CN115451980A - Method and device for determining key road target - Google Patents

Method and device for determining key road target Download PDF

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Publication number
CN115451980A
CN115451980A CN202110553584.5A CN202110553584A CN115451980A CN 115451980 A CN115451980 A CN 115451980A CN 202110553584 A CN202110553584 A CN 202110553584A CN 115451980 A CN115451980 A CN 115451980A
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China
Prior art keywords
target
vehicle
vehicle safety
length
safety zone
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CN202110553584.5A
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Chinese (zh)
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张亦涵
李向旭
车玉涵
范时伟
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Huawei Technologies Co Ltd
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Huawei Technologies Co Ltd
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Priority to CN202110553584.5A priority Critical patent/CN115451980A/en
Publication of CN115451980A publication Critical patent/CN115451980A/en
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3461—Preferred or disfavoured areas, e.g. dangerous zones, toll or emission zones, intersections, manoeuvre types, segments such as motorways, toll roads, ferries

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Abstract

The application relates to the field of automatic driving of vehicles, in particular to a method and a device for determining a key road target, wherein the method comprises the following steps: acquiring the speed of a vehicle, the width of a lane and the position of a target; generating a first vehicle safety zone according to the vehicle speed and the lane width to form one of the vehicle safety zones, wherein the first vehicle safety zone is a circle which takes the vehicle as a circle center and takes a first length as a radius; the target is a critical target when the location of the target is within the vehicle safety zone. The ability of the sensing module for determining the key target is improved, the complexity of the algorithm and the power consumption of the automatic driving controller are reduced, and the cost of hardware is saved.

