WO2020063816A1 - 行车坐标系的构建方法及应用 - Google Patents

行车坐标系的构建方法及应用 Download PDF

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Publication number
WO2020063816A1
WO2020063816A1 PCT/CN2019/108402 CN2019108402W WO2020063816A1 WO 2020063816 A1 WO2020063816 A1 WO 2020063816A1 CN 2019108402 W CN2019108402 W CN 2019108402W WO 2020063816 A1 WO2020063816 A1 WO 2020063816A1
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WIPO (PCT)
Prior art keywords
coordinate system
road
driving
line
vehicle
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PCT/CN2019/108402
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English (en)
French (fr)
Inventor
韩汝涛
葛建勇
刘宏伟
任亚星
崔文锋
王天培
张凯
滕汝英
Original Assignee
长城汽车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Priority claimed from CN201811154076.4A external-priority patent/CN110361022B/zh
Priority claimed from CN201811153713.6A external-priority patent/CN110361020B/zh
Priority claimed from CN201811153712.1A external-priority patent/CN110379155B/zh
Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Priority to KR1020217013025A priority Critical patent/KR102442230B1/ko
Priority to EP19865031.9A priority patent/EP3859273B1/en
Priority to US17/281,554 priority patent/US11926339B2/en
Priority to JP2021517851A priority patent/JP7234354B2/ja
Publication of WO2020063816A1 publication Critical patent/WO2020063816A1/zh

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/36—Input/output arrangements for on-board computers
    • G01C21/3667—Display of a road map
    • G01C21/367—Details, e.g. road map scale, orientation, zooming, illumination, level of detail, scrolling of road map or positioning of current position marker
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/36—Input/output arrangements for on-board computers
    • G01C21/3626—Details of the output of route guidance instructions
    • G01C21/3658—Lane guidance
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/38—Electronic maps specially adapted for navigation; Updating thereof
    • G01C21/3804—Creation or updating of map data
    • G01C21/3807—Creation or updating of map data characterised by the type of data
    • G01C21/3815—Road data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/53—Road markings, e.g. lane marker or crosswalk

Definitions

  • the invention relates to the field of intelligent transportation, in particular to a method and application for constructing a driving coordinate system.
  • ADS Autonomous Driving System
  • the inventor of the present application found that under the conditions of road bending, it is difficult to determine the effective information of the target mapped on the road depending on the vehicle coordinate system (for example, which lane the target is in, the target is valid) Vertical distance, etc.), resulting in large deviations in the lane where the target is located, the horizontal distance between the target, and the vertical distance from the target, or even misjudgment. That is, the vehicle coordinate system cannot truly reflect the relative relationship between the vehicle and the surrounding environment (especially the lane line and the target), and it needs to be improved.
  • the present invention aims to propose a method for constructing a driving coordinate system to solve the problem that the vehicle coordinate system cannot truly reflect the relative relationship between the vehicle and the surrounding environment.
  • a driving coordinate system construction method includes: determining a road boundary line on a side of a road on which a vehicle is located as a reference line for establishing a driving coordinate system; and in a vehicle coordinate system, determining a reference line with a minimum distance between the position of the vehicle and the reference line as the point of origin O F lane coordinate system; based on the origin O F, is determined as a road guide line direction of the driving axis X F coordinate system, and determines the direction of the guidewire to follow the road in the direction of the left-hand Is the Y F axis of the driving coordinate system; and a corresponding driving coordinate system is formed based on the origin OF , the X F axis, and the Y F axis.
  • the method for constructing a driving system according to the present invention has the following advantages:
  • the present invention establishes a driving coordinate system, and the driving coordinate system can well achieve the target area division, and at the same time, More accurate distance information, especially under curve conditions, the longitudinal coordinate length in the driving coordinate system is used to represent the longitudinal distance of road targets, etc., which can more accurately represent the vehicle than the straight line distance in the vehicle coordinate system. The distance from the road target.
  • Another object of the present invention is to provide a driving coordinate system construction system to solve the problem that the vehicle coordinate system cannot truly reflect the relative relationship between the vehicle and the surrounding environment.
  • a driving coordinate system construction system includes: a reference line determination module for determining a road boundary line on one side of a road on which a vehicle is located as a reference line for establishing a driving coordinate system; an origin determination module for determining a vehicle in a vehicle coordinate system The reference point with the smallest distance between the position and the reference line is taken as the origin O F of the driving coordinate system; a coordinate axis determination module is configured to determine a road guide line direction as X of the driving coordinate system based on the origin OF .
  • a coordinate system establishing module for based on the origin OF , the X F axis, and the Y F axis, forming the corresponding driving coordinate system.
  • the driving coordinate system construction system and the driving coordinate system construction method described above have the same advantages over the prior art, and are not repeated here.
  • Another object of the present invention is to provide a method and system for determining lane line coordinates and a method and system for determining road target coordinates, which are used to implement the application of a driving coordinate system.
  • a method for determining coordinates of a lane line includes: using the above-mentioned driving coordinate system construction method to construct the driving coordinate system; and calculating coordinates of the lane line in the driving coordinate system.
  • a system for determining lane line coordinates includes the above-mentioned driving coordinate system construction system for constructing a driving coordinate system; and a lane line coordinate calculation module for calculating a lane line in the driving coordinate system. coordinate.
  • a method for determining the coordinates of a road target includes: using the driving coordinate system construction method described above to construct the driving coordinate system; and calculating the coordinates of the road target in the driving coordinate system.
  • a system for determining road target coordinates comprising: the driving coordinate system construction system described above for constructing a driving coordinate system; and a target coordinate calculation module for calculating coordinates of the road target in the driving coordinate system. .
  • the method for determining lane line coordinates and the method and system for determining road target coordinates according to the present invention utilize a driving coordinate system to determine the coordinates of a lane line and a road target, which can be more realistic. Expressing the relationship between the host vehicle, lane lines, and road targets, and eliminating the need for a large number of complex calculations in the vehicle coordinate system, helps to well divide the area of road targets. Other features and advantages of the present invention will be described in detail in the following detailed description.
  • FIG. 1 is a schematic flowchart of a driving coordinate system construction method according to a first embodiment of the present invention
  • FIG. 2 is a schematic diagram of a driving coordinate system X F O F Y F and a global coordinate system X G O G Y G and a vehicle coordinate system X H O H Y H according to an embodiment of the present invention
  • FIG. 3 is a schematic diagram of a reference line switching rule in an embodiment of the present invention.
  • FIG. 4 is a schematic diagram of a default road boundary line as a left-most road boundary in an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of determining a reference line based on a navigation direction in an embodiment of the present invention
  • FIG. 6 is a schematic diagram of switching a reference line under a ramp situation according to an embodiment of the present invention.
  • FIG. 7 is a schematic diagram of calculating an origin of a driving coordinate system in a preferred embodiment of the present invention.
  • FIG. 8 is a schematic structural diagram of a driving coordinate system construction system according to a second embodiment of the present invention.
  • FIG. 9A is a schematic diagram of a preferred method for determining lane line coordinates in a driving coordinate system according to the third embodiment of the present invention
  • FIG. 9B is an abscissa coordinate of the lane lines in the driving coordinate system in the third embodiment of the present invention to indicate the lane lines
  • a schematic diagram of coordinates
  • FIG. 9C is a schematic diagram of another preferred method for determining lane line coordinates in a driving coordinate system according to Embodiment 3 of the present invention.
  • FIG. 10 is a schematic diagram of a method for determining coordinates of a road target in a driving coordinate system in Embodiment 5 of the present invention.
  • a reference line determination module 810, a reference line determination module; 820, an origin determination module; 830, a coordinate axis determination module; 840, a coordinate system establishment module; 850, a reference line switching module; 860, a navigation direction information acquisition module; 870, a road type judgment module.
