CN110244725B

CN110244725B - Control method and device for simulated vehicle, storage medium and electronic device

Info

Publication number: CN110244725B
Application number: CN201910512536.4A
Authority: CN
Inventors: 杜海宁
Original assignee: Tencent Technology Shenzhen Co Ltd
Current assignee: Tencent Technology Shenzhen Co Ltd
Priority date: 2019-06-13
Filing date: 2019-06-13
Publication date: 2020-09-11
Anticipated expiration: 2039-06-13
Also published as: CN110244725A

Abstract

The invention discloses a control method and device of a simulated vehicle, a storage medium and an electronic device. Wherein, the method comprises the following steps: under the condition that a simulated vehicle passes through a target road section used for determining a steering direction in a target map, acquiring a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction; determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the first congestion index and the second congestion index; determining a target steering direction of the simulated vehicle in the to-be-selected steering directions according to the first selection probability corresponding to each to-be-selected steering direction; and controlling the simulated vehicle to perform steering operation according to the target steering direction. The invention solves the technical problem of traffic deadlock caused by excessive aggregation of simulation vehicles.

Description

Control method and device for simulated vehicle, storage medium and electronic device

Technical Field

The invention relates to the technical field of simulation, in particular to a control method and device of a simulated vehicle, a storage medium and an electronic device.

Background

In the automatic driving simulation, other background traffic vehicles are required to be arranged at the periphery of the test vehicle so as to verify a decision algorithm for the test vehicle to run in the traffic flow. In the virtual city level automatic driving simulation, background traffic vehicles and test vehicles freely run in a complex road network covering a large range, and the driving behaviors of the background vehicles may cause some traffic scenes, so that the driving decision behaviors of the test vehicles are influenced, and the aim of helping the test vehicles to verify the automatic driving decision algorithm is fulfilled.

However, the virtual city level automatic driving simulation is generally large in scale and complex in road network, so that it is difficult to accurately control the driving of all vehicles in the road network, which results in too many or too few local vehicles, and local traffic jam or deadlock may be formed when too many local vehicles are gathered, thereby reducing simulation efficiency and wasting system resources.

In view of the above problems, no effective solution has been proposed.

Disclosure of Invention

The embodiment of the invention provides a control method and device of a simulation vehicle, a storage medium and an electronic device, which are used for at least solving the technical problem of traffic deadlock caused by excessive aggregation of the simulation vehicle.

According to an aspect of an embodiment of the present invention, there is provided a control method of a simulated vehicle, including: under the condition that a simulated vehicle passes through a target road section used for determining a steering direction in a target map, acquiring a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction; determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the first congestion index and the second congestion index; determining a target steering direction of the simulated vehicle in the to-be-selected steering directions according to the first selection probability corresponding to each to-be-selected steering direction; and controlling the simulated vehicle to perform steering operation according to the target steering direction.

According to an aspect of an embodiment of the present invention, there is provided a control method of a simulated vehicle, including: receiving a starting command for starting the simulation test; displaying a plurality of simulated vehicles running in the target map in response to the starting command; under the condition that the simulated vehicle passes through a target road section which is used for determining the steering direction in a target map, determining the target steering direction of the simulated vehicle according to a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in the to-be-selected steering direction; and displaying the simulated vehicle on the target map to perform steering operation according to the target steering direction.

According to another aspect of the embodiments of the present invention, there is also provided a control apparatus of a simulated vehicle, including: the acquisition module is used for acquiring a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction under the condition that the simulated vehicle passes through a target road section used for determining the steering direction in a target map; the device comprises a first determining module, a second determining module and a control module, wherein the first determining module is used for determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, and the first selected probability is negatively correlated with the first congestion index and the second congestion index; the second determining module is used for determining the target steering direction of the simulated vehicle in the to-be-selected steering direction according to the first selected probability corresponding to each to-be-selected steering direction; and the control module is used for controlling the simulated vehicle to perform steering operation according to the target steering direction.

According to another aspect of the embodiments of the present invention, there is also provided a control apparatus of a simulated vehicle, including: the receiving module is used for receiving a starting command for starting the simulation test; the first display module is used for responding to the starting command and displaying a plurality of simulated vehicles running in the target map; the determining module is used for determining the target steering direction of the simulated vehicle according to a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in the to-be-selected steering direction under the condition that the simulated vehicle passes through a target road section used for determining the steering direction in a target map; and the second display module is used for displaying the steering operation of the simulated vehicle according to the target steering direction on the target map.

According to still another aspect of the embodiments of the present invention, there is also provided a storage medium having a computer program stored therein, wherein the computer program is configured to execute the control method of the simulated vehicle described above when running.

According to another aspect of the embodiments of the present invention, there is also provided an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor executes the control method of the simulated vehicle through the computer program.

In the embodiment of the invention, under the condition that the simulated vehicle passes through a road section, a first selected probability of the to-be-selected steering direction is determined according to a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in the to-be-selected steering direction, so that a target steering direction of the simulated vehicle is determined according to the first selected probability of each to-be-selected steering direction, and the probability that the simulated vehicle enters the lane with high congestion degree is smaller through the negative correlation between the first selected probability and the first congestion index and the second congestion index, so that the technical effects of regulating the steering of the simulated vehicle according to the congestion index of the lane, reducing congestion deadlock are achieved, and the technical problem of traffic deadlock caused by too much gathered simulated vehicles is solved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:

FIG. 1 is a schematic diagram of an application environment of an alternative control method for a simulated vehicle according to an embodiment of the invention;

FIG. 2 is a schematic flow chart diagram of an alternative simulated vehicle control method according to an embodiment of the invention;

FIG. 3 is a schematic illustration of an alternative target map according to an embodiment of the present invention;

FIG. 4 is a schematic illustration of an alternative target map according to an embodiment of the invention;

FIG. 5 is a schematic illustration of yet another alternative target map according to an embodiment of the present invention;

FIG. 6 is a schematic flow chart diagram illustrating an alternative method of simulating vehicle control in accordance with an embodiment of the present invention;

FIG. 7 is a schematic flow chart diagram illustrating an alternative method of simulating vehicle control in accordance with an embodiment of the present invention;

FIG. 8 is a schematic illustration of yet another alternative target map according to an embodiment of the present invention;

FIG. 9 is a schematic structural diagram of an alternative simulated vehicle control apparatus according to an embodiment of the invention;

fig. 10 is a schematic structural diagram of an alternative electronic device according to an embodiment of the invention.

Detailed Description

In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

According to an aspect of an embodiment of the present invention, a control method of a simulated vehicle is provided, optionally, as an optional implementation, the control method of a simulated vehicle may be applied, but not limited, to the environment as shown in fig. 1.

