final calculated complete U-turn driving path. In this way, when there are no obstacles in the planned U-turn area, the complete U-turn driving path includes three parts, namely, the entry supplementary line, the U-turn curve, and the exit supplementary line, and includes at least the U-turn curve.

[0105] In addition, when the U-turn curve is calculated, a Bezier curve or a spline curve can be used, and the specific curve calculation tool is not limited in this application.

[0106] In the case of Fig. 4, when there is no obstacle in the area indicated by the quadrilateral BFGC or the area indicated by the triangle BIC as the planned U-turn area, the entry depth point F and the exit depth point G when there is no obstacle are obtained through step S50. The curve BC used as the U-turn curve when there is no obstacle is calculated by using the entry supplemental point B as the starting point, the exit supplemental point C as the end point, and the entry depth point F and the exit depth point G as control points. In addition, the U-turn curve when there is no obstacle can alternatively be calculated by using the midpoint I of the line segment FG as the control point.

[0107] Steps S60 and S70 are used to calculate the U-turn curve when there is an obstacle. The U-turn line depth of the U-turn line when there is an obstacle can be determined through steps S60 and S70. The U-turn line depth will be described in detail below.

[0108] When there is an obstacle, the start and end points of the U-turn curve are determined based on the depth of the obstacle extending along the approach or exit line to the intersection to be marked. In this embodiment, the start and end points of the U-turn curve are determined by calculating the projection point of the obstacle.

[0109] Step S60: Calculate the entry and exit projection end points of the obstacle. All projection points of all points of the obstacle in the two-dimensional space onto the entry line, the exit line, or the extension of the entry line or the exit line that extends to the intersection to be marked are calculated. The entry and exit projection end points are selected from all the projection points. Alternatively, all projection points of all points of the obstacle in the three-dimensional or multi-dimensional space onto the entry line, the exit line, or the extension can be calculated.

[0110] The projection of the obstacle point onto the approach line or onto the extension of the approach line to the intersection to be marked is called the approach projection point. The approach projection end point is the approach projection point that is the furthest from all the approach projection points to the approach supplement point. The line segment connecting the approach supplement point and the approach projection end point is the approach projection line. The approach projection line is used as part of the final calculated complete U-turn line. In addition, the approach projection end point is equal to the furthest projection end of the obstacle on the extension of the approach line to the intersection to be marked.

[0111] In this embodiment, the calculated approach projection is used to extend the U-turn trajectory in the direction of the approach trajectory compared to the case without the obstacle.

[0112] The projection of the obstacle point onto the exit line or onto the extension of the exit line to the intersection to be marked is called the exit projection point. The exit projection end point is the exit projection point that is the furthest from all the exit projection points to the supplementary exit point. The line segment connecting the supplementary exit point and the exit projection end point is the exit projection line. The exit projection line is used as part of the final calculated complete U-turn line. In addition, the exit projection end point is equal to the furthest projection end of the obstacle on the extension of the exit line to the intersection to be marked.

[0113] In this embodiment, the calculated exit ray is used to extend the U-turn ray in the direction of the exit ray compared to the case without the obstacle.

[0114] Optionally, an approach projection end point may not be selected, and an approach projection point whose distance to the approach projection end point is within a specified range is selected to obtain an approach projection ray.

[0115] Optionally, no exit projection end point may be selected, and an exit projection point whose distance to the exit projection end point is within a specified range is selected to obtain the exit projection ray.

[0116] In the case of Figure 4, when an obstacle Ob is present in the area indicated by the quadrilateral BFGC or the area indicated by the triangle BIC as the planned U-turn area, by executing step S50, an entry projection end point D, an exit projection end point E, a line segment BD used as the entry projection line, and a line segment CE used as the exit projection line are obtained for the obstacle Ob.

[0117] Step S70: Calculate an entry depth point and an exit depth point based on the entry projection end point and the exit projection end point, and calculate a U-turn curve based on the entry projection end point, the exit projection end point, the entry depth point, and the exit depth point.

[0118] A point on the extension of the approach projection line to the intersection to be marked, whose distance to the approach projection end point is equal to the U-turn depth, is calculated based on the approach projection end point and the U-turn depth. This point is used as the approach depth point. A point on the extension of the exit line to the intersection to be marked, whose distance to the exit projection end point is equal to the U-turn depth, is calculated based on the exit projection end point and the U-turn depth. This point is used as the exit depth point.

[0119] Optionally, the entry depth point may alternatively be calculated based on an entry projection point whose distance to the entry projection end point is within a specified range, instead of the entry projection end point. Optionally, the exit depth point may alternatively be calculated based on an exit projection point whose distance to the exit projection end point is within a specified range, instead of the exit projection end point. In addition, the entry depth point and the exit depth point may further be calculated based on points farther than the entry projection end point and the exit projection end point, so that the calculated running line more reliably avoids interference with obstacles.

[0120] When there is an obstacle in the planned U-turn area, for the entry U-turn depth in the entry direction, the starting point is the entry projection end point and the end point is the entry depth point; for the exit U-turn depth in the opposite direction to the exit direction, the starting point is the exit projection end point and the end point is the exit depth point.

[0121] The U-turn curve may be calculated based on the entry projection end point, the entry depth point, the exit depth point, and the exit projection end point. Optionally, the U-turn curve may alternatively be calculated based on the entry projection end point, the midpoint of the line segment connecting the entry depth point and the exit depth point, and the exit projection end point. Optionally, the midpoint may not be used. Instead, a point on the line segment connecting the entry depth point and the exit depth point that is within a specified range of distance to the midpoint is used.

[0122] When there is an obstacle in the planned U-turn area, the start point of the U-turn curve is the entry projection end point, and the end point is the exit projection end point. When there is an obstacle in the planned U-turn area, the complete U-turn driving route includes five parts, namely, the entry supplementary line, the entry projection line, the U-turn curve, the exit projection line, and the exit supplementary line, and includes at least the entry projection line, the U-turn curve, and the exit projection line.

[0123] In the case of Fig. 4, the entry depth point J and the exit depth point K when there is an obstacle are obtained by using step S70. The curve DE used as the U-turn curve when there is an obstacle is calculated by using the entry projection end point D as the starting point, the exit projection end point E as the end point, and the entry depth point J and the exit depth point K as the control points. Optionally, the U-turn curve when there is an obstacle can alternatively be calculated by using the midpoint H of the line segment JK as the control point.

[0124] In addition, in the above description, in addition to the approach supplementary line and the exit supplementary line (e.g., the line segment AC in FIG. 4), the U-turn driving line calculated when there is an obstacle includes both straight line parts (e.g., the line segments BD and CE in FIG. 4) and curved line parts (e.g., the curve DE between points D and E in FIG. 4). However, in another embodiment, these straight line parts may alternatively be replaced with curved lines. For example, the points in FIG. 4 are used as examples. When the U-turn curve is calculated, the U-turn curve when there is an obstacle is calculated by using the approach supplementary point B as the starting point, the exit supplementary point C as the ending point, and the approach depth point J and the exit depth point K as the control points.