  • FIG. 1 is a schematic flowchart of a driving coordinate system construction method according to a first embodiment of the present invention, where the driving coordinate system construction method is used to establish a new reflection book applicable to various road conditions (especially curved road conditions).
  • the global coordinate system and the vehicle coordinate system commonly used in the automatic driving of the vehicle are described here first.
  • the global coordinate system X G O G Y G is based on the geodetic coordinate system, X G points north, Y G points east, the angle direction is clockwise positive, and the angle range is [0, 360 °].
  • the map lane line information is given based on the global coordinate system.
  • the vehicle coordinate system X H O H Y H is based on the own vehicle.
  • X H points to the longitudinal axis of the vehicle and Y H points to the transverse axis of the vehicle. Following the right-hand rule, it is positive counterclockwise.
  • the camera, lidar, The output information of the sensor of the millimeter wave radar is given based on the vehicle coordinate system.
  • the driving coordinate system of the embodiment of the present invention can be correspondingly expressed as X F O F Y F.
  • To construct the driving coordinate system is to determine the origin O F and the X F axis and Y F axis. Direction. Accordingly, as shown in FIG. 1, the driving coordinate system construction method according to the embodiment of the present invention may include the following steps:
  • step S110 the road boundary line on the side of the road where the vehicle is located is determined as a reference line for establishing a driving coordinate system.
  • Step S120 the vehicle coordinate system in determining the vehicle position and the minimum distance reference line as the reference line driving point coordinate origin O F.
  • Step S130 Based on the origin OF , determine a road guide line direction as the X F axis of the driving coordinate system, and determine a direction following the left hand rule with the road guide line direction as Y F of the driving coordinate system. axis.
  • Step S140 the based on the origin O F, X F Y F axis and said axis, to form the corresponding lane coordinate system.
  • a driving coordinate system X F O F Y F is constructed , which uses the road boundary line (the left-most lane line or the right-most lane side line) as a reference line, X F points to the direction of the road guide line, and Y F and the road guide line follow the left-hand rule between directions.
  • the data sources involved in constructing the driving coordinate system X F O F Y F and the data involved in calculating the coordinates of lane lines and road targets in the driving coordinate system X F O F Y F may be global high-precision map data or local camera data or other data capable of providing road-related information.
  • the data source is relatively flexible, and the embodiment of the present invention is not limited thereto.
  • FIG. 2 is a schematic diagram of a driving coordinate system X F O F Y F and a global coordinate system X G O G Y G and a vehicle coordinate system X H O H Y H according to an embodiment of the present invention.
  • the driving coordinate system X F O F Y F is a coordinate system that is established on the road boundary line and is completely consistent with the road trend.
  • the origin O F (X Fo , Y Fo ) the arc length distance between each point on the road boundary line and the driving coordinate origin O F (X Fo , Y Fo ) can be calculated as the driving ordinate X Fi of each point Therefore, the vertical axis X F of the driving coordinate system is completely consistent with the road trend.
  • the coordinate system is given, and especially in curve conditions, the real curve arc distance is used as the target distance information output. Compared with the lane coordinate system, it can avoid the target area attribute and the effective distance error.
  • points are used to describe each lane line in the driving coordinate system, it is easy to know that the horizontal coordinate of each point on the lane line in the driving coordinate system is the same, and only the vertical coordinate is different. For example, referring to FIG. 2, select On a fixed lane line, the ordinate increases in order, and the abscissa is 3.75. In this way, in the driving coordinate system, the lane line can be described using the ordinate of the lane line.
  • the lane line and the target will have both the dual attributes of the vehicle coordinate system and the driving coordinate system, which can be selected as required.
  • the driving coordinate system construction method according to the embodiment of the present invention may further include:
  • step S150 during the driving process of the own vehicle, the reference line is switched to adjust the driving coordinate system.
  • the driving coordinate system needs to be adjusted according to the current road conditions, current driving conditions, etc. so that the driving coordinate system can always be consistent with the road trend, so as to more accurately reflect the mapping relationship between the host vehicle, the target, and the road.
  • FIG. 3 is a schematic diagram of a reference line switching rule in an embodiment of the present invention. As shown in FIG. 3, switching the reference line may include:
  • step S310 a preset default road boundary line is used as the reference line.
  • the default road boundary line is the leftmost road boundary, and its position and limited driving coordinate system X F O F Y F are shown in FIG. 4.
  • L1 and L2 respectively indicate the two lane lines on the left side of the vehicle
  • R1 and R2 respectively indicate the two lane lines on the right side of the vehicle.
  • Step S320 Acquire navigation direction information about the own vehicle, and switch the reference line to a road boundary line on the navigation direction side shown by the navigation direction information.
  • a road boundary line on the navigation direction side is used as a reference line of the driving coordinate system, and when there is a navigation prompt, the driving reference line is switched (or maintained).
  • the navigation direction information indicates that the navigation direction is to the right, and the rightmost road boundary line is the reference line.
  • switching the reference line may further include:
  • step S330 when the navigation direction information is not available, the current road type is determined. If the road on which the vehicle is currently located is a ramp, the current reference line is kept unchanged.
  • the current reference line is maintained, and the corresponding driving coordinate system can maintain consistency with the road trend.
  • step S340 if the road on which the vehicle is currently located is the main road, the reference line is switched to the default road boundary line.
  • the reference line switching situation in this scenario can also refer to FIG. 4.
  • the default road boundary line can also be, for example, the leftmost road boundary.
  • FIG. 7 is a schematic diagram of calculating the origin of the driving coordinate system in the preferred embodiment of the present invention, which shows the reference line point that determines the minimum distance between the vehicle position and the reference line in step S120 as the origin of the driving coordinate system.
  • the reference point can be obtained by discretizing the equation of the reference line under vehicle coordinates.
  • the denser the reference point the better, for example, the distance can be 0.1m.
  • the Euclidean distance between each reference line point on the reference line and the position of the host vehicle is calculated to find the reference point (the reference line point corresponding to D2 in FIG. 7) with the smallest distance between the host vehicle position and the reference line, that is, The smallest coordinates As the origin O F of the driving coordinate system.
  • determining a road guide wire driving axis direction of the coordinate system X F and X F is determined with the left-hand direction to follow the axis of the driving Y F coordinate system Axis, thus forming the final driving coordinate system X F O F Y F.
  • the embodiment of the present invention establishes a driving coordinate system, and the driving coordinate system can be used to achieve the target area division well, and at the same time, more accurate distance information can be obtained, especially in curve conditions.
  • the longitudinal arc length is used to indicate the longitudinal distance of road targets, etc. Compared with the straight line distance in the vehicle coordinate system, the distance between the vehicle and the road target can be more realistically expressed.
  • FIG. 8 is a schematic structural diagram of a driving coordinate system construction system according to Embodiment 2 of the present invention.
  • the driving coordinate system construction system and the driving coordinate system construction of the above embodiment are based on the same inventive idea.
  • the driving coordinate system construction system may include: a reference line determination module 810, configured to determine a road boundary line on one side of the road on which the vehicle is located as a reference line for establishing the driving coordinate system; an origin determination module 820, in the vehicle coordinate system, determining the present position of the vehicle the minimum distance reference line as the reference line driving point coordinate origin O F; coordinate axis determining module 830, based on the origin O F, determining a road guidewire
  • the direction is the X F axis of the driving coordinate system, and the direction following the left-hand rule with the direction of the road guide line is determined to be the Y F axis of the driving coordinate system; and a coordinate system establishing module 840 is used based on the The origins O F , X F axis and the
  • the driving coordinate system construction system may further include a reference line switching module 850, configured to switch the reference line to adjust the driving coordinate system during a driving process of the own vehicle.