Simulation device 102 may display a simulation interface via display 108, including the target map and the simulated vehicles on the target map, and also including the autonomous driving test vehicles to be tested. The target map here may be a simulation map in a simulation test. The simulated vehicle is driven on the simulated map as a background vehicle, thereby simulating a road driving environment for the automatic driving test vehicle to be tested. In order to simulate a real driving environment and prevent the vehicles in the simulation map from being deadlocked on a part of roads, the simulation device 102 executes step S108 through the processor 106, and acquires a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction under the condition that the simulation vehicles pass through a target road segment for determining the steering direction in the target map; step S110, determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is negatively correlated with the first congestion index and the second congestion index; step S112, determining a target steering direction of the simulated vehicle in the to-be-selected steering directions according to the first selected probability corresponding to each to-be-selected steering direction; and step S114, controlling the simulated vehicle to perform steering operation according to the target steering direction. Here, the simulation device 102 determines the steering direction according to the first selected probability corresponding to each steering direction to be selected by controlling the simulated vehicle, so that the probability of the direction with a low entering congestion degree is high, excessive vehicles are prevented from being gathered at the steering position of the road, and local deadlock of the simulated map is avoided.

Alternatively, in the present embodiment, the control method of the simulated vehicle described above may be applied, but not limited to, in the simulation device 102 for controlling the steering of the simulated vehicle. The simulation device 102 may be, but not limited to, a mobile phone, a tablet computer, a notebook computer, a PC, and other terminal devices that support running a simulation test. The simulation device 102 may also perform data interaction with other devices, such as a user device, but may not be limited to data interaction via a network, so that the target map and the simulated vehicle on the target map are displayed on the user device. The network may include, but is not limited to, a wireless network or a wired network. Wherein, this wireless network includes: bluetooth, WIFI, and other networks that enable wireless communication. Such wired networks may include, but are not limited to: wide area networks, metropolitan area networks, and local area networks. The above is merely an example, and this is not limited in this embodiment.

The external environment that the autonomous vehicle faces after actually getting on the road is complicated and changeable, and in order to ensure safe driving of the autonomous vehicle on the actual road, a large number of tests are required to verify driving strategies and the like. Algorithms can be checked by utilizing simulation, and the algorithms such as perception, decision and the like of the automatic driving vehicle under different scenes can also be trained. In order to make the training environment compatible with the actual road conditions, a virtual city level automated driving simulation may be established. When the simulation starts to run, the simulated vehicles as background traffic flow vehicles and the simulated vehicles for automatic driving test form a fleet to run along the road direction, and when the vehicles run to the crossroads or the three-way intersections, the problem of route selection is faced, namely which downstream road the vehicles should run along. The target road section can be selected as a steering decision road section at a certain distance in front of the turnout, when the vehicle runs to the target road section, a steering direction (such as left-turn, straight-going or right-turn) can be given according to a certain preset proportion, and then the vehicle is switched to a corresponding downstream lane according to the direction and runs according to a corresponding signal lamp. But such vehicles can cause simulated vehicles, which are background traffic flow vehicles, to accumulate at some intersections, causing congestion or deadlock.

Optionally, as an optional implementation manner, as shown in fig. 2, the control method of the simulated vehicle includes:

step S202, under the condition that the simulated vehicle passes through a target road section used for determining the steering direction in a target map, a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction are obtained;

the target map may be a simulation map simulated in a simulation test. The simulated vehicle on the target map often has a plurality of selectable steering directions under the condition that the simulated vehicle passes through the steering intersection, and at the moment, a first congestion index and a second congestion index in each to-be-selected steering direction can be obtained, so that the target steering direction is determined according to different congestion indexes. It is understood that the congestion index herein is used to indicate the degree of congestion of the road. For example, a first congestion index may be determined based on traffic density on the outgoing lanes and a second congestion index may be determined based on traffic density on the incoming lanes.

It will be appreciated that in some cases, such as a restricted straight road, there is only one direction to be selected when passing through a turn intersection, and that the direction must be selected. Step S202 is only performed if there are at least two alternative steering directions. It is understood that a target road segment for determining a turning direction may be provided at a front section of a turning intersection of each road on the target map, and the turning direction needs to be determined in the case where the simulated vehicle travels to the target road segment. Here, a mapping relationship of the target road segment to the alternative steering direction may be set, thereby facilitating determination of the alternative steering direction at the target road segment according to the mapping relationship. As shown in fig. 3, in the case where the simulated vehicle enters the target road segment, it can be determined that there are 3 candidate steering directions.

The exit lane here may include: and steering the first lane allowed to run according to the steering direction to be selected. As shown in fig. 4, for a left turn, both lane 1 and lane 2 are exit lanes, and the dummy vehicle may travel on either lane 1 or lane 2 and perform a left turn operation. It will be appreciated that other lanes may be required to be traversed as the steering lane is entered. As shown in fig. 4, after the simulated vehicle determines to make a left turn, in order to make a left turn in the lane, it is necessary to enter lane 1 or lane 2 through lane 3. In order to ensure that the first selected probability determined according to the first congestion index and the second congestion index is more consistent with the congestion degree of the road under the driving of the simulated vehicle, the exiting lane can also comprise a second lane which is required to pass by the first lane. The entry lane here includes: and turning to a third lane allowed to run after the vehicle turns according to the steering direction to be selected.

Step S204, determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is negatively correlated with the first congestion index and the second congestion index;

here, the first selected probability is negatively correlated with the first congestion index and the second congestion index, that is, the first selected probability decreases as the first congestion index and the second congestion index increase, and increases as the first congestion index and the second congestion index decrease, so that the probability that the congested candidate steering direction is determined as the target steering direction is smaller than the candidate steering direction with a lower congestion degree, and the probability that the simulated vehicle selects the candidate steering direction with a lower congestion degree is larger. The first selected probability herein may be a negative correlation with the sum of the first congestion index and the second congestion index. It will be appreciated that since the simulated vehicle is more likely to jam on an outgoing lane during steering, the first selected probability may be negatively correlated with a weighted sum of the first congestion index and the second congestion index, optionally with the first congestion index being weighted more heavily than the second congestion index.

Step S206, determining the target steering direction of the simulated vehicle in the to-be-selected steering directions according to the first selected probability corresponding to each to-be-selected steering direction;

and step S208, controlling the simulated vehicle to perform steering operation according to the target steering direction.

In the embodiment of the invention, under the condition that the simulated vehicle passes through a road section, a first selected probability of the to-be-selected steering direction is determined according to a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in the to-be-selected steering direction, so that a target steering direction of the simulated vehicle is determined according to the first selected probability of each to-be-selected steering direction, and the probability that the simulated vehicle enters the lane with high congestion degree is smaller through the negative correlation between the first selected probability and the first congestion index and the second congestion index, so that the steering of the simulated vehicle is adjusted according to the congestion indexes of the lanes, and the congestion deadlock is reduced.

Optionally, as another optional implementation, the control method of the simulated vehicle includes:

s1, receiving a starting command for starting the simulation test;

s2, responding to the starting command, displaying a plurality of simulated vehicles running in the target map;

s3, determining the target steering direction of the simulated vehicle according to the first congestion index corresponding to the outgoing lane and the second congestion index corresponding to the incoming lane in the to-be-selected steering direction under the condition that the simulated vehicle passes through the target road section for determining the steering direction in the target map;

and S4, displaying the simulated vehicle on the target map to perform the steering operation according to the target steering direction.

It is understood that the target map in the embodiment of the present invention may be a planar map, or may be a bird's-eye perspective view, and the road of the virtual city for the simulation test is displayed on the target map.