[0125] Step S80: Mark the calculated U-turn driving line on the electronic map. The U-turn driving line including at least the U-turn curve is drawn on the electronic map based on the U-turn curve calculated in step S50. Alternatively, the U-turn driving line including at least the approach projection line, the U-turn curve, and the exit projection line is drawn on the electronic map based on the U-turn curve calculated in step S70.

[0126] In the case of FIG. 4, in step S80, when there is no obstacle, a U-turn driving route is marked including a curve BC used as a U-turn curve and a line segment AC used as an exit supplementary line; or when there is an obstacle, a U-turn driving route is marked including a line segment BD used as an approach projection line, a curve DE used as a U-turn curve, a line segment CE used as an exit projection line, and a line segment AC used as an exit supplementary line.

[0127] The U-turn driving line marked in step S80 has a U-turn driving line depth. The U-turn driving line depth is the depth to which the U-turn driving line extends from the intersection entry point or intersection exit point to the intersection to be marked. When there is an obstacle that prevents the vehicle from making a U-turn, the U-turn driving line depth is determined based on the depth to which the obstacle extends to the intersection to be marked. The U-turn driving line depth is equal to the first depth.

[0128] According to the above explanation, the obstacle depth can be understood as the distance from the farthest projected end of the obstacle on the extension of the approach line to the intersection to be marked to the intersection entry point, or the distance from the farthest projected end of the obstacle on the extension of the exit line to the intersection to be marked to the intersection exit point. The obstacle depth is equal to the second depth.

[0129] In addition, the U-turn lane depth can be understood as the distance from the farthest projected end of the U-turn lane on the extension of the entry lane into the intersection to be marked to the intersection entry point, or the distance from the farthest projected end of the U-turn lane on the extension of the exit lane into the intersection to be marked to the intersection exit point.

[0130] In addition, the above only uses the concept of the farthest projection to describe the obstacle depth and the U-turn driving line depth in a geometric relationship. In fact, the above farthest projection does not need to be calculated.

[0131] In the case of Figure 4, the obstacle depth of obstacle Ob is, for example, the length of the line segment BD between the intersection entry point B and the entry projection end point D. When obstacle Ob is present, the U-turn line depth of a U-turn line including a straight line segment AE, a straight line segment BD, and a curve DE is, for example, the distance from the farthest projection end N of the U-turn line on the extension of the exit line Lo to the intersection to be marked to the intersection exit point A, i.e., the length of the line segment AN.

[0132] In addition, the U-turn driving route marked in step S80 when an obstacle is present includes an approach straight section, a curved section, and an exit straight section. The approach straight section includes an approach supplementary line and an approach projection line. The exit straight section includes an exit supplementary line and an exit projection line. The curved section includes a U-turn curve. The approach straight section and the exit straight section are equivalent to a straight section. The approach straight section is equivalent to a first straight section. The exit straight section is equivalent to a second straight section.

[0133] The approach straight section has an approach straight depth, which is the distance from the farthest projected end of an obstacle on the extension of the approach running line to the intersection to be marked to the intersection entry point. The exit straight section has an exit straight depth, which is the distance from the farthest projected end of an obstacle on the extension of the exit running line to the intersection to be marked to the intersection exit point. The approach straight depth is equal to the first straight depth. The exit straight depth is equal to the second straight depth.

[0134] In the case of Figure 4, the approaching straight section is line segment DB, and the approaching straight section depth is the length of line segment DB, the exiting straight section is line segment AE, and the exiting straight section depth is the length of line segment AE.

[0135] The curved portion of the U-turn line when an obstacle is present has a curve depth, which can be understood as the distance from the farthest projection of the U-turn curve on the extension of the approach line to the intersection to be marked to the start point of the U-turn curve, or the distance from the farthest projection of the U-turn curve on the extension of the exit line to the intersection to be marked to the end point of the U-turn curve.

[0136] In the case of Figure 4, the U-turn curve included in the U-turn running line is curve DE, the start point of the U-turn curve is point D, the end point is point E, the farthest projection end of curve DE on the extension line of the approach running line Li is point M, and the farthest projection end of curve DE on the extension line of the exit running line Lo is point N. Therefore, the curve depth is the length of the line segment DM or the length of the line segment EN.

[0137] The above describes the procedure of the method for automatically marking a U-turn line provided in the embodiment of the present application. However, the steps in the above procedure are not limited to the above order, and may be appropriately adjusted, or some steps may be omitted.

[0138] 1.2 Second embodiment

[0139] In the following, a second embodiment of this implementation will be described with reference to FIG.

[0140] The difference between the second embodiment and the first embodiment is that whether there is an obstacle in the planned U-turn area is determined before the running line supplementation process is executed. In the following description, the same process in the second embodiment as in the first embodiment is described with reference to the contents in the first embodiment, or is simply described briefly.

[0141] FIG. 5 is a schematic flow chart of a method for automatically marking a U-turn driving line according to a second embodiment.

[0142] Steps S100, S300, and S400 are steps used to obtain information about the intersection to be marked.

[0143] Step S100: An intersection entry point and an intersection exit point are acquired. The process in step S100 is the same as the process in step S10 in Fig. 2 in the first embodiment, and a detailed description will be omitted here.

[0144] Step S300: Calculate a provisional entry depth point and a provisional exit depth point, and construct a planned U-turn area.

[0145] In this step, a planned U-turn area is constructed based on the intersection entry point, the intersection exit point, and the U-turn depth information. A tentative entry depth point is calculated based on the intersection entry point and the U-turn depth. A tentative exit depth point is calculated based on the intersection exit point and the U-turn depth. A polygonal area is obtained based on the intersection entry point, the intersection exit point, the tentative entry depth point, and the tentative exit depth point, and is used as the planned U-turn area.

[0146] Step S400: Determine whether there is an obstacle in the planned U-turn area. The process in step S400 is the same as the process in step S40 in FIG. 2 in the first embodiment. A detailed description will be omitted here. If there is no obstacle, step S450 is executed. If there is an obstacle, step S600 is executed.

[0147] Step S450: Execute a driving route supplementation process. The process of step S450 is the same as the process of step S20 in Fig. 2 in the first embodiment, and a detailed description thereof will be omitted here.

[0148] Step S500: Calculate an entry depth point and an exit depth point based on the entry supplement point and the exit supplement point, and calculate a U-turn curve based on the entry supplement point, the exit supplement point, the entry depth point, and the exit depth point.

[0149] Step S600: Calculate the entering projection end point and the exit projection end point of the obstacle.

[0150] The line segment connecting the intersection entry point and the entry projection end point is the entry projection. The line segment connecting the intersection exit point and the exit projection end point is the exit projection.

[0151] Optionally, the entry projection end point may not be selected and another entry projection point is selected to obtain an entry projection ray. Optionally, the exit projection end point may not be selected and another exit projection point is selected to obtain an exit projection ray.

[0152] Step S700: Calculate an entry depth point and an exit depth point based on the entry projection end point and the exit projection end point, and calculate a U-turn curve based on the entry projection end point, the exit projection end point, the entry depth point, and the exit depth point.