  • the driving coordinate system construction system may further include: a navigation direction information acquisition module 860 for acquiring navigation direction information about the own vehicle; and the reference line switching module 850 switching the reference line includes : The reference line switching module 850 uses a preset default road boundary line as the reference line; and the reference line switching module 850 obtains the navigation direction information and switches the reference line to the navigation direction information display Out the road boundary line in the navigation direction side.
  • the driving coordinate system construction system may further include: a road type judgment module 870 for judging a current road type; and the reference line switching module 850 switching the reference line further includes: If the current road is a ramp, the current reference line remains unchanged; and if the current road of the host vehicle is a main road, the reference line is switched to the default road boundary line.
  • the origin determining module 820 includes (not shown in the figure): a point setting sub-module for setting a plurality of reference line points with the same distance on the reference line; a distance calculation sub-module, It is used to calculate the Euclidean distance between each reference line point and the position of the vehicle; and an origin determination sub-module is used to use the point with the shortest Euclidean distance calculated as the origin O F of the driving coordinate system.
  • the third embodiment is an application of the solution of the first embodiment, which provides a method for determining lane line coordinates.
  • the method may include the following steps: using the method of the first embodiment to construct a driving coordinate system; and calculating the lane. The coordinates of the line in the driving coordinate system.
  • FIG. 9A is a schematic diagram of a preferred method for determining lane line coordinates in a driving coordinate system according to Embodiment 3 of the present invention.
  • calculating the coordinates of the lane line in the driving coordinate system may specifically include the following steps:
  • A1 Discrete the lane lines to be calculated into a plurality of lane line points in the vehicle coordinate system.
  • the pitch of the dots is preferably as dense as possible, for example, the pitch is 0.1 m.
  • A2) Calculate the Euclidean distance between each lane line point on the lane line to be calculated and the origin of the driving coordinate system, and use the calculated shortest Euclidean distance as the horizontal line of the lane line in the driving coordinate system. coordinate.
  • FIG. 9B is a schematic diagram showing the lane line coordinates using the abscissa of the lane line in the driving coordinate system in the third embodiment of the present invention.
  • the lane lines are parallel to each other, so the ordinate X F of the parallel corresponding points on each lane line is the same as an absolute value, so that only the abscissa Y F of the lane line in the driving coordinate system can be used.
  • the distances L1CO f , L2CO f , R1CO f , R2CO f from the lane line to the reference line of the driving coordinate system can describe the coordinates of the curved lane line in the driving coordinate system, especially for straight roads.
  • FIG. 9C is a schematic diagram of another preferred method for determining lane line coordinates in a driving coordinate system according to Embodiment 3 of the present invention.
  • calculating the coordinates of the lane line in the driving coordinate system may specifically include the following steps:
  • the lane line C0 on the right is negative.
  • C0 reflects the shortest distance from the center point of the vehicle to the corresponding lane line, so the C0 value of the lane line in the vehicle coordinate system can be directly used to reflect the distance attribute of the vehicle from the lane line.
  • their corresponding C0 values can be expressed as C0L1, C0L2, C0R1, and C0R2.
  • B2 Determine the distance (0, Y0) of the center point of the vehicle in the driving coordinate system, calculate the difference between the value of Y0 and the value of C0 corresponding to the lane line to be calculated, and use the difference to represent the corresponding lane line Lane line coordinates in the driving coordinate system.
  • the difference between the coordinates (0, Y0) of the center point of the vehicle in the driving coordinate system and C0 of each lane line is calculated to obtain the coordinates of each lane line in the driving coordinate system.
  • the calculation of other lane lines in the driving coordinate system is similar.
  • the method shown in FIG. 9C for calculating the coordinates of the lane line in the driving coordinate system is smaller than the method corresponding to FIG. 9A and has stronger applicability.
  • the reference line can be switched during the running of the own vehicle.
  • the method of the third embodiment of the present invention may further include: switching the reference line to adjust during the running of the own vehicle.
  • the driving coordinate system and calculating coordinates of the lane line in the adjusted driving coordinate system. That is, the lane line coordinates are adaptively changed as the driving coordinate system changes, so that the trend of the lane line can be more accurately reflected.
  • switching the reference line reference may be made to the first embodiment, and details are not described herein again.
  • the third embodiment of the present invention uses the driving coordinate system to determine the lane line coordinates, and the driving coordinate system can more realistically express the relationship between the own vehicle and the lane line than the conventional vehicle coordinate system, and saves time. A lot of complicated calculation processes in the vehicle coordinate system are eliminated, which is helpful for the regional division of road targets.
  • the driving abscissa of the road target is known
  • the driving abscissa of the lane line is known
  • the size can be directly determined. To determine which area the road target is divided into by the lane line.
  • Embodiment 4 of the present invention provides a system for determining lane line coordinates.
  • the system and the method for determining lane line coordinates of Embodiment 3 are based on the same inventive idea, and use the traveling coordinates described in Embodiment 2.
  • Department building system The system may include: a driving coordinate system construction system of the second embodiment described above for constructing a driving coordinate system; and a lane line coordinate calculation module for calculating coordinates of the lane line in the driving coordinate system.
  • the lane line coordinate calculation module may include a discretization module, It is used for discretizing the lane line to be calculated into a plurality of lane line points in the vehicle coordinate system; and a first coordinate determination module for calculating each lane line point on the lane line to be calculated and the traffic
  • the Euclidean distance of the origin of the coordinate system, and the calculated shortest Euclidean distance is the ordinate of the lane line in the driving coordinate system.
  • the lane line coordinate calculation module may include a fitting module for fitting and obtaining a one-dimensional cubic equation of the lane line to be calculated in a vehicle coordinate system, wherein the one-dimensional cubic equation is The constant term C0 reflects the shortest distance from the center point of the vehicle to the corresponding lane line; the second coordinate determination module is used to determine the distance (0, Y0) of the center point of the vehicle in the driving coordinate system, and calculate the Y0 value and the The difference of the C0 value corresponding to the lane line to be calculated is described, and the lane line coordinates of the corresponding lane line in the driving coordinate system are represented by the difference value.
  • the lane line coordinate calculation module is also used to calculate the coordinates of the lane line in the adjusted driving coordinate system, that is, to make the lane
  • the line coordinates change adaptively with the change of the driving coordinate system, which can more accurately reflect the correct trend of curve lane lines, etc., and is helpful for road target area division based on lane lines.
  • the fifth embodiment is an application of the solution of the first embodiment, which provides a method for determining road target coordinates.
  • the method may include: using the method of the first embodiment to construct a driving coordinate system; and calculating the road target The coordinates in the driving coordinate system.
  • FIG. 10 is a schematic diagram of a method for determining a coordinate of a road target in a driving coordinate system according to an embodiment of the present invention. The method is based on the method for determining an origin of the driving coordinate system based on a reference line point in Embodiment 1, and may include the following steps. :
  • the reference point line numbered d1, d2, d3 ?? dn starts to traverse from the origin O F, wherein according to the direction of the road with respect to the target vehicle may traverse forward, it may be Traverse backwards.
  • the target coordinates and the reference line is known in the coordinate system of the vehicle, it can start from the origin O F map coordinate points in the vehicle traversing forward or backward, wherein the forward / backward traversal It is mainly determined by the positive and negative coordinates of the road target in the vehicle coordinate system. When the vertical distance of the road target in the vehicle coordinate system is positive, then traverse forward. When the vertical distance of the road target in the vehicle coordinate system is negative, then Traverse backwards.
  • A2) Calculate the Euclidean distance between the traversed reference point and the road target, and use the calculated shortest Euclidean distance as the abscissa of the road target in the driving coordinate system.