The congestion index here is used to indicate the degree of congestion of the road on the target map. For example, a first congestion index may be determined based on traffic density on the outgoing lanes and a second congestion index may be determined based on traffic density on the incoming lanes. It will be appreciated that a target road segment may be provided upstream of each steer intersection to facilitate determination of a target steering direction for the simulated vehicle in the event that the simulated vehicle travels to the target road segment. It is understood that the embodiments of the present invention and the control method of the simulated vehicle of the above embodiments can be used for reference.

Optionally, displaying that the plurality of simulated vehicles travel in the target map in response to the start command comprises: and responding to the starting command, displaying a target map of the simulation test, and displaying lanes of a plurality of simulation vehicles entering the target map from the departure position on the target map, wherein the departure position is a position on the target map for displaying the simulation vehicles entering the target map. Here, the target map may be provided with a departure point for displaying that the dummy vehicle enters the target map from the departure point.

It can be understood that a plurality of simulation vehicles can drive into the target map along with the automatic driving test vehicle, and the simulation vehicles can be used as background vehicles to provide a test environment for the automatic driving test vehicle; or the simulated vehicles firstly drive into the target map, so that a simulated environment is formed after a certain number of simulated vehicles enter the target map, and the automatic driving test vehicle drives into the target map again at the moment.

Optionally, determining the target steering direction of the simulated vehicle according to the first congestion index corresponding to the outgoing lane and the second congestion index corresponding to the incoming lane in each of the to-be-selected steering directions includes: determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the first congestion index and the second congestion index; and determining the target steering direction of the simulated vehicle in the to-be-selected steering directions according to the first selected probability corresponding to each to-be-selected steering direction. The method comprises the steps that under the condition that a simulated vehicle passes through a road section, the first selected probability of the to-be-selected steering direction is determined according to the first congestion index corresponding to the outgoing lane and the second congestion index corresponding to the incoming lane in the to-be-selected steering direction, so that the target steering direction of the simulated vehicle is determined according to the first selected probability of each to-be-selected steering direction, the probability that the simulated vehicle enters the lane with high congestion degree is smaller through the negative correlation between the first selected probability and the first congestion index and the second congestion index, the steering of the simulated vehicle is adjusted according to the congestion indexes of the lanes, and congestion deadlock is reduced.

Optionally, the displaying the simulated vehicle on the target map to perform the steering operation according to the target steering direction includes: according to the target steering direction, determining a first target sub-lane from at least one first sub-lane of the outgoing lane, and determining a second target sub-lane from at least one second sub-lane of the incoming lane; and displaying that the simulated vehicle runs along the first target sub-lane, turns at the turning position of the first sub-lane and enters the second target sub-lane. Here, after the target steering direction is determined, the outgoing lane and the incoming lane may be determined according to the target steering direction, thereby determining the first target sub-lane and the second target sub-lane that are actually driven. It can be understood that, because the target steering direction is determined according to the first congestion index and the second congestion index, the probability that the simulated vehicle enters the lane with low congestion degree during steering is higher, so that the normal running of the simulated vehicle is ensured, and the probability of local deadlock is reduced.

Optionally, after displaying that the plurality of simulated vehicles run in the target map, the method may further include: and in the case that the staying time of any one simulated vehicle on the lane of the target map is larger than a fourth threshold value, displaying that the simulated vehicle with the staying time larger than the fourth threshold value is removed from the target map. It will be appreciated that by removing simulated vehicles having a dwell time greater than the fourth threshold, simulated vehicles that are partially congested or deadlocked may also be removed, thereby improving the efficiency of the simulation operation. The removal here may be that the simulated vehicle with the stay time greater than the fourth threshold is no longer displayed on the target map.

It is understood that the following alternative embodiments may be applied to the control methods of the simulated vehicle of the above two embodiments, and the above methods may be mutually referred to.

Optionally, determining the first selection probability of the candidate steering direction according to the first congestion index and the second congestion index corresponding to the candidate steering direction includes: and determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the sum of the first congestion index and the second congestion index, or the first selected probability is in negative correlation with the weighted sum of the first congestion index and the second congestion index. Optionally, the first congestion index is weighted more heavily than the second congestion index. Here, the first selected probability is negatively correlated with the first congestion index and the second congestion index, so that the probability that the congested candidate steering direction is determined as the target steering direction is smaller than the candidate steering direction with a lower congestion degree, thereby making the probability that the simulated vehicle selects the candidate steering direction with a lower congestion degree greater.

Optionally, determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, where the first selected probability is negatively correlated with a sum of the first congestion index and the second congestion index, and the method includes: under the condition that the sum of a first congestion index and a second congestion index corresponding to the to-be-selected steering direction is larger than or equal to a first threshold value, determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the sum of the first congestion index and the second congestion index; or determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is negatively correlated with a weighted sum of the first congestion index and the second congestion index, and the method comprises the following steps of: and under the condition that the weighted sum of the first congestion index and the second congestion index corresponding to the to-be-selected steering direction is greater than or equal to a second threshold value, determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the weighted sum of the first congestion index and the second congestion index.

Here, it can be understood that when the number of the simulated vehicles on the target map is too large, if the first selection probability of the candidate steering direction corresponding to the simulated vehicle is determined for each simulated vehicle, the required calculation amount is large. And under the condition that the number of vehicles which exit from the lane and enter the lane corresponding to each steering direction to be selected is less, no matter which steering direction to be selected is selected, the road congestion cannot be caused. Therefore, in the embodiment of the present invention, when the sum of the first congestion index and the second congestion index corresponding to the candidate steering direction is greater than or equal to the first threshold, the first selected probability of the candidate steering direction is determined according to the first congestion index and the second congestion index corresponding to the candidate steering direction, or when the weighted sum of the first congestion index and the second congestion index corresponding to the candidate steering direction is greater than or equal to the second threshold, the first selected probability of the candidate steering direction is determined according to the first congestion index and the second congestion index corresponding to the candidate steering direction. The first threshold value here may be equal to the second threshold value.

It is to be understood that the first probability assigned to the candidate steering direction may be determined as the first selected probability in case the sum of the first congestion index and the second congestion index is smaller than the first threshold, or the second probability assigned to the candidate steering direction may be determined as the first selected probability in case the weighted sum of the first congestion index and the second congestion index is smaller than the second threshold. For example, the corresponding selection probabilities may be configured in advance for each of the candidate steering directions, such as a probability of 30% for a left turn, a probability of 30% for a right turn, and a probability of 40% for a straight line.

Optionally, when the sum of the first congestion index and the second congestion index corresponding to the candidate steering direction is greater than or equal to the first threshold, determining the first selection probability of the candidate steering direction according to the first congestion index and the second congestion index corresponding to the candidate steering direction includes: and under the condition that the sum of the first congestion index and the second congestion index corresponding to the to-be-selected steering direction is greater than or equal to a first threshold, determining the proportion of the sum of the first congestion index and the second congestion index corresponding to the to-be-selected steering direction in a first numerical value as a first selected probability corresponding to the to-be-selected steering direction, wherein the first numerical value is the sum of the first congestion index and the second congestion index corresponding to each to-be-selected steering direction.