[0153] When there is an obstacle in the planned U-turn area, the complete U-turn driving path includes an approach projection line, a U-turn curve, and an exit projection line.

[0154] Step S800: Mark the calculated U-turn driving line on the electronic map. The U-turn driving line including at least the U-turn curve is drawn on the electronic map based on the U-turn curve calculated in step S500. Alternatively, the U-turn driving line including the entry projection line, the U-turn curve, and the exit projection line is drawn on the electronic map based on the U-turn curve calculated in step S700.

[0155] 1.3 Third embodiment

[0156] In the following, a third embodiment of this implementation will be described with reference to FIG.

[0157] The difference between the third embodiment and the second embodiment is that the route acquisition process is omitted. In the following description, the same processes in the third embodiment as those in the second embodiment are described with reference to the contents in the second embodiment or are simply described briefly.

[0158] FIG. 6 is a schematic flow chart of a method for automatically marking a U-turn driving line according to a third embodiment.

[0159] The processes in steps S1000, S3000, S4000, S6000, and S7000 are the same as the processes in steps S100, S300, S400, S600, and S700 in the second embodiment shown in Fig. 5. Here, detailed explanations are omitted.

[0160] If there is no obstacle, step S4000 is skipped and step S5000 is executed directly.

[0161] Step S5000: A tentative entry depth point and a tentative exit depth point are determined as the entry depth point and the exit depth point, and a U-turn curve is calculated based on the intersection entry point, the intersection exit point, the entry depth point, and the exit depth point.

[0162] When there are no obstacles in the planned U-turn area, for the entry U-turn depth in the entry direction, the starting point is the intersection entry point and the end point is the entry depth point, and for the exit U-turn depth in the opposite direction to the exit direction, the starting point is the intersection exit point and the end point is the exit depth point.

[0163] The U-turn curve may be calculated based on the intersection entry point, the entry depth point, the exit depth point, and the intersection exit point. Optionally, the U-turn curve may alternatively be calculated based on the intersection entry point, the midpoint of the line segment connecting the entry depth point and the exit depth point, and the intersection exit point. Optionally, the midpoint may not be used. Instead, a point on the line segment connecting the entry depth point and the exit depth point that is within a specified distance to the midpoint is used.

[0164] When there are no obstacles in the planned U-turn area, the start point of the U-turn curve is the intersection entrance point and the end point is the intersection exit point. Therefore, a complete U-turn route simply includes the U-turn curve.

[0165] Step S8000: Mark the calculated U-turn driving line on the electronic map. The U-turn driving line including only the U-turn curve is drawn on the electronic map based on the U-turn curve calculated in step S5000. Alternatively, the U-turn driving line including the entry projection line, the U-turn curve, and the exit projection line is drawn on the electronic map based on the U-turn curve calculated in step S7000.

[0166] The above describes some embodiments of the present application. However, the present application is not limited to the above embodiments.

[0167] 1.4 Other embodiments

[0168] In some embodiments, the process shown in the flowchart in Figure 2 may be executed when the distance between the incoming and outgoing running lines is greater than a specified threshold, for example 4 meters.

[0169] In some embodiments, the provisional U-turn curve may be first calculated based on the intersection entry point and the intersection exit point. It is determined whether the provisional U-turn curve interferes with an obstacle. If the provisional U-turn curve does not interfere with an obstacle, the provisional U-turn curve is used as the U-turn curve. If the provisional U-turn curve interferes with an obstacle, the U-turn curve is recalculated based on the depth to which the obstacle extends along the entry or exit line into the intersection to be marked.

[0170] In some embodiments, the U-turn driving line may be marked based on the intersection entry point, the intersection exit point, and a preset designated extension amount. Optionally, when it is determined that there is an obstacle in the planned U-turn area, the entry driving line is extended from the intersection entry point to the intersection by a preset designated extension amount to obtain an entry extension point, and the exit driving line is extended from the intersection exit point to the intersection by a preset designated extension amount to generate a provisional U-turn driving line. It is determined whether the provisional U-turn driving line interferes with an obstacle. If the provisional U-turn driving line does not interfere with an obstacle, the provisional U-turn driving line is used as the U-turn driving line. If the provisional U-turn driving line interferes with an obstacle, the U-turn driving line is recalculated in the manner described above. Optionally, the designated extension amount may be set based on the type of the obstacle.

[0171] In some embodiments, when the approach and exit runs are asymmetric relative to an obstacle, a point on the line segment connecting the approach and exit depth points, located in front of the obstacle, may be selected as a control point for calculating the U-turn curve.

[0172] A case where the approach and exit lines are asymmetric with respect to the obstacle is, for example, that the distance from the obstacle to the approach line is not equal to the distance from the obstacle to the exit line. Optionally, all projection points of the obstacle on the line segment connecting the approach and exit depth points may be calculated, and control points are selected from these projection points. Optionally, the midpoint of the obstacle in a direction perpendicular to the approach or exit line may be calculated. The intersection point between the line emerging from the midpoint, which is parallel to the approach or exit line, and the line segment connecting the approach and exit depth points is used as the control point.

[0173] In some embodiments, when the included angle between the approach line and the exit line is greater than a specified angle, the intersection of the extension of the approach line and the exit line may be used as a control point for calculating the U-turn curve.

[0174] In some embodiments, an automatically marked U-turn driving line at a U-turn intersection may include two wayside lines and one centerline.

[0175] In some embodiments, when the distance between the entering and leaving lanes is too small, only one lane centerline and one outer wayside line may be marked for the U-turn lane, and the inner wayside line may not be marked.

[0176] Referring to FIG. 7 to FIG. 11, the following describes an application example of the method for automatically marking a U-turn driving line provided in the embodiment of the present application.

[0177] FIG. 7 is a schematic diagram of an application example of a method for automatically marking a U-turn driving line according to an embodiment of the present application. In the scenario of FIG. 7, the approaching driving line Li and the exiting driving line Lo at the U-turn location of the U-turn intersection are the driving line center lines. The two driving lines are not aligned. There is an obstacle Ob at the U-turn location. In this scenario, the intersection approach point is B, the intersection exit point is A, the exiting driving line Lo is supplemented to point C, the exit supplement point is C, the exit supplement line is a line segment AC, the approach projection end point of the obstacle Ob is D, the exit projection end point is E, the approach projection line is a line segment BD, and the exit projection line is a line segment CE. The U-turn driving line Lc marked on the electronic map is a driving line center line, and includes a line segment BD used as the approach projection line, a curve DE used as the U-turn curve, a line segment CE used as the exit projection line, and a line segment AC used as the exit supplement line. In addition, two wayside lines at the U-turn location are also marked in Figure 5. The wayside lines at the U-turn location can be obtained by performing the same process as the lane centerline.