  • A3) Acquisition Point ID information of the reference line of the calculated point is the shortest Euclidean distance corresponding to the calculated arc length between the reference line and the origin point O F, and in that the arc length is The ordinate of the road object in the driving coordinate system.
  • the point serial number information of the closest point corresponding to the reference line of the road target can be obtained, and the arc length between the point and the origin of the driving coordinate is calculated.
  • the reference line can be switched during the running of the own vehicle.
  • the method of the fifth embodiment of the present invention may further include: switching the reference line to adjust during the running of the own vehicle.
  • the driving coordinate system and calculating the coordinates of the road target in the adjusted driving coordinate system. That is, the coordinates of the road target are adaptively changed with the change of the driving coordinate system, so that the road target's correct area relative to the vehicle under the conditions such as a curve can be more accurately reflected.
  • switching the reference line reference may be made to the first embodiment, and details are not described herein again.
  • the fifth embodiment of the present invention uses the driving coordinate system to determine the coordinates of the road target.
  • the driving coordinate system can more accurately express the distance between the vehicle and the road target than the conventional vehicle coordinate system. Contribute to good regionalization of road targets.
  • Embodiment 6 of the present invention provides a system for determining road target coordinates.
  • the system and the method for determining road target coordinates of Embodiment 3 are based on the same inventive idea, and use the driving coordinates described in Embodiment 2.
  • Department building system The system may include: a driving coordinate system construction system of the second embodiment for constructing a driving coordinate system; and a target coordinate calculation module for calculating coordinates of the road target in the driving coordinate system.
  • the target coordinate calculation module may include: a traversal module configured to start from the origin O F, to the target relative to the direction of the road the host vehicle traversing the point reference line; calculating abscissas A module for calculating the Euclidean distance between the traversed reference point and the road target, and using the calculated shortest Euclidean distance as the abscissa of the road target in the driving coordinate system; and coordinate calculation means for obtaining the calculated shortest Euclidean distance reference line corresponding to the point information of the point number, the calculated arc length between the reference line and the origin point O F, and in that The arc length is the ordinate of the road object in the driving coordinate system.
  • the target coordinate calculation module is further configured to calculate the coordinates of the road target in the adjusted driving coordinate system, that is, to make The coordinates of the road target change adaptively with the change of the driving coordinate system, so that it can more accurately reflect the correct area of the road target relative to the vehicle under conditions such as curves.
  • the program is stored in a storage medium and includes several instructions to make a single chip, chip or processor (processor) executes all or part of the steps of the method described in each embodiment of the present application.