Here, it can be represented by the formula P_i＝F_i/Σ(F_i) Calculating to obtain a first selection probability P corresponding to the to-be-selected steering direction i_iWherein F is_i＝1/(D_iin+D_iout)，D_ioutA first congestion index, D, corresponding to the steering direction i to be selected_iinAnd the congestion index is a second congestion index corresponding to the to-be-selected steering direction i.

Optionally, when the simulated vehicle passes through a target road segment in the target map for determining the steering direction, acquiring a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction includes: under the condition that the simulated vehicle passes through the target road section, determining an outgoing lane and an incoming lane corresponding to the to-be-selected steering direction, wherein the outgoing lane comprises: according to the first lane that the steering direction of waiting to select allowed to travel and the second lane that the first lane needs to pass of entering, it includes to drive into the lane: a third lane allowed to run after steering according to the steering direction to be selected; determining a first traffic density corresponding to the exiting lane as a first congestion index, wherein the first traffic density is related to the number of vehicles on the exiting lane; and determining a second traffic density corresponding to the entering lane as a second congestion index, wherein the second traffic density is related to the number of vehicles entering the lane.

The first lane allowed to run by steering according to the steering direction to be selected and the second lane required to pass by the first lane are determined as the running lanes, so that the actual running condition of the simulated vehicle on the target map is better met, and the target steering direction selected according to the first congestion index subsequently is more accurate. In the embodiment of the invention, a first traffic density corresponding to the exiting lane is determined as a first congestion index, and a second traffic density corresponding to the entering lane is determined as a second congestion index. The traffic density is used to indicate the density of vehicles on the lane, and for example, the number of vehicles exiting the lane at a certain instant unit length may be determined as a first traffic density, and the number of vehicles entering the lane at the instant unit length may be determined as a second traffic density. It is understood that the traffic volume or speed on the lane may also be determined as the congestion index, for example, the traffic volume or speed corresponding to the exiting lane may be determined as a first congestion index, and the traffic volume or speed corresponding to the entering lane may be determined as a second congestion index, where the speed may be a traffic flow speed. It will be appreciated that the first lane is all allowed lanes if the candidate steering direction is implemented and the second lane is all allowed lanes if the candidate steering direction is implemented. Referring to fig. 4, a left turn is taken as an example, and the first lane includes lane 1 and lane 2 as shown.

Optionally, the controlling the simulated vehicle to perform the steering operation according to the target steering direction includes: according to the target steering direction, determining a first target sub-lane from at least one first sub-lane of the outgoing lane, and determining a second target sub-lane from at least one second sub-lane of the incoming lane; and controlling the simulated vehicle to run along the first target sub-lane, turn at the turning position of the first sub-lane and run into the second target sub-lane. Here, after the target steering direction is determined, the outgoing lane and the incoming lane may be determined according to the target steering direction, thereby determining an actual driving lane. It can be understood that, in order to simulate the ordered driving of the vehicle, the first target sub-lanes and the second target sub-lanes may be in one-to-one correspondence, and when the first target sub-lanes are determined, the first target sub-lanes drive into the second target sub-lanes according to the driving along the pre-configured first path. As shown in fig. 5, at the time of left turn, left turn may be performed along path 1 or path 2, at the time of straight traveling, straight traveling may be performed along path 3, path 4 or path 5, and at the time of right turn, right turn may be performed along path 6 or path 7. It will be appreciated that if the simulated vehicle is in lane 4 and the determined target steering direction is a left turn, the simulated vehicle will need to enter the first target sub-lane by changing lanes, as shown in figure 4. It is understood that the sub-lane herein refers to an actual single lane on the target map, and the simulation is that the vehicle travels on a single lane while traveling.

Optionally, the determining a first target sub-lane from at least one first sub-lane of the outgoing lanes comprises: under the condition that the number of the first sub-lanes is greater than or equal to 2, acquiring a third congestion index corresponding to each first sub-lane; determining a second selection probability of the first sub-lane according to a third congestion index corresponding to the first sub-lane, wherein the second selection probability and the third congestion index are in negative correlation; and determining a first target sub-lane in which the simulated vehicle runs in the first sub-lanes according to the second selection probability corresponding to each first sub-lane.

Referring now to fig. 4, taking a left turn as an example, the simulated vehicle needs to enter a left turn lane, i.e., lane 1 or lane 2 shown in fig. 4, after determining the left turn as the target steering direction. At this time, third congestion indexes corresponding to the lane 1 and the lane 2 may be acquired, so that a second selection probability of each of the lane 1 and the lane 2 is determined according to the third congestion indexes, and a lane in which the simulated vehicle actually travels is selected. Here, the congestion index of each first sub-lane is further considered, so that the probability that the simulated vehicle enters the first sub-lane with higher congestion degree is lower than that of the first sub-lane with lower congestion degree, and the probability that the vehicle is locally deadlocked can be further reduced.

Optionally, the determining a first target sub-lane from at least one first sub-lane of the outgoing lanes comprises: and randomly determining first target sub-lanes from the first sub-lanes under the condition that the number of the first sub-lanes is greater than or equal to 2, wherein the probability that each first sub-lane is determined as the first target sub-lane is the same. It is of course understood that in another alternative embodiment of the present invention, the first target sub-lane may be randomly selected among at least 2 first sub-lanes.

It can be understood that, for the second target sub-lanes, a third selection probability of the second sub-lanes may also be determined according to fourth congestion indexes respectively corresponding to the second sub-lanes, so as to determine the second target sub-lanes according to the third selection probability of each second sub-lane; or, randomly selecting a second target sub-lane from at least 2 second sub-lanes, wherein the probability that each second sub-lane is determined as the second target sub-lane is the same.

It is understood that, in the case of determining the first target sub-lane, the second target sub-lane may also be determined according to a predetermined mapping relationship between the first target sub-lane and the second target sub-lane, that is, each first target sub-lane corresponds to one pre-configured second target sub-lane, so as to reduce the amount of calculation.

Optionally, before acquiring a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction when the simulated vehicle passes through a target road segment in the target map for determining the steering direction, the method further includes: and in the case that the stay time of any simulated vehicle on the lane of the target map is larger than the third threshold value, removing the simulated vehicle with the stay time larger than the third threshold value from the lane of the target map.

Here, since the number of the simulated vehicles that need to be controlled in the simulation test is large, it is possible for some of the simulated vehicles to stay on the target map due to a program problem, and therefore the stay time of each of the simulated vehicles on the target map is counted, and in the case where the stay time is greater than the third threshold value, the simulated vehicle can be removed from the target map. It will be appreciated that by removing simulated vehicles having a dwell time greater than the third threshold, simulated vehicles that are partially congested or deadlocked may also be removed, thereby improving the efficiency of the simulation run. The third threshold value here may be equal to the fourth threshold value in the above description.

Embodiments of the present invention are illustrated below with reference to fig. 6 to 8.

Step S601, determining whether the simulated vehicle passes through the target road segment. Here, it is determined whether the steering direction of the simulated vehicle needs to be determined by determining whether the simulated vehicle passes through the target link.