[0178] FIG. 8 is a schematic diagram of an application example of a method for automatically marking a U-turn line according to an embodiment of the present application. In the scenario of FIG. 8, the approach line Li and the exit line Lo are track centerlines. The two tracks are aligned. There is an obstacle Ob at the U-turn location. In this scenario, the intersection approach point is B, the intersection exit point is A, the approach projection end point of the obstacle Ob is D, the exit projection end point is E, the approach projection line is a line segment BD, and the exit projection line is a line segment AE. The U-turn line Lc marked on the electronic map is a track centerline, and includes a line segment BD used as the approach projection line, a curve DE used as the U-turn curve, and a line segment AE used as the exit projection line. In addition, in FIG. 8, two wayside lines at the U-turn location are also marked.

[0179] FIG. 9 is a schematic diagram of an application example of a method for automatically marking a U-turn line according to an embodiment of the present application. In the scenario of FIG. 9, the approach line Li and the exit line Lo are track centerlines. The two tracks are aligned. There is an obstacle Ob at the U-turn location. The approach line Li and the exit line Lo are asymmetric with respect to the obstacle Ob. In other words, the distance from the approach line to the obstacle is not equal to the distance from the exit line to the obstacle in the horizontal direction (track width direction). In this scenario, the intersection approach point is B, the intersection exit point is A, the approach projection end point of the obstacle Ob is D, and the exit projection end point is E. The U-turn line Lc marked on the electronic map is the track centerline, and includes a line segment BD used as the approach projection line, a curve DE used as the U-turn curve, and a line segment AE used as the exit projection line. In addition, in FIG. 9, two wayside lines at the U-turn location are also marked.

[0180] In the scenario of FIG. 9, when the U-turn curve is calculated, the midpoint of the line segment connecting the entry depth point and the exit depth point may be used as the control point. Alternatively, the midpoint may not be used. For example, a point on the line segment in the entry direction located before the obstacle is used. The shape of the calculated U-turn driving line is determined based on whether the midpoint is used. Here, FIG. 9(a) shows the calculated U-turn driving line when the midpoint is used as the control point, and FIG. 9(b) shows the calculated U-turn driving line when the point located before the obstacle is used as the control point.

[0181] Fig. 10 is a schematic diagram of an application example of a method for automatically marking a U-turn line according to an embodiment of the present application. In the scenario of Fig. 10, the stop line is not perpendicular to the line. The incoming line Li and the outgoing line Lo are side lines. The two lines are not aligned. In addition, there is an obstacle Ob at the U-turn location. The width of the obstacle Ob is relatively small. The distance between the incoming line Li and the outgoing line Lo is relatively small.

[0182] In this scenario, the intersection entry point is B, the intersection exit point is A, the exit line Lo is supplemented to point C, the supplementary exit point is C, the supplementary exit line is a line segment AC, the entry projection end point of the obstacle Ob is D, and the exit projection end point is E. The U-turn line Lc marked on the electronic map is a wayside line, and includes a line segment BD used as an entry projection line, a curve DE used as a U-turn curve, a line segment CE used as an exit projection line, and a line segment AC used as an exit supplementary line. In this scenario, as shown in the figure, the lane centerline and the outer wayside lines of the U-turn location may be marked, and the inner wayside lines may not be marked.

[0183] FIG. 11 is a schematic diagram of an application example of a method for automatically marking a U-turn line according to an embodiment of the present application. In the scenario of FIG. 11, the approach line Li and the exit line Lo are track centerlines. The included angle between the two tracks is relatively large. There is an obstacle Ob at the intersection U-turn location. In this scenario, the approach line Li and the exit line Lo are not captured. The intersection approach point is B, the intersection exit point is A, the approach projection end point of the obstacle Ob is D, the exit projection end point is E, and the approach projection line DB and the exit projection line CE have different lengths. The U-turn line Lc marked on the electronic map is the track centerline, and includes the approach projection line BD, the U-turn curve DE, and the exit projection line CE. In this scenario, when the curve DE used as the U-turn curve is calculated, the intersection point of the approach line Li and the exit line Lo can be used as the control point. In addition, in FIG. 9, two wayside lines at the U-turn location are also marked.

[0184] 1.5 Overview of the First Implementation

[0185] At least the following aspects can be obtained from the above embodiments.

[0186] A method for automatically marking a U-turn driving line comprises the following steps: obtaining information about an intersection to be marked, where the information about the intersection to be marked includes information about an intersection entry point, information about an intersection exit point, and information about obstacles that are higher than the road surface of the road on which the vehicle is traveling and that may hinder a U-turn of a vehicle at the intersection to be marked; and marking a U-turn driving line having a first depth, where the first depth is determined based on a second depth of the obstacle.

[0187] Here, the intersection entry point may be determined based on an end point of the entry running line of the intersection to be marked, and the intersection exit point may be determined based on an end point of the exit running line of the intersection to be marked.

[0188] The first depth is a depth to which the U-turn driving line extends from the intersection entry point or the intersection exit point to the intersection to be marked. The first depth is, for example, the U-turn driving line depth in the above embodiment.

[0189] The second depth is the distance from the farthest projected end of an obstacle on the extension of the approach runway to the intersection to be marked to the intersection entry point, or the distance from the farthest projected end of an obstacle on the extension of the exit runway to the intersection to be marked to the intersection exit point. The second depth is, for example, the obstacle depth in the above embodiment. The farthest projected end of an obstacle on the extension of the approach runway to the intersection to be marked is, for example, the approach projection end point in the above embodiment. The farthest projected end of an obstacle on the extension of the exit runway to the intersection to be marked is, for example, the exit projection end point in the above embodiment.

[0190] In this method, when there is an obstacle, the first depth of the U-turn driving line is determined based on the farthest projection end of the obstacle on the extension of the entry or exit driving line. Therefore, compared with the case where there is no obstacle, the U-turn driving line extending to the intersection to be marked at a relatively large depth can be automatically marked, and the vehicle can avoid colliding with the obstacle during the U-turn. In this way, the automatically marked U-turn driving line does not need to be manually adjusted, or the time used for manual adjustment can be reduced.

[0191] The U-turn driving route may include a straight portion and a curved portion, and the first depth includes a straight depth of the straight portion and a curved depth of the curved portion, and the straight depth is determined based on an intersection entry point, an intersection exit point, and the farthest projected end of an obstacle. The straight portion is, for example, an approach supplementary line, an exit supplementary line, an approach projection line, or an exit projection line in the above embodiment. The straight depth is, for example, an approach side straight depth or an exit side straight depth in the above embodiment. The curved portion is, for example, a U-turn curve in the above embodiment. The curved depth is, for example, a curved depth in the above embodiment.

[0192] In this manner, the U-turn driving line includes straight sections and curved sections, so that the marked U-turn driving line can better match the actual driving path of the vehicle.

[0193] The straight portion may include a first straight portion at a first straight depth and a second straight portion at a second straight depth, the first straight portion extending from an intersection entry point to the intersection to be marked, the second straight portion extending from an intersection exit point to the intersection to be marked, and the curved portion connecting between the first straight portion and the second straight portion.

[0194] The first straight-line depth may be the distance from the farthest projected end of an obstacle on the extension of the approach line to the intersection to be marked to the intersection entry point, and the second straight-line depth may be the distance from the farthest projected end of an obstacle on the extension of the exit line to the intersection to be marked to the intersection exit point.