  • the foregoing storage media include: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disks or optical disks and other media that can store program codes .

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Abstract

一种行车坐标系构建方法及系统，应用于智能交通领域。行车坐标系构建方法包括：确定本车所在道路的一侧道路边界线为建立行车坐标系的基准线（S110）；在车辆坐标系下，确定本车位置与基准线距离最小的基准线点作为行车坐标系的原点O F(S120)；基于原点O F，确定道路引导线方向为行车坐标系的X F轴，并确定与道路引导线方向遵循左手定则的方向为行车坐标系的Y F轴(S130)；以及基于原点O F、X F轴和Y F轴，形成对应的行车坐标系(S140)。由此建立的行车坐标系特别适用于弯道工况，其使用纵向弧长来表示道路目标等的纵向距离，相较于车辆坐标系下的直线距离，能更真实的表达本车与道路目标之间的距离。

Description

行车坐标系的构建方法及应用 技术领域
本发明涉及智能交通领域，特别涉及一种行车坐标系的构建方法及应用。
背景技术
目前，具有自动驾驶系统(Autonomous Driving System，简称ADS)的车辆已开始逐步推向市场，极大地促进了智能交通的发展。ADS是利用安装于车辆上的多种感知设备，实时采集车辆周围的车道线数据及道路目标(例如前方的其他车辆，也称为目标)数据，进行目标静态特性、动态特性的辨识，确定目标在道路上的位置，从而让自动驾驶计算机在最短时间判断出潜在的危险，并做出预防该危险发生的有效措施。
因此，可知确定车道线数据及道路目标数据等道路上的有效信息对于ADS至关重要。现有技术中，感知设备所采集的这些有效信息都是依赖于车辆坐标系来表达，例如在车辆坐标系统中确定目标映射在道路上的有效信息，并进一步使自动驾驶计算机对所确定的车辆坐标系下的目标信息进行计算和判断，以确定本车的行驶策略。
但是，本申请发明人在实现本发明的过程中发现：在道路弯曲的工况下，依赖于车辆坐标系很难确定目标映射在道路上的有效信息(例如，目标在哪个车道、目标的有效的纵向距离等)，从而导致目标所在车道、目标横向距离和目标纵向距离等会出现较大偏差，甚至判断错误。即，车辆坐标系并不能真实反映本车与周围环境(特别是车道线与目标)的相对关系，需要对其进行改进。
发明内容
有鉴于此，本发明旨在提出一种行车坐标系构建方法，以解决车辆坐标系并不能真实反映本车与周围环境的相对关系的问题。
为达到上述目的，本发明的技术方案是这样实现的：
一种行车坐标系构建方法，包括：确定本车所在道路的一侧道路边界线为建立行车坐标系的基准线；在车辆坐标系下，确定本车位置与所述基准线距离最小的基准线点作为所述行车坐标系的原点O F；基于所述原点O F，确定道路引导线方向为所述行车坐标系的X F轴，并确定与所述道路引导线方向遵循左手定则的方向为所述行车坐标系的Y F轴；以及基于所述原点O F、X F轴和所述Y F轴，形成对应的行车坐标系。
相对于现有技术，本发明所述的行车坐系构建方法具有以下优势：本发明建立了一种行车坐标系，且通过该行车坐标系可以很好的实现针对目标的区域划分，同时可得到更准确的距离信息，特别是在弯道工况下，行车坐标系中使用纵向弧长来表示道路目标等的纵向距离，相较于车辆坐标系下的直线距离，能更真实的表达本车与道路目标之间的距离。
本发明的另一目的在于提出一种行车坐标系构建系统，以解决车辆坐标系并不能真实反映本车与周围环境的相对关系的问题。
为达到上述目的，本发明的技术方案是这样实现的：
一种行车坐标系构建系统，包括：基准线确定模块，用于确定本车所在道路的一侧道路边界线为建立行车坐标系的基准线；原点确定模块，在车辆坐标系下，确定本车位置与所述基准线距离最小的基准线点作为所述行车坐标系的原点O F；坐标轴确定模块，用于基于所述原点O F，确定道路引导线方向为所述行车坐标系的X F轴，并确定与所述道路引导线方向遵循左手定则的方向为所述行车坐标系的Y F轴；以及坐标系建立模块，用于基于所述原点O F、X F轴和所述Y F轴，形成对应的行车坐标系。
所述行车坐标系构建系统与上述行车坐标系构建方法相对于现有技术所具有的优势相同，在此不再赘述。
本发明另一目的在于提出一种用于确定车道线坐标的方法和系统以及一种用于确定道路目标坐标的方法和系统，用于实现行车坐标系的应用。
为达到上述目的，本发明的技术方案是这样实现的：
一种用于确定车道线坐标的方法，包括：采用上述的行车坐标系构建方法构建所述行车坐标系；以及计算所述车道线在所述行车坐标系下的坐标。
一种用于确定车道线坐标的系统，包括：上述的行车坐标系构建系统，用于构建行车坐标系；以及车道线坐标计算模块，用于计算所述车道线在所述行车坐标系下的坐标。
一种用于确定道路目标坐标的方法，包括：采用上述的行车坐标系构建方法构建所述行车坐标系；以及计算所述道路目标在所述行车坐标系下的坐标。
一种用于确定道路目标坐标的系统，包括：上述的行车坐标系构建系统，用于构建行车坐标系；以及目标坐标计算模块，用于计算所述道路目标在所述行车坐标系下的坐标。
相对于现有技术，本发明所述的用于确定车道线坐标的方法及系用于确定道路目标坐标的方法和系统利用了行车坐标系来确定车道线和道路目标的坐标，能更真实地表达本车与车道线及道路目标之间的关系，且省去了在车辆坐标系下大量复杂计算的过程，有助于很好地进行道路目标的区域划分。本发明的其它特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
构成本发明的一部分的附图用来提供对本发明的进一步理解，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1是本发明实施例一的行车坐标系构建方法的流程示意图；
图2是本发明实施例的行车坐标系X FO FY F及全局坐标系X GO GY G和车辆坐标系X HO HY H的示意图；
图3是本发明实施例中基准线切换规则的示意图；
图4是本发明实施例中默认道路边界线为最左侧道路边界的示意图；
图5是本发明实施例中基于导航方向确定基准线的示意图；
图6是本发明实施例在匝道路况下切换基准线的示意图；
图7是本发明优选的实施例中计算行车坐标系原点的示意图；
图8是本发明实施例二的行车坐标系构建系统的结构示意图；
图9A是本发明实施例三的一种优选的确定行车坐标系下的车道线坐标的方法的示意图；图9B是本发明实施例三中用车道线在行车坐标系下的横坐标表示车道线坐标的示意图；图9C是本发明实施例三的另一种优选的确定行车坐标系下的车道线坐标的方法的示意图；
图10是本发明实施例五中确定道路目标在行车坐标系下的坐标的方法的示意图。
附图标记说明：
810、基准线确定模块；820、原点确定模块；830、坐标轴确定模块；840、坐标系建立模块；850、基准线切换模块；860、导航方向信息获取模块；870、道路类型判断模块。
具体实施方式
需要说明的是，在不冲突的情况下，本发明中的实施方式及实施方式中的特征可以相互组合。
下面将参考附图并结合实施方式来详细说明本发明。
实施例一
图1是本发明实施例一的一种行车坐标系构建方法的流程示意图，其中该行车坐标系构建方法用于建立一种新的适用于各种路况(特别是弯道工况)的反映本车、目标与道路之间的映射关系的行车坐标系。为了后续更清楚地描述本发明实施例的行车坐标系的定义及构建方法，在此先对车辆自动驾驶中常用的全局坐标系及车辆坐标系进行说明。
其中，全局坐标系X GO GY G是以大地坐标系为基准，X G指向北，Y G指向东，角度方向顺时针为正，角度范围[0，360°]。其中，地图车道线信息等是基于全局坐标系给出的。
车辆坐标系X HO HY H是以本车为基准，X H指向车辆纵轴方向，Y H指向车辆横轴方向，遵从右手定则，逆时针为正，车辆上的摄像头、激光雷达、毫米波雷达的传感器的输出信息等是基于车辆坐标系给出 的。
根据全局坐标系及车辆坐标系的定义，本发明实施例的行车坐标系可对应表示为X FO FY F，构建该行车坐标系即是需要确定原点O F以及X F轴和Y F轴的方向。据此，如图1所示，本发明实施例的行车坐标系构建方法可以包括以下步骤：
步骤S110，确定本车所在道路的一侧道路边界线为建立行车坐标系的基准线。