In step S602, a target steering direction of the simulated vehicle is determined. Here, in a case where the simulated vehicle passes through the target link, the selection probability of the candidate steering direction is determined according to a first congestion index corresponding to an exit lane of the candidate steering direction and a second congestion index corresponding to the exit lane, and the target steering direction is determined according to the selection probability of each candidate steering direction.

And step S603, judging whether the simulated vehicle runs in the corresponding lane. Here, it is necessary to determine whether the simulated vehicle is currently traveling on the lane corresponding to the target steering direction after the target steering direction is determined.

And step S604-1, controlling the simulated vehicle to change lanes. And controlling the simulated vehicle to change the lane so as to enter the lane corresponding to the target steering direction when the simulated vehicle does not run on the lane corresponding to the target steering direction.

And step S604-2, controlling the simulated vehicle to perform steering operation and normally run. In the case where the simulated vehicle is traveling in the corresponding lane, the simulated vehicle is controlled to turn at the turning position, and the turning operation is performed, thereby normally traveling.

In step S605, it is determined whether the simulated vehicle is in a stopped state. The time that the simulated vehicle on the target map of the simulated city is in a stopped state is monitored.

And step S606, the timer counts and accumulates the stay time of the simulated vehicle. When the simulated vehicle is in a stopped state, the stop time of the simulated vehicle is integrated, and the stop time of the simulated vehicle is calculated.

In step S607, it is determined whether the staying time reaches the third threshold. Here, the stay time of the simulated vehicle is judged, so that the simulated vehicle with the stay time reaching the third threshold value is removed conveniently.

And step S608, removing the simulated vehicle with the stopping time reaching the third threshold value. Here, the simulated vehicle whose stay time reaches the third threshold is thereby removed from the target map. Therefore, the simulation test is prevented from being influenced by road congestion caused by program errors or deadlock of the simulation vehicle.

And step S609, selecting the next simulated vehicle. Here, since the number of the simulated vehicles on the target map of the simulation test is large, it is necessary to detect each of the simulated vehicles. It can be understood that, under the condition that the simulated vehicles pass through the target road section, all the simulated vehicles can be controlled to stop, so that the target steering direction of each simulated vehicle passing through the target road section is determined, and after the target steering direction of each simulated vehicle passing through the target road section is determined, all the simulated vehicles are controlled to start, so that the determination of the target steering directions of different simulated vehicles is prevented from causing time delay.

In the embodiment of the invention, the traffic simulation of the virtual city level where the target map is located is provided with the departure point and the receiving point.

As shown in fig. 8, the departure point may be set on a road at the outer edge of the target map or at the head of the map break for the simulated vehicles and test vehicles as background traffic flow to enter the system.

The vehicle receiving point can be arranged on a road at the outer edge of the target map or a broken road of the map, so that the simulated vehicle and the test vehicle can exit the system. When the simulated vehicle runs to the vehicle receiving point, the simulated vehicle is removed from the system in any lane, so that the traffic jam is not generated on the road where the vehicle receiving point is located due to insufficient road traffic capacity.

Referring to fig. 7, the setting method for the departure point and the arrival point may include:

in step S701, it is determined whether all departure points are traversed, where a plurality of departure points may be preset at different positions on the target map. In the case where all the exit points are traversed, step S706 is executed.

And step S702, setting the next departure point as the current departure point under the condition that all the departure points are not traversed. Here, by setting the departure point, the vehicle is simulated so that the departure point exits. It can be understood that the vehicles which are driven out are all new simulated vehicles which do not appear on the target map, so that the simulated vehicles driven out from the vehicle-out point are supplemented, a certain number of simulated vehicles are guaranteed to be driven on the target map, and the driving environment is simulated for the automatic driving test vehicle.

Step S703, determining whether the road congestion index at the vehicle point exceeds a fifth threshold. If it is determined that the road congestion index of the departure point does not exceed the fifth threshold, the simulated vehicle is controlled to exit from the departure point, and step S701 is executed again.

And step S704, judging whether the downstream signal lamp is in the adjusting cooling period or not under the condition that the road congestion index of the vehicle point is judged to exceed the fifth threshold value. Here, in the case where it is determined that the downstream winker is in the regulation cooling period, step S701 is executed again.

In step S705, the traffic light is adjusted when the downstream traffic light is not in the adjustment cooling period. As shown in fig. 8, the green phase time of the signal lamp 801 can be prolonged by adjusting the signal lamp 801, so that the simulated vehicle exiting from the departure point can pass through the road where the departure point is located as soon as possible, and congestion of the simulated vehicle on the road where the departure point is located is avoided.

Step S706, under the condition of traversing all the departure points, judging whether all the receiving points are traversed. It can be understood that in the case of traversing all the pick-up points, it can be judged whether the total simulation time is reached, so that in the case of reaching the total simulation time, the simulation is ended. And under the condition that all the vehicle receiving points are traversed and the total simulation time is not reached, executing the step S701 so as to traverse all the vehicle outlet points again.

In step S707, the next pick-up point is set as the current pick-up point when all the pick-up points are not traversed.

In step S708, it is determined that the road congestion index at the departure point exceeds a fifth threshold.

And step S709, judging whether the upstream signal lamp is in the cooling regulation period or not under the condition that the road congestion index of the vehicle receiving point is judged to exceed the fifth threshold value.

In step S710, the traffic light is adjusted when the upstream traffic light is not in the adjustment cooling period. Here, the green light phase time corresponding to the road connected to the pick-up point can be prolonged by adjusting the signal light, so that the simulated vehicle can enter the pick-up point as soon as possible, and congestion is avoided.

It should be noted that, in the embodiment of the present invention, the sequence numbers of the above steps do not limit the sequence of the steps, and the sequence of the step execution is determined according to the logical relationship between the steps. Meanwhile, the threshold mentioned in the embodiment of the present invention may be set and adjusted according to actual situations, and the present invention is not limited thereto.

It should be noted that, for simplicity of description, the above-mentioned method embodiments are described as a series of acts or combination of acts, but those skilled in the art will recognize that the present invention is not limited by the order of acts, as some steps may occur in other orders or concurrently in accordance with the invention. Further, those skilled in the art should also appreciate that the embodiments described in the specification are preferred embodiments and that the acts and modules referred to are not necessarily required by the invention.

According to another aspect of the embodiment of the invention, there is also provided a control apparatus of a dummy vehicle for implementing the control method of a dummy vehicle described above. As shown in fig. 9, the apparatus includes:

an obtaining module 902, configured to obtain a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction when the simulated vehicle passes through a target road segment in a target map, where the target road segment is used to determine a steering direction;

A first determining module 904, configured to determine a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, where the first selected probability is negatively correlated with the first congestion index and the second congestion index;

A second determining module 906, configured to determine a target steering direction of the simulated vehicle in the to-be-selected steering directions according to the first selected probability corresponding to each to-be-selected steering direction;

and a control module 908 for controlling the simulated vehicle to perform a steering operation in the target steering direction.