[0195] The first straight line portion is, for example, the approach supplementary line or the approach projection line in the above embodiment. The first straight line depth is, for example, the approach side straight line depth in the above embodiment. The second straight line portion is, for example, the exit supplementary line or the exit projection line in the above embodiment. The second straight line depth is, for example, the exit side straight line depth in the above embodiment.

[0196] The curve depth can be determined based on the farthest projected end of an obstacle on the extension of the approach line to the intersection to be marked, the farthest projected end of an obstacle on the extension of the exit line to the intersection to be marked, and vehicle length information.

[0197] Here, the farthest projection end of the obstacle on the extension of the approach route to the intersection to be marked can be used as the start point of the curved portion, and the farthest projection end of the obstacle on the extension of the exit route to the intersection to be marked is used as the end point. At least one control point is determined based on the vehicle length information to determine the curved portion and further determine the curve depth. The curved portion can be determined by using a Bezier curve or a spline curve.

[0198] In this method, the curve depth is further determined based on vehicle length information, and a suitable U-turn driving line can be marked based on different vehicle types, such as cars and trucks, so that the marked U-turn driving line can better fit the actual driving path of the vehicle.

[0199] Obtaining information about the intersection to be marked may include constructing a planned U-turn area based on the intersection entry point, the intersection exit point, and vehicle length information, and obtaining information about obstacles that are higher than the road surface of the road on which the vehicle is traveling and that may hinder the vehicle's U-turn in the planned U-turn area.

[0200] In this method, whether or not there is an obstacle that will hinder a U-turn is determined based on the intersection entry point, intersection exit point, and vehicle length information. Therefore, it is possible to reliably determine whether there is an obstacle that will hinder a U-turn.

[0201] A polygonal area may be constructed as a planned U-turn area based on the intersection entry point, the intersection exit point, and the provisional entry depth point and the provisional exit depth point obtained based on the vehicle length information. When the intersection entry point is not aligned with the intersection exit point, the supplementary entry point and the supplementary exit point may also be obtained based on the intersection entry point and the intersection exit point. The planned U-turn area is constructed based on the supplementary entry point, the supplementary exit point, the provisional entry depth point, and the provisional exit depth point.

[0202] When the planned U-turn area is constructed based on the supplementary entry point and the supplementary exit point, the projection point of the obstacle is calculated based on the supplementary entry point and the supplementary exit point, since the supplementary entry point and the supplementary exit point are closer to the inside of the intersection to be marked. Therefore, the calculation load of calculating the projection point to obtain the farthest projection end can be reduced, and the time used for automatically marking the U-turn driving route can be reduced.

[0203] 2. Device for automatically marking U-turn routes in the second implementation

[0204] The above describes in detail an embodiment of a method for automatically marking a U-turn driving line in the first implementation with reference to Fig. 1 to Fig. 11. Hereinafter, an embodiment of an apparatus for automatically marking a U-turn driving line provided in an embodiment of the present application will be described in detail with reference to Fig. 12. It should be understood that the description of the embodiment of the method corresponds to the description of the embodiment of the apparatus. Therefore, for the parts not described in detail in the embodiment of the apparatus, please refer to the above embodiment of the method.

[0205] 12 is a schematic diagram of the structure of an apparatus 100 for automatically marking a U-turn driving line. The apparatus 100 for automatically marking a U-turn driving line includes an information acquisition module 110 and a marking module 150.

[0206] The information acquisition module 110 is configured to acquire information about the intersection to be marked, including information about an intersection entry point, information about an intersection exit point, and information about an obstacle that is higher than the road surface of the road on which the vehicle is traveling and that may hinder the vehicle from making a U-turn at the intersection to be marked.

[0207] The information acquisition module 110 includes a route information acquisition unit 111, a route capture unit 112, and an obstacle determination unit 113. Alternatively, the information acquisition module 110 may not include the route capture unit 112.

[0208] The route information acquisition unit 111 is configured to acquire an intersection entry point and an intersection exit point. The intersection entry point can be determined based on an end point of the entry route of the intersection to be marked. The intersection exit point can be determined based on an end point of the exit route of the intersection to be marked.

[0209] The lane capture unit 112 is configured to capture the approach lane and the exit lane to the intersection to be marked when the approach lane is not aligned with the exit lane.

[0210] The obstacle determination unit 113 is configured to determine an obstacle that is higher than the surface of the road on which the vehicle travels and that will hinder the vehicle from making a U-turn at the intersection to be marked. The obstacle determination unit 113 can construct a planned U-turn area based on the intersection entry point, the intersection exit point, and the vehicle length information, and determine an obstacle that is higher than the surface of the road on which the vehicle travels and that will hinder the vehicle from making a U-turn in the planned U-turn area.

[0211] The marking module 120 is configured to mark a U-turn line having a U-turn line depth. The U-turn line depth is determined based on an obstacle depth of an obstacle that is higher than the road surface of the road on which the vehicle travels and that prevents the vehicle from making a U-turn at the intersection to be marked. The U-turn line depth is equal to the first depth. The obstacle depth is equal to the second depth.

[0212] The marking module 120 includes an obstacle depth determining unit 121 and a U-turn driving line depth determining unit 122 .

[0213] The obstacle depth determination unit 121 is configured to determine the obstacle depth. The obstacle depth determination unit 121 obtains the distance from the farthest projection end of an obstacle on the extension of the approach route to the intersection to be marked to the intersection entry point, and the distance from the farthest projection end of an obstacle on the extension of the exit route to the intersection to be marked to the intersection exit point, and determines the obstacle depth. The farthest projection end of an obstacle on the extension of the approach route to the intersection to be marked is, for example, the approach projection end point in the above embodiment. The farthest projection end of an obstacle on the extension of the exit route to the intersection to be marked is, for example, the exit projection end point in the above embodiment.

[0214] The U-turn running line depth determination unit 122 is configured to determine a U-turn running line depth. The U-turn running line depth determination unit 122 determines a straight line depth of a straight line portion included in the U-turn running line and a curve depth of a curved line portion included in the U-turn running line.

[0215] The U-turn running line depth determination unit 122 determines the straight line depth based on the farthest projection end of an obstacle on the extension line of the entrance running line and the exit running line to the intersection to be marked. Specifically, the U-turn running line depth determination unit 122 determines a first straight line depth of a first straight line portion included in the straight line portion of the U-turn running line. The U-turn running line depth determination unit 122 further determines a second straight line depth of a second straight line portion included in the straight line portion of the U-turn running line. Here, the first straight line depth is, for example, the distance from the farthest projection end of an obstacle on the extension line of the entrance running line to the intersection to be marked to the intersection entrance point. The second straight line depth is, for example, the distance from the farthest projection end of an obstacle on the extension line of the exit running line to the intersection to be marked to the intersection exit point.

[0216] The U-turn line depth determination unit 122 further determines the curve depth based on the vehicle length information. Specifically, the farthest projection end of the obstacle on the extension of the approach line to the intersection to be marked can be used as the start point of the curved portion, and the farthest projection end of the obstacle on the extension of the exit line to the intersection to be marked is used as the end point. At least one control point is determined based on the vehicle length information, thereby determining the curve depth.