步骤S120，在车辆坐标系下，确定本车位置与所述基准线距离最小的基准线点作为所述行车坐标系的原点O F。
步骤S130，基于所述原点O F，确定道路引导线方向为所述行车坐标系的X F轴，并确定与所述道路引导线方向遵循左手定则的方向为所述行车坐标系的Y F轴。
步骤S140，基于所述原点O F、X F轴和所述Y F轴，形成对应的行车坐标系。
即，构建了行车坐标系X FO FY F，其以道路边界线(最左侧车道线或最右侧车道边线)为基准线，X F指向道路引导线方向，Y F与道路引导线方向之间遵循左手定则。
需说明的是，构建行车坐标系X FO FY F所涉及的数据源以及在行车坐标系X FO FY F中进行车道线、道路目标等的坐标计算所涉及的数据，例如基准线坐标等，可以是全局的高精度地图数据或局部的摄像头数据或其他能够提供道路相关信息的数据，数据源较为灵活，本发明实施例对此并不限制。
图2是本发明实施例的行车坐标系X FO FY F及全局坐标系X GO GY G和车辆坐标系X HO HY H的示意图。如图2所示，行车坐标系X FO FY F是建立在道路边界线上，与道路走势完全一致的坐标系统。在确定原点O F(X Fo，Y Fo)之后，可计算道路边界线上每一点与行车坐标原点O F(X Fo，Y Fo)之间的弧长距离作为每一点的行车纵坐标X Fi，因此该行车坐标系的纵轴X F与道路走势完全一致，所述每一个基准线点的行车坐标横坐标为Y Fi＝0，据此本车位置、车道线、目标等都可以基于行车坐标系给出，且特别是在弯道工况，以真实弯道弧长距离作为 目标距离信息输出，相对于车道坐标系，能够避免目标区域属性和有效距离误差的情况。另外，如果在行车坐标系中用点来描述每条车道线，易知车道线上的每一个点在行车坐标系下的横坐标都是相同的，只有纵坐标不同，例如参考图2，选定的车道线上，纵坐标依次增加，横坐标则都为3.75，如此，在行车坐标系下，利用车道线的纵坐标就可以描述出车道线。
另外，在构建了行车坐标系X FO FY F之后，后续自动驾驶数据处理过程中，车道线和目标将同时拥有车辆坐标系和行车坐标系的双重属性，可根据需要选择。
在优选的实施例中，本发明实施例的行车坐标系构建方法还可以包括：
步骤S150，在本车的行驶过程，切换所述基准线以调整所述行车坐标系。
举例而言，根据当前路况、当前驾驶情况等确定是否需要调整行车坐标系以使行车坐标系能始终与道路走势一致，以更为精准地反映本车、目标与道路之间的映射关系。
图3是本发明实施例中基准线切换规则的示意图。如图3所示，切换所述基准线可以包括：
步骤S310，以预先设置的默认道路边界线为所述基准线。
举例而言，默认道路边界线为最左侧道路边界，其位置及限定的行车坐标系X FO FY F如图4所示。其中，L1、L2分别表示车辆左侧的两条车道线，R1、R2分别表示车辆右侧的两条车道线。
步骤S320，获取关于本车的导航方向信息，切换所述基准线为所述导航方向信息示出的导航方向侧的道路边界线。
具体地，有导航方向信息时，以导航方向侧的道路边界线为行车坐标系的基准线，且有导航提示时开始切换(或保持)行车基准线。举例而言，如图5所示，导航方向信息指出导航方向为向右，则最右侧道路边界线为基准线。
再次参考图3，在优选的实施例中，切换所述基准线还可以包括：
步骤S330，在没有所述导航方向信息时，判断当前道路类型， 若本车当前所在道路为匝道，则保持当前的所述基准线不变。
举例而言，如图6所示，在本车当前所在道路为匝道时，保持当前基准线，对应的行车坐标系更能保持与道路走势的一致性。
步骤S340，若本车当前所在道路为主道，切换所述基准线为所述默认道路边界线。
此情景下的基准线切换情况可同样地参考图4，默认道路边界线同样可例如为最左侧道路边界。
进一步地，对于步骤S120，其是构建行车坐标系的核心，只要确定了坐标系原点，步骤S130中的坐标轴方向及步骤S140中的最终的行车坐标系都更易于确定。因此，图7是本发明优选的实施例中计算行车坐标系原点的示意图，其给出了步骤S120中确定本车位置与所述基准线距离最小的基准线点作为所述行车坐标系的原点O F的具体步骤，即如下三个步骤：
1)在所述基准线上设置间距相同的若干个基准线点。
举例而言，基准线点可通过对基准线在车辆坐标下的方程进行离散化得到，基准线点越密越好，例如间距可以为0.1m。
2)计算每一个基准线点与本车位置的欧式距离。
3)以所计算出的欧式距离最短的点作为所述行车坐标系的原点O F。
具体地，计算基准线上每一个基准线点与本车位置的欧式距离以寻找本车位置与基准线距离最小的基准线点(图7中D2对应的基准线点)，即
Figure PCTCN2019108402-appb-000001
最小时，对应的坐标
Figure PCTCN2019108402-appb-000002
作为行车坐标系的原点O F。
据此，基于计算出的行车坐标系的原点O F，确定道路引导线方向为行车坐标系的X F轴，并确定与X F轴遵循左手定则的方向为所述行车坐标系的Y F轴，从而形成了最终的行车坐标系X FO FY F。
综上所述，本发明实施例建立了一种行车坐标系，且通过该行车坐标系可以很好的实现针对目标的区域划分，同时可得到更准确的距离信息，特别是在弯道工况下，行车坐标系中使用纵向弧长来表示道路目标等的纵向距离，相较于车辆坐标系下的直线距离，能更真实的 表达本车与道路目标之间的距离。
实施例二
图8是本发明实施例二的一种行车坐标系构建系统的结构示意图，该行车坐标系构建系统与上述实施例的行车坐标系构建基于相同的发明思路。如图8所示，所述行车坐标系构建系统可以包括：基准线确定模块810，用于确定本车所在道路的一侧道路边界线为建立行车坐标系的基准线；原点确定模块820，在车辆坐标系下，确定本车位置与所述基准线距离最小的基准线点作为所述行车坐标系的原点O F；坐标轴确定模块830，用于基于所述原点O F，确定道路引导线方向为所述行车坐标系的X F轴，并确定与所述道路引导线方向遵循左手定则的方向为所述行车坐标系的Y F轴；以及坐标系建立模块840，用于基于所述原点O F、X F轴和所述Y F轴，形成对应的行车坐标系。
在优选的实施例中，所述行车坐标系构建系统还可以包括：基准线切换模块850，用于在本车的行驶过程，切换所述基准线以调整所述行车坐标系。
在优选的实施例中，所述行车坐标系构建系统还可以包括：导航方向信息获取模块860，用于获取关于本车的导航方向信息；并且所述基准线切换模块850切换所述基准线包括：所述基准线切换模块850以预先设置的默认道路边界线为所述基准线；以及所述基准线切换模块850获取所述导航方向信息，并切换所述基准线为所述导航方向信息示出的导航方向侧的道路边界线。
在优选的实施例中，所述行车坐标系构建系统还可以包括：道路类型判断模块870，用于判断当前道路类型；并且所述基准线切换模块850切换所述基准线还包括：若本车当前所在道路为匝道，则保持当前的所述基准线不变；以及若本车当前所在道路为主道，则切换所述基准线为所述默认道路边界线。
在优选的实施例中，所述原点确定模块820包括(图中未示出)：点设置子模块，用于在所述基准线上设置间距相同的若干个基准线点；距离计算子模块，用于计算每一个基准线点与本车位置的欧式距离；以及原点确定子模块，用于以所计算出的欧式距离最短的点作为所述 行车坐标系的原点O F。
需说明的是，本发明实施例的所述行车坐标系构建系统与上述实施例的所述行车坐标系构建方法的具体实施细节及效果相同或相似，在此不再赘述。
实施例三
实施例三是对实施例一的方案的应用，其提供了一种用于确定车道线坐标的方法，该方法可以包括以下步骤：采用实施例一的方法构建行车坐标系；以及计算所述车道线在所述行车坐标系下的坐标。
其中，不论是车辆坐标系下的车道线还是行车坐标系下的车道线都不可能使用点来描述，其数据量很大，也不方便。但是，再次参考图2，可知在所述行车坐标系下，车道线上的每一点的横坐标是相同的，并且由于行车坐标系是与车道线走势完全一致的坐标系，车道线之间相互平行，所以描述弯曲的车道线在行车坐标系下的坐标只用一个参数就可以，即可只计算车道线上的点在行车坐标系下的纵坐标来确定对应的车道线坐标。
图9A是本发明实施例三的一种优选的确定行车坐标系下的车道线坐标的方法的示意图。参考图9A，计算所述车道线在所述行车坐标系下的坐标具体可以包括以下步骤：
A1)将待计算的车道线离散化为车辆坐标系下的多个车道线点。
如图9A所示，以左侧车道线L1为例，在已知L1在车辆坐标系下的方程的情况下，易于将L1离散化为车辆坐标系下的点信息。其中，点的间距优选为越密越好，例如间距是0.1m。