Optionally, the first determining module includes: the first determining unit is used for determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the sum of the first congestion index and the second congestion index, or the first selected probability is in negative correlation with the weighted sum of the first congestion index and the second congestion index. Here, the first selected probability is negatively correlated with the first congestion index and the second congestion index, so that the probability that the congested candidate steering direction is determined as the target steering direction is smaller than the candidate steering direction with a lower congestion degree, thereby making the probability that the simulated vehicle selects the candidate steering direction with a lower congestion degree greater.

Optionally, the first determining unit is specifically configured to: under the condition that the sum of a first congestion index and a second congestion index corresponding to the to-be-selected steering direction is larger than or equal to a first threshold value, determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the sum of the first congestion index and the second congestion index; or, the first determining unit is specifically configured to: and under the condition that the weighted sum of the first congestion index and the second congestion index corresponding to the to-be-selected steering direction is greater than or equal to a second threshold value, determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the weighted sum of the first congestion index and the second congestion index.

Here, it can be understood that when the number of the simulated vehicles on the target map is too large, if the first selection probability of the candidate steering direction corresponding to the simulated vehicle is determined for each simulated vehicle, the required calculation amount is large. And under the condition that the number of the simulated vehicles of the outgoing lane and the incoming lane corresponding to each steering direction to be selected is less, no matter which steering direction to be selected is selected, the road congestion cannot be caused. Therefore, in the embodiment of the present invention, when the sum of the first congestion index and the second congestion index corresponding to the candidate steering direction is greater than or equal to the first threshold, the first selected probability of the candidate steering direction is determined according to the first congestion index and the second congestion index corresponding to the candidate steering direction, or when the weighted sum of the first congestion index and the second congestion index corresponding to the candidate steering direction is greater than or equal to the second threshold, the first selected probability of the candidate steering direction is determined according to the first congestion index and the second congestion index corresponding to the candidate steering direction.

Optionally, the first determining unit is specifically configured to: and under the condition that the sum of the first congestion index and the second congestion index corresponding to the to-be-selected steering direction is greater than or equal to a first threshold, determining the proportion of the sum of the first congestion index and the second congestion index corresponding to the to-be-selected steering direction in a first numerical value as a first selected probability corresponding to the to-be-selected steering direction, wherein the first numerical value is the sum of the first congestion index and the second congestion index corresponding to each to-be-selected steering direction.

Optionally, the obtaining module includes: the second determining unit is used for determining an outgoing lane and an incoming lane corresponding to the to-be-selected steering direction under the condition that the simulated vehicle passes through the target road section, wherein the outgoing lane comprises: according to the first lane that the steering direction of waiting to select allowed to travel and the second lane that the first lane needs to pass of entering, it includes to drive into the lane: a third lane allowed to run after steering according to the steering direction to be selected; a third determining unit, configured to determine a first traffic density corresponding to the outgoing lane as a first congestion index, where the first traffic density is related to the number of vehicles on the outgoing lane; and the fourth determining unit is used for determining a second traffic density corresponding to the entering lane as a second congestion index, wherein the second traffic density is related to the number of vehicles entering the lane.

The first lane allowed to run by steering according to the steering direction to be selected and the second lane required to pass by the first lane are determined as the running lanes, so that the actual running condition of the simulated vehicle on the target map is better met, and the target steering direction selected according to the first congestion index subsequently is more accurate. In the embodiment of the invention, a first traffic density corresponding to the exiting lane is determined as a first congestion index, and a second traffic density corresponding to the entering lane is determined as a second congestion index. The traffic density is used to indicate the density of vehicles on the lane, and for example, the number of vehicles exiting the lane at a certain instant unit length may be determined as a first traffic density, and the number of vehicles entering the lane at the instant unit length may be determined as a second traffic density. It is understood that the traffic volume or speed on the lane may also be determined as the congestion index, for example, the traffic volume or speed corresponding to the exiting lane may be determined as the first congestion index, and the traffic volume or speed corresponding to the entering lane may be determined as the second congestion index.

Optionally, the control module includes: a fifth determining unit, configured to determine, according to the target steering direction, a first target sub-lane from at least one first sub-lane of the outgoing lane, and determine a second target sub-lane from at least one second sub-lane of the incoming lane; and the first control unit is used for controlling the simulated vehicle to run along the first target sub-lane, turn at the turning position of the first sub-lane and run into the second target sub-lane.

Here, after the target steering direction is determined, the outgoing lane and the incoming lane may be determined according to the target steering direction, thereby determining an actual driving lane. It can be understood that, in order to simulate the ordered driving of the vehicle, the first target sub-lanes and the second target sub-lanes may be in one-to-one correspondence, and when the first target sub-lanes are determined, the first target sub-lanes drive into the second target sub-lanes according to the driving along the pre-configured first path.

Optionally, the fifth determining unit is specifically configured to: under the condition that the number of the first sub-lanes is greater than or equal to 2, acquiring a third congestion index corresponding to each first sub-lane; determining a second selection probability of the first sub-lane according to a third congestion index corresponding to the first sub-lane, wherein the second selection probability and the third congestion index are in negative correlation; and determining a first target sub-lane in which the simulated vehicle runs in the first sub-lanes according to the second selection probability corresponding to each first sub-lane.

Optionally, the fifth determining unit is specifically configured to: and randomly determining first target sub-lanes from the first sub-lanes under the condition that the number of the first sub-lanes is greater than or equal to 2, wherein the probability that each first sub-lane is determined as the first target sub-lane is the same.

Optionally, the apparatus may further include: and the removing module is used for removing the simulated vehicles with the stay time larger than the third threshold value from the lane of the target map under the condition that the stay time of any simulated vehicle on the lane of the target map is larger than the third threshold value.

Here, since the number of the simulated vehicles that need to be controlled in the simulation test is large, it is possible for some of the simulated vehicles to stay on the target map due to a program problem, and therefore the stay time of each of the simulated vehicles on the target map is counted, and in the case where the stay time is greater than the third threshold value, the simulated vehicle can be removed from the target map. It will be appreciated that by removing simulated vehicles having a dwell time greater than the third threshold, simulated vehicles that are partially congested or deadlocked may also be removed, thereby improving the efficiency of the simulation run.

According to another aspect of the embodiment of the invention, there is also provided a control apparatus of a dummy vehicle for implementing the control method of a dummy vehicle described above. The device includes: the receiving module is used for receiving a starting command for starting the simulation test; the first display module is used for responding to the starting command and displaying a plurality of simulated vehicles running in the target map; the determining module is used for determining the target steering direction of the simulated vehicle according to a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in the to-be-selected steering direction under the condition that the simulated vehicle passes through a target road section used for determining the steering direction in a target map; and the second display module is used for displaying the steering operation of the simulated vehicle according to the target steering direction on the target map. The congestion index here is used to indicate the degree of congestion of the road on the target map. For example, a first congestion index may be determined based on traffic density on the outgoing lanes and a second congestion index may be determined based on traffic density on the incoming lanes. It will be appreciated that a target road segment may be provided upstream of each steer intersection to facilitate determination of a target steering direction for the simulated vehicle in the event that the simulated vehicle travels to the target road segment. It is understood that the embodiments of the present invention and the control device of the simulated vehicle of the above embodiments can be used for reference.