[0217] In this way, the U-turn running line depth determination unit 122 can determine the distance from the farthest projection end of the U-turn running line on the extension of the approach running line to the intersection to be marked to the intersection entry point, and the distance from the farthest projection end of the U-turn running line on the extension of the exit running line to the intersection to be marked to the intersection exit point. In this way, the U-turn running line depth determination unit 122 can determine the U-turn running line depth.

[0218] The U-turn driving line depth is determined in the manner described above. The marking module 120 can mark a U-turn driving line including the following parts: a first straight part having a first straight depth extending from an intersection entry point to an intersection to be marked; a second straight part having a second straight depth extending from an intersection exit point to an intersection to be marked; and a curved part having a curved depth connected between the first straight part and the second straight part.

[0219] In the second implementation, the device 100 for automatically marking a U-turn line is used, and when there is an obstacle, a first depth of the U-turn line is determined based on the farthest projection end of the obstacle on the extension line of the entry line or the exit line. Thus, compared with the case where there is no obstacle, the U-turn line extending to the intersection to be marked at a relatively large depth can be automatically marked, and collision with the obstacle during the U-turn of the vehicle can be avoided. In this way, the automatically marked U-turn line does not need to be manually adjusted, or the time used for manual adjustment can be reduced.

[0220] 3. Computing device in the third implementation

[0221] A fourth implementation of the present application provides a computing device. Figure 13 is a schematic diagram of a structure of a computing device 200 according to an embodiment of the present application. The computing device 200 includes a processor 210, a memory 220, a communication interface 230, and a bus 240.

[0222] It should be understood that the communications interface 230 in the computing device 200 shown in FIG. 13 may be configured to communicate with another device.

[0223] The processor 210 may be connected to a memory 220. The memory 220 may be configured to store program codes and data. Thus, the memory 220 may be a component that includes a storage unit within the processor 210, an external storage unit separate from the processor 210, or a storage unit within the processor 210 and an external storage unit separate from the processor 210.

[0224] Optionally, the computing device 200 may further include a bus 240. The memory 220 and the communication interface 230 may be connected to the processor 210 through the bus 240. The bus 240 may be a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, or the like. The bus 240 may be classified into an address bus, a data bus, a control bus, and the like. For ease of representation, only one line is used to represent the bus in FIG. 13, but this does not mean that there is only one bus or only one type of bus.

[0225] It should be understood that in this embodiment of the present application, the processor 210 may be a central processing unit (CPU). The processor may alternatively be a general-purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or another programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component. The general-purpose processor may be a microprocessor, or the processor may be any conventional processor or the like. Alternatively, the processor 210 may be configured to use one or more integrated circuits and execute associated programs to implement the technical solutions provided in the embodiments of the present application.

[0226] The memory 220 may include read-only memory and random access memory and may provide instructions and data to the processor 210. A portion of the processor 210 may also include non-volatile random access memory. For example, the processor 210 may also store device type information.

[0227] When the computing device 200 is executed, the processor 210 executes the computer-executable instructions in the memory 220 to perform the operation steps of the method for automatically marking a U-turn driving line provided in the embodiment of the present application.

[0228] It should be understood that the computing device 200 provided in this embodiment of the present application can be used as an apparatus for automatically marking a U-turn line provided in the embodiment of the present application to execute the method for automatically marking a U-turn line provided in the embodiment of the present application. The above and other operations and / or functions of the modules in the computing device 200 are respectively used to implement the corresponding procedures of the method in the embodiment. For the sake of brevity, details will not be described again here.

[0229] 4. Computer-readable storage medium in a fourth implementation

[0230] A fourth implementation of the present application provides a computer-readable storage medium, which stores a computer program, and when executed by a processor, the program is used to perform at least one of the methods for automatically marking a U-turn line described in the above embodiments.

[0231] The computer storage medium in this embodiment of the application may be any combination of one or more computer readable media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium may be, but is not limited to, an electric, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (non-exhaustive list) of computer readable storage media include an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a computer readable storage medium may be any tangible medium that contains or stores a program that can be used by or in combination with an instruction execution system, apparatus, or device.

[0232] A computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier to carry computer-readable program code. Such a propagated data signal may take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination thereof. A computer-readable signal medium may alternatively be any computer-readable medium other than a computer-readable storage medium. A computer-readable medium may transmit, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

[0233] The program code contained in the computer readable medium may be transmitted using any suitable medium, including but not limited to wireless, electrical wire, optical cable, RF, or any suitable combination thereof.

[0234] The computer program code used to perform the operations herein may be written in one or more program design languages ​​or a combination thereof. Program design languages ​​include object-oriented program design languages ​​such as Java, Smalltalk, and C++, and also include conventional procedural program design languages ​​such as C or similar program design languages. The program code may be executed entirely on the user computer, or partly on the user computer as a separate software package, or partly on the user computer while partly on a remote computer, or the code may be executed entirely on a remote computer or server. When a remote computer is involved, the remote computer may be connected to the user computer by using any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., connected through the Internet by using an Internet Service Provider).

[0235] 5. Computer program in the fifth implementation

[0236] A fifth implementation of the present application provides a computer program, which when executed by a computer can execute the method for automatically marking a U-turn line provided in the embodiments of the present application, or function as the above-mentioned device for automatically marking a U-turn line.

[0237] 6. Maps in the 6th implementation

[0238] A sixth implementation of the present application provides a map. The map includes a U-turn driving line that is marked at a U-turn intersection by using the method for automatically marking a U-turn driving line provided in the embodiment of the present application. From the description of the method for marking a U-turn driving line, it can be recognized that the map includes a U-turn driving line having a first depth. The first depth is determined based on a second depth of an obstacle that is higher than the road surface of the road on which the vehicle travels and that hinders the U-turn of the vehicle at the U-turn intersection. The first depth is a depth to which the U-turn driving line extends from the intersection entry point or the intersection exit point to the U-turn intersection.

[0239] By using such a map, the vehicle can safely perform a U-turn maneuver without colliding with an obstacle when performing autonomous driving based on the map.

[0240] In addition, other specific structures of the map, particularly the structure of the U-turn route, can be recognized from the above implementation description (simply refer to Figures 4, 7, 8, 10, and the like). Therefore, detailed description of the map is omitted here.