A2)计算所述待计算的车道线上的每一个车道线点与所述行车坐标系的原点的欧氏距离，以所计算出的最短欧氏距离为该车道线在行车坐标系下的横坐标。
图9B是本发明实施例三中用车道线在行车坐标系下的横坐标表示车道线坐标的示意图。参考图9B，可知车道线之间互相平行，所以各车道线上平行对应的点的纵坐标X F用绝对值表示是相同的，从而可以只用车道线在行车坐标系下的横坐标Y F(即车道线至行车坐标系基准线之间的距离L1CO f、L2CO f、R1CO f、R2CO f)就可以描述 弯曲车道线在行车坐标系下的坐标，对于直道更是如此。
对此，再次参考图9A，其中D2就是L1上的某车道线点至所述行车坐标系的原点O F的距离，即可通过D2表示该车道线点在行车坐标系下的坐标。其他车道线在行车坐标系下的坐标计算与之类似。
图9C是本发明实施例三的另一种优选的确定行车坐标系下的车道线坐标的方法的示意图。参考图9C，计算所述车道线在所述行车坐标系下的坐标具体可以包括以下步骤：
B1)拟合得到待计算的车道线在车辆坐标系下的一元三次方程，其中该一元三次方程的常数项C0反映了本车中心点至相应车道线的最短距离。
举例而言，所述一元三次方程为y＝c0+c1*x+c2x 2+c3x 3，其中车辆坐标系是以左为正，在本车左侧的车道线c0是正值，在本车右侧的车道线C0为负值。C0反映了本车中心点至相应车道线的最短距离，所以可以直接借用车道线在车辆坐标系下的C0值来反应本车距离车道线的距离属性。如图9C所示，对应于不同车道线，它们对应的C0值可以表示为C0L1、C0L2，C0R1和C0R2。
B2)确定本车中心点在所述行车坐标系下的距离(0，Y0)，计算Y0值与所述待计算的车道线所对应的C0值的差值，通过该差值表示相应车道线在所述行车坐标系下的车道线坐标。
举例而言，再次参考图9C，根据本车中心点在行车坐标系下的坐标(0，Y0)与上述每条车道线的C0计算差值，得到每条车道线在行车坐标系下的坐标，例如对于本车左侧车道线L1，其行车坐标系坐标为L1CO f＝(Y0-C0L1)。其他车道线在行车坐标系下的坐标计算与之类似。
其中，图9C所示出的计算所述车道线在所述行车坐标系下的坐标的方法较图9A所对应的方法计算量小，适用性更强。
进一步地，参考实施例一，在本车的行驶过程中，基准线是可以切换的，据此本发明实施例三的方法还可以包括：在本车的行驶过程，切换所述基准线以调整所述行车坐标系，并计算所述车道线在调整后的行车坐标系下的坐标。即，使车道线坐标随着行车坐标系的变化而 适应性地变化，从而更能准确地反映车道线的走势。其中，切换所述基准线的方式可参考实施例一，在此则不再赘述。
综上所述，本发明实施例三利用了行车坐标系来确定车道线坐标，而行车坐标系相对于常规的车辆坐标系，能更真实地表达本车与车道线之间的关系，且省去了在车辆坐标系下大量复杂计算的过程，有助于很好地进行道路目标的区域划分，例如道路目标的行车横坐标已知，车道线的行车横坐标已知，可直接进行大小判断以确定在道路目标划分至车道线确定的哪个区域中。
实施例四
本发明实施例四提供了一种用于确定车道线坐标的系统，该系统与实施例三的用于确定车道线坐标的方法基于相同的发明思路，且采用了实施例二所述的行车坐标系构建系统。该系统可以包括：上述实施例二的行车坐标系构建系统，用于构建行车坐标系；以及车道线坐标计算模块，用于计算所述车道线在所述行车坐标系下的坐标。
基于“在所述行车坐标系下，车道线上的每一点的横坐标是相同的”这一事实，在一种优选的实施例中，所述车道线坐标计算模块可以包括：离散化模块，用于将待计算的车道线离散化为车辆坐标系下的多个车道线点；以及第一坐标确定模块，用于计算所述待计算的车道线上的每一个车道线点与所述行车坐标系的原点的欧氏距离，以所计算出的最短欧氏距离为该车道线在行车坐标系下的纵坐标。
在另一种优选的实施例中，所述车道线坐标计算模块可以包括：拟合模块，用于拟合得到待计算的车道线在车辆坐标系下的一元三次方程，其中该一元三次方程的常数项C0反映了本车中心点至相应车道线的最短距离；第二坐标确定模块，用于确定本车中心点在所述行车坐标系下的距离(0，Y0)，计算Y0值与所述待计算的车道线所对应的C0值的差值，并通过该差值表示相应车道线在所述行车坐标系下的车道线坐标。
另外，在行车目标坐标构建系统包括实施例二中的基准线切换模块的情况下，所述车道线坐标计算模块还用于计算车道线在调整后的行车坐标系下的坐标，即，使车道线坐标随着行车坐标系的变化而适 应性地变化，从而更能准确地反映弯道车道线等的正确走势，有助于进行道路目标基于车道线进行区域划分。
本发明实施例四的具体实施细节及有益效果可参考本发明实施例三，在此同时不再赘述。
实施例五
实施例五是对实施例一的方案的应用，其提供了一种用于确定道路目标坐标的方法，该方法可以包括：采用实施例一的方法构建行车坐标系；以及计算所述道路目标在所述行车坐标系下的坐标。
图10是本发明实施例中确定道路目标在行车坐标系下的坐标的方法的示意图，该方法基于实施例一中基于基准线点确定所述行车坐标系的原点的方法，且可以包括以下步骤：
A1)从所述原点O F开始，向所述道路目标相对于本车的方向遍历所述基准线点。
如图10所示，将基准线点编号为d1、d2、d3……dn以从原点O F开始遍历，其中根据所述道路目标相对于本车的方向，可能是向前遍历，也可能是向后遍历。在优选的实施例中，目标和基准线在车辆坐标系下的坐标已知，那么可以从原点O F开始对车辆坐标系下的地图点向前或向后遍历，其中向前/向后遍历主要是通过道路目标在车辆坐标系下的坐标正负决定，当道路目标在车辆坐标系下的纵向距离为正，那么向前遍历，当道路目标在车辆坐标系下的纵向距离为负，那么向后遍历。
A2)计算所遍历的基准线点与所述道路目标之间的欧氏距离，以所计算出的最短欧氏距离为所述道路目标在所述行车坐标系下的横坐标。
举例而言，遍历基准线点并所遍历的各基准点与目标之间的欧式距离，当距离最小时(为距离为图10中的D2)，停止遍历，输出道路目标在行车坐标系下的横坐标(即最近点与道路目标之间的欧式距离D2)和最近点在基准线中的序号。
A3)获取所计算出的所述最短欧氏距离所对应的所述基准线点的点序号信息，计算该基准线点与所述原点O F之间的弧长，并以该 弧长为所述道路目标在所述行车坐标系下的纵坐标。
举例而言，通过前面计算，可得到道路目标对应基准线最近点的点序号信息，计算该点与行车坐标原点之间的弧长。如图10所示，此弧长是根据基准线上点与点之间的欧式距离累加计算得到，即d＝d1+d2+d3+…，d即为道路目标在行车坐标系下的纵坐标。
进一步地，参考实施例一，在本车的行驶过程中，基准线是可以切换的，据此本发明实施例五的方法还可以包括：在本车的行驶过程，切换所述基准线以调整所述行车坐标系，并计算所述道路目标在调整后的行车坐标系下的坐标。即，使道路目标的坐标随着行车坐标系的变化而适应性地变化，从而更能准确地反映该道路目标在弯道等工况下相对于本车的正确所在区域。其中，切换所述基准线的方式可参考实施例一，在此则不再赘述。
综上所述，本发明实施例五利用了行车坐标系来确定道路目标的坐标，而行车坐标系相对于常规的车辆坐标系，能更真实地表达本车与道路目标之间的距离，有助于很好地进行道路目标的区域划分。
实施例六
本发明实施例六提供了一种用于确定道路目标坐标的系统，该系统与实施例三的用于确定道路目标坐标的方法基于相同的发明思路，且采用了实施例二所述的行车坐标系构建系统。该系统可以包括：实施例二的行车坐标系构建系统，用于构建行车坐标系；以及目标坐标计算模块，用于计算所述道路目标在所述行车坐标系下的坐标。
在优选的实施例中，所述目标坐标计算模块可以包括：遍历模块，用于从所述原点O F开始，向所述道路目标相对于本车的方向遍历所述基准线点；横坐标计算模块，用于计算所遍历的基准线点与所述道路目标之间的欧氏距离，以所计算出的最短欧氏距离为所述道路目标在所述行车坐标系下的横坐标；以及纵坐标计算模块，用于获取所计算出的所述最短欧氏距离所对应的所述基准线点的点序号信息，计算该基准线点与所述原点O F之间的弧长，并以该弧长为所述道路目标在所述行车坐标系下的纵坐标。
另外，在行车目标坐标构建系统包括实施例二中的基准线切换模 块的情况下，所述目标坐标计算模块还用于计算所述道路目标在调整后的行车坐标系下的坐标，即，使道路目标的坐标随着行车坐标系的变化而适应性地变化，从而更能准确地反映该道路目标在弯道等工况下相对于本车的正确所在区域。
本发明实施例六的具体实施细节及有益效果可参考本发明实施例三，在此同时不再赘述。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，例如适应性改变步骤的执行顺序以及调节功能模块间的连接关系，均应包含在本发明的保护范围之内。