Optionally, the first display module includes: and the first display unit is used for responding to the starting command, displaying a target map of the simulation test, and displaying a plurality of lanes of the simulation vehicles entering the target map from the departure position on the target map, wherein the departure position is a position on the target map for displaying the simulation vehicles entering the target map.

Optionally, the determining module includes: the first determining unit is used for determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is negatively correlated with the first congestion index and the second congestion index; and the second determining unit is used for determining the target steering direction of the simulated vehicle in the steering directions to be selected according to the first selection probability corresponding to each steering direction to be selected. The method comprises the steps that under the condition that a simulated vehicle passes through a road section, the first selected probability of the to-be-selected steering direction is determined according to the first congestion index corresponding to the outgoing lane and the second congestion index corresponding to the incoming lane in the to-be-selected steering direction, so that the target steering direction of the simulated vehicle is determined according to the first selected probability of each to-be-selected steering direction, the probability that the simulated vehicle enters the lane with high congestion degree is smaller through the negative correlation between the first selected probability and the first congestion index and the second congestion index, the steering of the simulated vehicle is adjusted according to the congestion indexes of the lanes, and congestion deadlock is reduced.

Optionally, the second display module includes: a third determining unit, configured to determine, according to the target steering direction, a first target sub-lane from at least one first sub-lane of the outgoing lane, and determine a second target sub-lane from at least one second sub-lane of the incoming lane; and the second display unit is used for displaying that the simulated vehicle runs along the first target sub-lane, turns at the turning position of the first sub-lane and runs into the second target sub-lane.

Optionally, the apparatus may further include: and the removing module is used for displaying that the simulated vehicles with the stay time larger than the fourth threshold value are removed from the target map under the condition that the stay time of any simulated vehicle on the lane of the target map is larger than the fourth threshold value.

According to yet another aspect of an embodiment of the present invention, there is also provided an electronic device for implementing the control method for simulating a vehicle, as shown in fig. 10, the electronic device includes a memory 1002 and a processor 1004, the memory 1002 stores therein a computer program, and the processor 1004 is configured to execute the steps in any one of the method embodiments through the computer program.

Optionally, in this embodiment, the electronic apparatus may be located in at least one network device of a plurality of network devices of a computer network.

Optionally, in this embodiment, the processor may be configured to execute the following steps by a computer program:

s1, under the condition that the simulated vehicle passes through a target road section used for determining the steering direction in the target map, acquiring a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction;

s2, determining a first selected probability of the to-be-selected steering direction according to a first congestion index and a second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is negatively correlated with the first congestion index and the second congestion index;

s3, determining the target steering direction of the simulated vehicle in the to-be-selected steering directions according to the first selected probability corresponding to each to-be-selected steering direction;

and S4, controlling the simulated vehicle to perform steering operation according to the target steering direction.

Optionally, in this embodiment, the processor may be further configured to execute, by the computer program, the following steps:

s1, receiving a starting command for starting the simulation test;

s3, determining the target steering direction of the simulated vehicle according to the first congestion index corresponding to the outgoing lane and the second congestion index corresponding to the incoming lane in each to-be-selected steering direction under the condition that the simulated vehicle passes through the target road section used for determining the steering direction in the target map;

Alternatively, it can be understood by those skilled in the art that the structure shown in fig. 10 is only an illustration, and the electronic device may also be a terminal device such as a smart phone (e.g., an Android phone, an iOS phone, etc.), a tablet computer, a palm computer, a Mobile Internet Device (MID), a PAD, and the like. Fig. 10 is a diagram illustrating a structure of the electronic device. For example, the electronic device may also include more or fewer components (e.g., network interfaces, etc.) than shown in FIG. 10, or have a different configuration than shown in FIG. 10.

The memory 1002 may be used to store software programs and modules, such as program instructions/modules corresponding to the method and apparatus for controlling a simulated vehicle in the embodiment of the present invention, and the processor 1004 executes various functional applications and data processing by running the software programs and modules stored in the memory 1002, so as to implement the above-mentioned method for controlling a simulated vehicle. The memory 1002 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 1002 may further include memory located remotely from the processor 1004, which may be connected to the terminal over a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof. The memory 1002 may be, but not limited to, specifically configured to store information such as a target map. As an example, as shown in fig. 10, the memory 1002 may include, but is not limited to, an obtaining module 902, a first determining module 904, a second determining module 906, and a control module 908 of the control device of the simulated vehicle. In addition, other module units in the control device of the simulated vehicle may also be included, but are not limited to, and are not described in detail in this example.

Optionally, the above-mentioned transmission device 1006 is used for receiving or sending data via a network. Examples of the network may include a wired network and a wireless network. In one example, the transmission device 1006 includes a Network adapter (NIC) that can be connected to a router via a Network cable and other Network devices so as to communicate with the internet or a local area Network. In one example, the transmission device 1006 is a Radio Frequency (RF) module, which is used for communicating with the internet in a wireless manner.

In addition, the electronic device further includes: a display 1008 for displaying a target map and a simulated vehicle; and a connection bus 1010 for connecting the respective module parts in the above-described electronic apparatus.

According to a further aspect of embodiments of the present invention, there is also provided a storage medium having a computer program stored therein, wherein the computer program is arranged to perform the steps of any of the above-mentioned method embodiments when executed.

Alternatively, in the present embodiment, the storage medium may be configured to store a computer program for executing the steps of:

Optionally, in this embodiment, the storage medium may be further configured to store a computer program for executing the following steps:

s1, receiving a starting command for starting the simulation test;

Alternatively, in this embodiment, a person skilled in the art may understand that all or part of the steps in the methods of the foregoing embodiments may be implemented by a program instructing hardware associated with the terminal device, where the program may be stored in a computer-readable storage medium, and the storage medium may include: flash disks, Read-Only memories (ROMs), Random Access Memories (RAMs), magnetic or optical disks, and the like.

The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.

The integrated unit in the above embodiments, if implemented in the form of a software functional unit and sold or used as a separate product, may be stored in the above computer-readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing one or more computer devices (which may be personal computers, servers, network devices, etc.) to execute all or part of the steps of the method according to the embodiments of the present invention.

In the above embodiments of the present invention, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.

In the several embodiments provided in the present application, it should be understood that the disclosed client may be implemented in other manners. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units is only one type of division of logical functions, and there may be other divisions when actually implemented, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.

Claims

1. A control method of a simulated vehicle, characterized by comprising:

under the condition that a simulated vehicle passes through a target road section used for determining a steering direction in a target map, acquiring a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction;

determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is negatively correlated with the first congestion index and the second congestion index;

determining a target steering direction of the simulated vehicle in the to-be-selected steering directions according to the first selected probability corresponding to each to-be-selected steering direction;

and controlling the simulated vehicle to perform steering operation according to the target steering direction.

2. The method as claimed in claim 1, wherein determining the first selected probability of the candidate steering direction according to the first congestion index and the second congestion index corresponding to the candidate steering direction comprises:

and determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is negatively correlated with the sum of the first congestion index and the second congestion index, or the first selected probability is negatively correlated with the weighted sum of the first congestion index and the second congestion index.