[0241] It should be noted that the above are merely exemplary embodiments and technical principles of the present application. Those skilled in the art can understand that the present application is not limited to the specific embodiments described herein, and those skilled in the art can make various obvious changes, rearrangements, and substitutions without departing from the protection scope of the present application. Therefore, although the present application is described in detail by using the above embodiments, the present application is not limited to the above embodiments, and can further include many other equivalent embodiments without departing from the concept of the present application. All of these embodiments belong to the protection scope of the present application. Other possible items (Item 1) The following steps: obtaining information about an intersection to be marked, where the information about the intersection to be marked includes information about an intersection entry point, information about an intersection exit point, and information about an obstacle higher than the surface of a road on which the vehicle is traveling that may hinder a U-turn of the vehicle at the intersection to be marked, the intersection entry point being determined based on an end point of an entry line of the intersection to be marked, and the intersection exit point being determined based on an end point of an exit line of the intersection to be marked; and marking a U-turn driving line having a first depth, where the first depth is determined based on the second depth of the obstacle; Equipped with The first depth is a depth to which the U-turn driving route extends from the intersection entry point or the intersection exit point to the intersection to be marked, The second depth is a distance from a farthest projected end of the obstacle on an extension of the approach line to the intersection to be marked to an intersection entry point, or the second depth is a distance from a farthest projected end of the obstacle on an extension of the exit line to the intersection to be marked to the intersection exit point. A method for automatically marking U-turn driving routes. (Item 2) The U-turn route includes a straight section and a curved section; the first depth includes a straight depth of the straight portion and a curve depth of the curve portion, the straight depth being determined based on the intersection entry point, the intersection exit point, and the farthest projected edge of the obstacle. 2. A method for automatically marking a U-turn driving route according to item 1. (Item 3) the straight line portion includes a first straight line portion having a first straight line depth and a second straight line portion having a second straight line depth, the first straight line portion extending from the intersection entry point to the intersection to be marked, and the second straight line portion extending from the intersection exit point to the intersection to be marked; the curved portion is connected between the first straight portion and the second straight portion; 3. A method for automatically marking a U-turn route according to item 2. (Item 4) The first linear depth is the distance from the farthest projected end of the obstacle on the extension of the approach line to the intersection to be marked to the intersection entry point, and the second linear depth is the distance from the farthest projected end of the obstacle on the extension of the exit line to the intersection to be marked to the intersection exit point. 4. A method for automatically marking a U-turn route according to item 3. (Item 5) The curve depth is determined based on the farthest projection end of an obstacle on the extension of the approach route to the intersection to be marked, the farthest projection end of the obstacle on the extension of the exit route to the intersection to be marked, and vehicle length information. A method for automatically marking a U-turn driving line according to any one of items 2 to 4. (Item 6) The step of obtaining the information about the obstacle further comprises: Building a planned U-turn area based on the intersection entry point, the intersection exit point, and the vehicle length information; and obtaining the information about the obstacle that is higher than the road surface of the road on which the vehicle is traveling and that hinders the U-turn of the vehicle in the planned U-turn area; 6. A method for automatically marking a U-turn driving line according to any one of items 1 to 5, comprising: (Item 7) an information acquisition module, where the information acquisition module acquires information about an intersection to be marked, the information about the intersection to be marked includes information about an intersection entry point, information about an intersection exit point, and information about an obstacle higher than the road surface of a road on which the vehicle travels that may hinder a U-turn of the vehicle at the intersection to be marked, the intersection entry point being determined based on an end point of an entry line of the intersection to be marked, and the intersection exit point being determined based on an end point of an exit line of the intersection to be marked; and a marking module, wherein the marking module marks a U-turn driving line having a first depth, the first depth being determined based on a second depth of the obstacle; Equipped with The first depth is a depth to which the U-turn driving route extends from the intersection entry point or the intersection exit point to the intersection to be marked, The second depth is a distance from a farthest projected end of the obstacle on an extension of the approach line to the intersection to be marked to an intersection entry point, or the second depth is a distance from a farthest projected end of the obstacle on an extension of the exit line to the intersection to be marked to the intersection exit point. A device for automatically marking U-turn driving routes. (Item 8) The U-turn route includes a straight section and a curved section; the first depth includes a straight depth of the straight portion and a curve depth of the curve portion, the straight depth being determined based on the intersection entry point, the intersection exit point, and the farthest projected edge of the obstacle. 8. A device for automatically marking a U-turn route according to item 7. (Item 9) the straight line portion includes a first straight line portion having a first straight line depth and a second straight line portion having a second straight line depth, the first straight line portion extending from the intersection entry point to the intersection to be marked, and the second straight line portion extending from the intersection exit point to the intersection to be marked; the curved portion is connected between the first straight portion and the second straight portion; Item 8. A device for automatically marking a U-turn route according to item 8. (Item 10) The first linear depth is the distance from the farthest projected end of the obstacle on the extension of the approach line to the intersection to be marked to the intersection entry point, and the second linear depth is the distance from the farthest projected end of the obstacle on the extension of the exit line to the intersection to be marked to the intersection exit point. Item 9. A device for automatically marking a U-turn route according to item 9. (Item 11) The curve depth is determined based on the farthest projection end of an obstacle on the extension of the approach route to the intersection to be marked, the farthest projection end of the obstacle on the extension of the exit route to the intersection to be marked, and vehicle length information. An apparatus for automatically marking a U-turn driving line according to any one of items 8 to 10. (Item 12) The information acquisition module constructs a planned U-turn area based on the intersection entry point, the intersection exit point, and the vehicle length information; and acquires the information about the obstacles that are higher than the road surface of the road on which the vehicle is traveling and that hinder the U-turn of the vehicle in the planned U-turn area. 12. A device for automatically marking a U-turn route according to any one of items 7 to 11. (Item 13) at least one processor; and at least one memory, wherein the memory stores program instructions that, when executed by the at least one processor, are capable of executing the method according to any one of items 1 to 6; A device for automatically marking a U-turn driving route comprising: (Item 14) Stores program instructions; When the program instructions are executed by a computer, the computer is capable of executing the method according to any one of items 1 to 6. A computer-readable storage medium. (Item 15) a map including a U-turn route having a first depth, the first depth being determined based on a second depth of an obstacle that is higher than a road surface on which the vehicle is traveling and that obstructs the U-turn of the vehicle at the U-turn intersection; the first depth is a depth that the U-turn driving line extends from an intersection entry point or an intersection exit point to the U-turn intersection, the intersection entry point is determined based on an end point of the entry driving line of the U-turn intersection, and the intersection exit point is determined based on an end point of the exit driving line of the U-turn intersection; The second depth is a distance from a farthest projection end of the obstacle on an extension of the approach route to the U-turn intersection to the intersection entry point, or the second depth is a distance from a farthest projection end of the obstacle on an extension of the exit route to the U-turn intersection to the intersection exit point. map. (Item 16) The U-turn route includes a straight section and a curved section; the first depth includes a straight depth of the straight portion and a curve depth of the curve portion, the straight depth being determined based on the intersection entry point, the intersection exit point, and the farthest projected edge of the obstacle. Map mentioned in item 15. (Item 17) the straight portion includes a first straight portion having a first straight depth and a second straight portion having a second straight depth, the first straight portion extending from the intersection entry point to the U-turn intersection, and the second straight portion extending from the intersection exit point to the U-turn intersection; the curved portion is connected between the first straight portion and the second straight portion; Map mentioned in item 16. (Item 18) 18. The map according to item 17, wherein the first straight line depth is the distance from the farthest projected end of the obstacle on the extension of the approach line to the U-turn intersection to the intersection entry point, and the second straight line depth is the distance from the farthest projected end of the obstacle on the extension of the exit line to the U-turn intersection to the intersection exit point. (Item 19) 19. The map according to any one of items 16 to 18, wherein the curve depth is determined based on the farthest projected end of the obstacle on the extension of the approach route to the U-turn intersection, the farthest projected end of the obstacle on the extension of the exit route to the U-turn intersection, and vehicle length information. (Item 20) 20. The map according to any one of items 15 to 19, wherein the obstacles are located at the intersection entry point, the intersection exit point, and a planned U-turn area constructed based on the vehicle length information.