本领域技术人员可以理解实现上述实施例方法中的全部或部分步骤是可以通过程序来指令相关的硬件来完成，该程序存储在一个存储介质中，包括若干指令用以使得单片机、芯片或处理器(processor)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、磁碟或者光盘等各种可以存储程序代码的介质。
此外，本发明实施例的各种不同的实施例之间也可以进行任意组合，只要其不违背本发明实施例的思想，其同样应当视为本发明实施例所公开的内容。

Claims (16)

  1. 一种行车坐标系构建方法，其特征在于，所述行车坐标系构建方法包括：
    确定本车所在道路的一侧道路边界线为建立行车坐标系的基准线；
    在车辆坐标系下，确定本车位置与所述基准线距离最小的基准线点作为所述行车坐标系的原点O F；
    基于所述原点O F，确定道路引导线方向为所述行车坐标系的X F轴，并确定与所述道路引导线方向遵循左手定则的方向为所述行车坐标系的Y F轴；以及
    基于所述原点O F、X F轴和所述Y F轴，形成对应的行车坐标系。
  2. 根据权利要求1所述的行车坐标系构建方法，其特征在于，所述行车坐标系构建方法还包括：
    在本车的行驶过程，切换所述基准线以调整所述行车坐标系；
    其中，所述切换所述基准线包括：
    以预先设置的默认道路边界线为所述基准线，并获取关于本车的导航方向信息，以及切换所述基准线为所述导航方向信息示出的导航方向侧的道路边界线；和/或
    在没有所述导航方向信息时，判断当前道路类型，若本车当前所在道路为匝道，则保持当前的所述基准线不变，若本车当前所在道路为主道，切换所述基准线为所述默认道路边界线。
  3. 根据权利要求1所述的行车坐标系构建方法，其特征在于，所述确定本车位置与所述基准线距离最小的基准线点作为所述行车坐标系的原点O F包括：
    在所述基准线上设置间距相同的若干个基准线点；
    计算每一个基准线点与本车位置的欧式距离；
    以所计算出的欧式距离最短的点作为所述行车坐标系的原点O F。
  4. 一种用于确定车道线坐标的方法，其特征在于，所述方法包括：
    采用权利要求1至3中任意一项所述的行车坐标系构建方法构建所述行车坐标系；以及
    计算所述车道线在所述行车坐标系下的坐标。
  5. 根据权利要求4所述的用于确定车道线坐标的方法，其特征在于，所述计算所述车道线在所述行车坐标系下的坐标包括：
    将待计算的车道线离散化为车辆坐标系下的多个车道线点；以及
    计算所述待计算的车道线上的每一个车道线点与所述行车坐标系的原点的欧氏距离，以所计算出的最短欧氏距离为该车道线在行车坐标系下的横坐标；
    其中，对于相互平行的车道线，能够通过所述车道线在行车坐标系下的横坐标表示车道线坐标。
  6. 根据权利要求4中所述的用于确定车道线坐标的方法，其特征在于，所述计算所述车道线在所述行车坐标系下的坐标包括：
    拟合得到待计算的车道线在车辆坐标系下的一元三次方程，其中该一元三次方程的常数项C0反映了本车中心点至相应车道线的最短距离；以及
    确定本车中心点在所述行车坐标系下的距离(0，Y0)，计算Y0值与所述待计算的车道线所对应的C0值的差值，通过该差值表示相应车道线在所述行车坐标系下的车道线坐标。
  7. 一种用于确定道路目标坐标的方法，其特征在于，该方法包括：
    采用权利要求1至3中任意一项所述的行车坐标系构建方法构建所述行车坐标系；以及
    计算所述道路目标在所述行车坐标系下的坐标。
  8. 根据权利要求7所述的用于确定道路目标坐标的方法，其特 征在于，所述计算所述道路目标在所述行车坐标系下的坐标包括：
    从所述原点O F开始，向所述道路目标相对于本车的方向遍历所述基准线点；
    计算所遍历的基准线点与所述道路目标之间的欧氏距离，以所计算出的最短欧氏距离为所述道路目标在所述行车坐标系下的横坐标；以及
    获取所计算出的所述最短欧氏距离所对应的所述基准线点的点序号信息，计算该基准线点与所述原点O F之间的弧长，并以该弧长为所述道路目标在所述行车坐标系下的纵坐标。
  9. 一种行车坐标系构建系统，其特征在于，所述行车坐标系构建系统包括：
    基准线确定模块，用于确定本车所在道路的一侧道路边界线为建立行车坐标系的基准线；
    原点确定模块，在车辆坐标系下，确定本车位置与所述基准线距离最小的基准线点作为所述行车坐标系的原点O F；
    坐标轴确定模块，用于基于所述原点O F，确定道路引导线方向为所述行车坐标系的X F轴，并确定与所述道路引导线方向遵循左手定则的方向为所述行车坐标系的Y F轴；以及
    坐标系建立模块，用于基于所述原点O F、X F轴和所述Y F轴，形成对应的行车坐标系。
  10. 根据权利要求9所述的行车坐标系构建系统，其特征在于，所述行车坐标系构建系统还包括：
    基准线切换模块，用于在本车的行驶过程，切换所述基准线以调整所述行车坐标系；以及
    导航方向信息获取模块和/或道路类型判断模块；
    其中，所述导航方向信息获取模块用于获取关于本车的导航方向信息，并且使所述基准线切换模块切换所述基准线包括：所述基准线切换模块以预先设置的默认道路边界线为所述基准线；以及所述基准线切换模块获取所述导航方向信息，并切换所述基准线为所述导航方 向信息示出的导航方向侧的道路边界线；
    其中，所述道路类型判断模块用于判断当前道路类型；并且使所述基准线切换模块切换所述基准线还包括：若本车当前所在道路为匝道，则保持当前的所述基准线不变；以及若本车当前所在道路为主道，则切换所述基准线为所述默认道路边界线。
  11. 根据权利要求9中所述的行车坐标系构建系统，其特征在于，所述原点确定模块包括：
    点设置子模块，用于在所述基准线上设置间距相同的若干个基准线点；
    距离计算子模块，用于计算每一个基准线点与本车位置的欧式距离；以及
    原点确定子模块，用于以所计算出的欧式距离最短的点作为所述行车坐标系的原点O F。
  12. 一种用于确定车道线坐标的系统，其特征在于，所述用于确定车道线坐标的系统包括：
    权利要求9至11中任意一项所述的行车坐标系构建系统，用于构建行车坐标系；以及
    车道线坐标计算模块，用于计算所述车道线在所述行车坐标系下的坐标。
  13. 根据权利要求12所述的用于确定车道线坐标的系统，其特征在于，所述车道线坐标计算模块包括：
    离散化模块，用于将待计算的车道线离散化为车辆坐标系下的多个车道线点；以及
    第一坐标确定模块，用于计算所述待计算的车道线上的每一个车道线点与所述行车坐标系的原点的欧氏距离，以所计算出的最短欧氏距离为该车道线在行车坐标系下的横坐标；
    其中，对于相互平行的车道线，能够通过所述车道线在行车坐标系下的横坐标表示车道线坐标。
  14. 根据权利要求12所述的用于确定车道线坐标的系统，所述车道线坐标计算模块包括：
    拟合模块，用于拟合得到待计算的车道线在车辆坐标系下的一元三次方程，其中该一元三次方程的常数项C0反映了本车中心点至相应车道线的最短距离；
    第二坐标确定模块，用于确定本车中心点在所述行车坐标系下的距离(0，Y0)，计算Y0值与所述待计算的车道线所对应的C0值的差值，并通过该差值表示相应车道线在所述行车坐标系下的车道线坐标。
  15. 一种用于确定道路目标坐标的系统，其特征在于，所述用于确定道路目标坐标的系统包括：
    权利要求9至11中任意一项所述的行车坐标系构建系统，用于构建行车坐标系；以及
    目标坐标计算模块，用于计算所述道路目标在所述行车坐标系下的坐标。
  16. 根据权利要求15所述的用于确定道路目标坐标的系统，其特征在于，所述目标坐标计算模块包括：
    遍历模块，用于从所述原点O F开始，向所述道路目标相对于本车的方向遍历所述基准线点；
    横坐标计算模块，用于计算所遍历的基准线点与所述道路目标之间的欧氏距离，以所计算出的最短欧氏距离为所述道路目标在所述行车坐标系下的横坐标；以及
    纵坐标计算模块，用于获取所计算出的所述最短欧氏距离所对应的所述基准线点的点序号信息，计算该基准线点与所述原点O F之间的弧长，并以该弧长为所述道路目标在所述行车坐标系下的纵坐标。
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