3. The control method of a simulation vehicle according to claim 2,

determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is negatively correlated with the sum of the first congestion index and the second congestion index, and the method comprises the following steps of: under the condition that the sum of the first congestion index and the second congestion index corresponding to the to-be-selected steering direction is greater than or equal to a first threshold value, determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the sum of the first congestion index and the second congestion index; alternatively, the first and second electrodes may be,

determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is negatively correlated with a weighted sum of the first congestion index and the second congestion index, and the method comprises the following steps of: and under the condition that the weighted sum of the first congestion index and the second congestion index corresponding to the to-be-selected steering direction is greater than or equal to a second threshold value, determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is in negative correlation with the weighted sum of the first congestion index and the second congestion index.

4. The method as claimed in claim 3, wherein determining the first selected probability of the candidate steering direction according to the first congestion index and the second congestion index corresponding to the candidate steering direction when the sum of the first congestion index and the second congestion index corresponding to the candidate steering direction is greater than or equal to a first threshold value comprises:

and when the sum of the first congestion index and the second congestion index corresponding to the to-be-selected steering direction is greater than or equal to the first threshold, determining the proportion of the sum of the first congestion index and the second congestion index corresponding to the to-be-selected steering direction in a first numerical value as the first selected probability corresponding to the to-be-selected steering direction, wherein the first numerical value is the sum of the first congestion index and the second congestion index corresponding to each to-be-selected steering direction.

5. The method as claimed in claim 1, wherein the step of obtaining a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each of the candidate steering directions in the case where the simulated vehicle passes through a target road segment in a target map for determining the steering direction comprises:

determining the exit lane and the entrance lane corresponding to the to-be-selected steering direction under the condition that the simulated vehicle passes through the target road segment, wherein the exit lane comprises: according to the to-be-selected steering direction, steering a first lane allowed to run and a second lane required to pass by for entering the first lane, wherein the entering lane comprises: a third lane allowed to run after steering according to the steering direction to be selected;

determining a first traffic density corresponding to the exiting lane as the first congestion index, wherein the first traffic density is related to the number of vehicles on the exiting lane;

and determining a second traffic density corresponding to the entering lane as the second congestion index, wherein the second traffic density is related to the number of vehicles on the entering lane.

6. The control method of a simulated vehicle according to claim 1, wherein controlling the simulated vehicle to perform a steering operation in the target steering direction comprises:

according to the target steering direction, determining a first target sub-lane from at least one first sub-lane of the outgoing lane, and determining a second target sub-lane from at least one second sub-lane of the incoming lane;

and controlling the simulated vehicle to run along the first target sub-lane, turn at the turning position of the first sub-lane and run into the second target sub-lane.

7. The method of claim 6, wherein determining a first target sub-lane from at least one first sub-lane of the outgoing lanes comprises:

under the condition that the number of the first sub lanes is greater than or equal to 2, acquiring a third congestion index corresponding to each first sub lane;

determining a second selected probability of the first sub-lane according to the third congestion index corresponding to the first sub-lane, wherein the second selected probability is negatively related to the third congestion index;

and determining the first target sub-lane in which the simulated vehicle runs in the first sub-lanes according to the second selection probability corresponding to each first sub-lane.

8. The method of claim 6, wherein determining a first target sub-lane from at least one first sub-lane of the outgoing lanes comprises:

and randomly determining the first target sub-lanes from the first sub-lanes under the condition that the number of the first sub-lanes is greater than or equal to 2, wherein the probability that each first sub-lane is determined as the first target sub-lane is the same.

9. The method as claimed in any one of claims 1 to 8, wherein before acquiring a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each of the candidate steering directions in a case where the simulated vehicle passes through a target link for determining a steering direction in a target map, the method further comprises:

in the case that the staying time of any one of the simulated vehicles on the lane of the target map is larger than a third threshold, removing the simulated vehicle with the staying time larger than the third threshold from the lane of the target map.

10. A control method of a simulated vehicle, characterized by comprising:

receiving a starting command for starting the simulation test;

displaying a plurality of simulated vehicles running in a target map in response to the start command;

under the condition that the simulated vehicle passes through a target road section which is used for determining the steering direction in a target map, determining the target steering direction of the simulated vehicle according to a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in the to-be-selected steering direction;

and displaying the simulated vehicle on the target map to perform steering operation according to the target steering direction.

11. The method of claim 10, wherein displaying a plurality of simulated vehicles traveling in a target map in response to the start command comprises:

responding to the starting command, displaying the target map of the simulation test, and displaying a plurality of lanes of the simulation vehicle entering the target map from the departure position on the target map, wherein the departure position is a position on the target map for displaying the simulation vehicle entering the target map.

12. The method as claimed in claim 10, wherein determining the target steering direction of the simulated vehicle according to the first congestion index corresponding to the outgoing lane and the second congestion index corresponding to the incoming lane in each of the candidate steering directions comprises:

and determining the target steering direction of the simulated vehicle in the candidate steering directions according to the first selected probability corresponding to each candidate steering direction.

13. The control method of a simulated vehicle according to claim 10, wherein displaying the simulated vehicle on the target map for a steering operation in the target steering direction comprises:

and displaying that the simulated vehicle runs along the first target sub-lane, turns at the turning position of the first sub-lane and runs into the second target sub-lane.

14. The control method of a simulated vehicle according to claim 10, wherein after displaying that a plurality of simulated vehicles travel in a target map, said method further comprises:

in the case that the stay time of any one of the simulated vehicles on the lane of the target map is greater than a fourth threshold, displaying that the simulated vehicle with the stay time greater than the fourth threshold is removed from the target map.

15. A control device for a simulated vehicle, characterized by comprising:

the acquisition module is used for acquiring a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in each to-be-selected steering direction under the condition that the simulated vehicle passes through a target road section used for determining the steering direction in a target map;

the first determining module is used for determining a first selected probability of the to-be-selected steering direction according to the first congestion index and the second congestion index corresponding to the to-be-selected steering direction, wherein the first selected probability is negatively correlated with the first congestion index and the second congestion index;

the second determining module is used for determining the target steering direction of the simulated vehicle in the to-be-selected steering direction according to the first selected probability corresponding to each to-be-selected steering direction;

and the control module is used for controlling the simulated vehicle to perform steering operation according to the target steering direction.

16. A control device for a simulated vehicle, characterized by comprising:

the receiving module is used for receiving a starting command for starting the simulation test;

the first display module is used for responding to the starting command and displaying a plurality of simulated vehicles running in a target map;

the determining module is used for determining the target steering direction of the simulated vehicle according to a first congestion index corresponding to an outgoing lane and a second congestion index corresponding to an incoming lane in the to-be-selected steering direction under the condition that the simulated vehicle passes through a target road section which is used for determining the steering direction in a target map;

and the second display module is used for displaying the steering operation of the simulated vehicle according to the target steering direction on the target map.

17. A storage medium, characterized in that the storage medium comprises a stored program, wherein the program when executed performs the method of any of the preceding claims 1 to 14.

18. An electronic device comprising a memory and a processor, characterized in that the memory has stored therein a computer program, the processor being arranged to execute the method of any of claims 1 to 14 by means of the computer program.