Claims

1. A method for drawing a U-turn route on an electronic map, comprising: a step of the device acquiring information about an intersection on the electronic map, where the information about the intersection includes information about an intersection entry point, information about an intersection exit point, and information about an obstacle higher than the road surface of a road on which the vehicle is traveling that prevents the vehicle from making a U-turn at the intersection, the intersection entry point being determined based on an end point of an entry line of the intersection, and the intersection exit point being determined based on an end point of an exit line of the intersection; and the device plotting a U-turn driving path having a first depth on the electronic map, where the first depth is determined based on the second depth of the obstacle; Equipped with The first depth is a depth at which the U-turn route extends from the intersection entry point or the intersection exit point to the intersection, the second depth is a distance from a farthest projected end of the obstacle on an extension of the approach line to the intersection to the intersection entry point, or the second depth is a distance from a farthest projected end of the obstacle on an extension of the exit line to the intersection to the intersection exit point, The U-turn route includes a straight portion and a curved portion, the farthest projected end of the obstacle on the extension of the approach path to the intersection is used as a start point of the curved portion, and the farthest projected end of the obstacle on the extension of the exit path to the intersection is used as an end point of the curved portion. A method for plotting a U-turn route on an electronic map.

2. the first depth includes a straight depth of the straight portion and a curve depth of the curve portion, the straight depth being determined based on the intersection entry point, the intersection exit point, and the farthest projected edge of the obstacle; A method for plotting a U-turn route on an electronic map according to claim 1.

3. the straight portion includes a first straight portion having a first straight depth and a second straight portion having a second straight depth, the first straight portion extending from the intersection entry point to the intersection, and the second straight portion extending from the intersection exit point to the intersection; the curved portion is connected between the first straight portion and the second straight portion. A method for plotting a U-turn route on an electronic map according to claim 2.

4. the first linear depth is the distance from the farthest projected end of the obstacle on the extension of the approach line to the intersection to the intersection entry point, and the second linear depth is the distance from the farthest projected end of the obstacle on the extension of the exit line to the intersection to the intersection exit point. A method for plotting a U-turn route on an electronic map according to claim 3.

5. the curve depth is determined based on the farthest projection end of an obstacle on the extension of the approach route to the intersection, the farthest projection end of the obstacle on the extension of the exit route to the intersection, and vehicle length information. A method for plotting a U-turn route according to any one of claims 2 to 4 on an electronic map.

6. The step of obtaining the information about the obstacle further comprises: The device constructs a planned U-turn area based on the intersection entry point, the intersection exit point, and vehicle length information; and the device acquiring the information about the obstacle that is higher than the road surface of the road on which the vehicle is traveling and that impedes the U-turn of the vehicle in the planned U-turn area; A method for plotting a U-turn driving route according to any one of claims 1 to 5 on an electronic map, comprising:

7. 7. The method for drawing a U-turn route on an electronic map as described in claim 6, wherein when the intersection entry point is not aligned with the intersection exit point, a point is obtained by the device through supplementing the entry route or the exit route, and the planned U-turn area is constructed based on the intersection entry point or the intersection exit point, the point obtained through the supplement, and at least one point obtained based on the vehicle length information.

8. A device for drawing a U-turn route on an electronic map, an information acquisition module, where the information acquisition module acquires information about an intersection on the electronic map, the information about the intersection including information about an intersection entry point, information about an intersection exit point, and information about an obstacle higher than a road surface of a road on which the vehicle is traveling that hinders the vehicle from making a U-turn at the intersection, the intersection entry point being determined based on an end point of an entry route of the intersection, and the intersection exit point being determined based on an end point of an exit route of the intersection; and a drawing module, wherein the drawing module draws a U-turn driving line on the electronic map having a first depth, the first depth being determined based on a second depth of the obstacle; Equipped with The first depth is a depth to which the U-turn driving line extends from the intersection entry point or the intersection exit point to the intersection, the second depth is a distance from a farthest projected end of the obstacle on an extension of the approach line to the intersection to the intersection entry point, or the second depth is a distance from a farthest projected end of the obstacle on an extension of the exit line to the intersection to the intersection exit point, The U-turn route includes a straight portion and a curved portion, the farthest projected end of the obstacle on the extension of the approach path to the intersection is used as a start point of the curved portion, and the farthest projected end of the obstacle on the extension of the exit path to the intersection is used as an end point of the curved portion. A device for drawing U-turn driving routes on an electronic map.

9. the first depth includes a straight depth of the straight portion and a curve depth of the curve portion, the straight depth being determined based on the intersection entry point, the intersection exit point, and the farthest projected edge of the obstacle; 9. An apparatus for plotting a U-turn route on an electronic map according to claim 8.

10. the straight portion includes a first straight portion having a first straight depth and a second straight portion having a second straight depth, the first straight portion extending from the intersection entry point to the intersection, and the second straight portion extending from the intersection exit point to the intersection; the curved portion is connected between the first straight portion and the second straight portion.

10. An apparatus for plotting a U-turn route on an electronic map according to claim 9.

11. the first linear depth is the distance from the farthest projected end of the obstacle on the extension of the approach line to the intersection to the intersection entry point, and the second linear depth is the distance from the farthest projected end of the obstacle on the extension of the exit line to the intersection to the intersection exit point. An apparatus for plotting a U-turn route on an electronic map according to claim 10.

12. the curve depth is determined based on the farthest projection end of an obstacle on the extension of the approach route to the intersection, the farthest projection end of the obstacle on the extension of the exit route to the intersection, and vehicle length information. An apparatus for plotting a U-turn driving route according to any one of claims 9 to 11 on an electronic map.

13. The information acquisition module constructs a planned U-turn area based on the intersection entry point, the intersection exit point, and vehicle length information; and acquires the information about the obstacle that is higher than the road surface of the road on which the vehicle is traveling and that hinders the U-turn of the vehicle in the planned U-turn area. An apparatus for plotting a U-turn driving route according to any one of claims 8 to 12 on an electronic map.

14. The device for drawing a U-turn route on an electronic map as described in claim 13, wherein when the intersection entry point is not aligned with the intersection exit point, a point is obtained by supplementing the entry route or the exit route by the device, and the planned U-turn area is constructed based on the intersection entry point or the intersection exit point, the point obtained through the supplement, and at least one point obtained based on the vehicle length information.

15. At least one processor; and at least one memory, said memory storing program instructions which, when executed by said at least one processor, are capable of executing the method according to any one of claims 1 to 7; A device for drawing a U-turn driving route on an electronic map, comprising:

16. A program for causing a computer to execute the method according to any one of claims 1 to 7.

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