Description

Method and device for determining key road target
Technical Field
The present application relates to the field of automatic driving of vehicles, and in particular to a method, an apparatus, a computing device, a computer readable storage medium, a computer program product and a vehicle for determining a road key objective.
Background
With the development of the automatic driving technology, the requirement of the automatic driving technology on the computing capability of the automatic driving control platform is higher and higher. Due to the limited computing capability of the automatic driving control platform, the automatic driving control platform cannot process information of all targets around the vehicle, and only processes information of key targets which can influence decision making of the automatic driving control platform, wherein the key targets are screened from all targets around the vehicle based on preset rules. At present, screening methods of some key targets are complex, and a hardware processor is required to have higher computing capacity and can bear higher power consumption; some screening methods for key targets need to label targets manually, and are low in screening efficiency and high in labor cost.
Therefore, how to screen out the key targets with lower operation complexity, lower cost and higher efficiency becomes an urgent problem to be solved in the industry.
Disclosure of Invention
In view of the above, the present application provides a method, an apparatus, a computing device, a computer-readable storage medium, a computer program product, and a vehicle for determining a road key target, which are simple in operation, do not require the computing device to have a high operation capability, reduce power consumption of the computing device, save hardware cost, and have high efficiency in determining the road key target.
In a first aspect of the present application, a method for determining a road key target is provided, including:
acquiring the vehicle speed, the lane width and the position of a target;
generating a first vehicle safety region according to the vehicle speed and the lane width to form one of the vehicle safety regions, wherein the first vehicle safety region is a circle which takes the vehicle as the center of a circle and takes the first length as the radius;
the target is a critical target when the location of the target is within a safe area of the vehicle.
Through the arrangement, the shape and the size of the vehicle safety area can be determined according to the vehicle speed and the lane width, whether the target is located in the vehicle safety area or not is determined according to the position of the target and the radius of the vehicle safety area, and the key target is further determined.
In one possible implementation manner, the method further includes: acquiring a planned track of a vehicle; generating a second vehicle safety area according to the vehicle speed, the lane width and the planning track, wherein the second vehicle safety area is an area swept by a line segment with a second length, taking the vehicle as a starting point and moving a third length along the planning track, the midpoint of the line segment is located in the planning track, and the moving tracks at two ends of the line segment are parallel to the planning track; the union of the first vehicle safety zone and the second vehicle safety zone constitutes a vehicle safety zone.
In one possible implementation, the minimum distance between the movement trajectories is equal to the second length.
Through the setting, the shape and the size of the second vehicle safety area can be further determined according to the planned track of the vehicle, the coverage range of the vehicle safety area is expanded, the key target is further determined more comprehensively, and the missing detection of the key target is avoided.
In one possible implementation manner, the method further includes: when the target is located outside the vehicle safety area, acquiring a predicted track of the target; determining a minimum distance between a predicted trajectory of the target and a planned trajectory of the vehicle, the minimum distance being a minimum distance between a first point on the predicted trajectory and a second point on the planned trajectory, and determining a time difference between arrival of the target at the first point and arrival of the vehicle at the second point; the target is a critical target when a minimum distance between the predicted trajectory of the target and the planned trajectory of the vehicle is less than a first distance and a time difference is less than a first time duration.
Through the arrangement, the key targets outside the vehicle safety area can be further determined, so that the key targets can be determined more comprehensively, and the omission of the key targets is avoided.
In one possible implementation manner, the method further includes: when the target is located outside the vehicle safety area, acquiring a predicted track of the target; determining a minimum distance between the predicted trajectory of the target and a boundary of a vehicle safety zone; the target is a key target when a minimum distance between the predicted trajectory of the target and a boundary of the vehicle safety zone is less than a second distance.
Through the arrangement, the key targets outside the vehicle safety area can be further determined, so that the key targets can be determined more comprehensively, and the omission of the key targets is avoided.
In one possible implementation, the first length takes the smallest one of the following values: n times of the product of the lane width, the vehicle speed and the preset time length.
Through the arrangement, the situation that the number of the determined key targets is too large due to the fact that the range of the first vehicle safety area is too large can be avoided, so that the calculation amount of hardware is reduced, the hardware cost is saved, and the hardware power consumption is reduced.
In one possible implementation, the second length takes the smallest one of the following values: multiplying the X times of vehicle speed by the preset time, multiplying the Y times of the length of the planned track, and multiplying the Z times of lane width; the third length takes the smallest one of the following values: the product of the vehicle speed and the preset duration and the length of the planned track.
Through the arrangement, the situation that the number of the determined key targets is too large due to the fact that the range of the second vehicle safety area is too large can be avoided, so that the calculation amount of hardware is reduced, the hardware cost is saved, and the hardware power consumption is reduced.
In a second aspect of the present application, there is provided an apparatus for determining a road key target, comprising: the acquisition module is used for acquiring the speed of the vehicle, the lane width and the position of the target; the generating module is used for generating a first vehicle safety region according to the vehicle speed and the lane width to form one of the vehicle safety regions, wherein the first vehicle safety region is a circle which takes the vehicle as a circle center and takes a first length as a radius; a determination module to determine the target as a critical target when the location of the target is within a safe area of the vehicle.
In a possible implementation manner, the obtaining module is further configured to obtain a planned trajectory of the vehicle; the generating module is further used for generating a second vehicle safety region according to the vehicle speed, the lane width and the planning track, the second vehicle safety region is a region swept by a line segment with a second length, the vehicle is used as a starting point, the third length is moved along the planning track, the midpoint of the line segment is located in the planning track, and the moving tracks at two ends of the line segment are parallel to the planning track; the generation module is further configured to construct a union of the first vehicle safety zone and the second vehicle safety zone into a vehicle safety zone.
In one possible implementation, the minimum distance between the movement trajectories is equal to the second length.
In a possible implementation manner, the obtaining module is further configured to obtain a predicted trajectory of the target;
the determination module is further configured to: when the target is located outside the vehicle safety area, determining the minimum distance between the predicted track of the target and the planned track of the vehicle, wherein the minimum distance is the minimum distance between a first point on the predicted track and a second point on the planned track; and determining a time difference between the target reaching the first point and the vehicle reaching the second point; the determination module is further configured to determine the target as a critical target when a minimum distance between the predicted trajectory of the target and the planned trajectory of the vehicle is less than a first distance and a time difference is less than a first time duration.
In a possible implementation manner, the obtaining module is further configured to obtain a predicted trajectory of the target; the determination module is further configured to: determining a minimum distance between a predicted trajectory of the target and a boundary of the vehicle safety zone when the target is located outside the vehicle safety zone; the determination module is further configured to determine the target as a critical target when a minimum distance between the predicted trajectory of the target and a boundary of the safety area of the vehicle is less than a second distance.
In one possible implementation, the first length takes the smallest one of the following values: n times of the product of the lane width, the vehicle speed and the preset duration.
In one possible implementation, the second length takes the smallest one of the following values: multiplying the X times of vehicle speed by the preset time, multiplying the Y times of the length of the planned track, and multiplying the Z times of lane width; the third length takes the smallest of the following values: the product of the vehicle speed and the preset duration and the length of the planned track.
The technical effect of the apparatus for determining a road key objective provided by the second aspect and possible implementations of the present application is the same as the technical effect of the method for determining a road key objective provided by the first aspect and possible implementations of the present application, and for brevity, no further description is given here.
In a third aspect of the present application, a method for determining a road key target is provided, which includes obtaining a vehicle speed, a lane width, a position of the target, and a planned trajectory of the vehicle; and generating a second vehicle safety area according to the vehicle speed, the lane width and the planned track to form one of the vehicle safety areas, wherein the second vehicle safety area is an area swept by a line segment with a second length moving a third length along the planned track by taking the vehicle as a starting point, the midpoint of the line segment is positioned on the planned track, and the moving tracks at the two ends of the line segment are parallel to the planned track.
In one possible implementation, the minimum distance between the movement trajectories is equal to the second length.
In one possible implementation manner, the method further includes: generating a first vehicle safety area according to the vehicle speed and the lane width, wherein the first vehicle safety area is a circle which takes the vehicle as the center of a circle and takes the first length as the radius; the union of the first vehicle safety zone and the second vehicle safety zone constitutes a vehicle safety zone.
In one possible implementation manner, the method further includes: when the target is located outside the vehicle safety area, acquiring a predicted track of the target; determining a minimum distance between a predicted trajectory of the target and a planned trajectory of the vehicle, the minimum distance being a minimum distance between a first point on the predicted trajectory and a second point on the planned trajectory; and determining a time difference between the target reaching the first point and the vehicle reaching the second point; the target is a key target when a minimum distance between the predicted trajectory of the target and the planned trajectory of the vehicle is less than a first distance and a time difference is less than a first time duration.
In one possible implementation manner, the method further includes: when the target is located outside the vehicle safety area, acquiring a predicted track of the target; determining a minimum distance between a predicted trajectory of the target and a boundary of a safety area of the vehicle; the target is a critical target when a minimum distance between the predicted trajectory of the target and a boundary of the vehicle safety zone is less than a second distance.
In one possible implementation, the first length takes the smallest one of the following values: n times of the product of the lane width, the vehicle speed and the preset time length.
In one possible implementation, the second length takes the smallest one of the following values: multiplying the X times of the vehicle speed by the preset time, multiplying the Y times of the length of the planned track, and multiplying the Z times of the lane width; the third length takes the smallest one of the following values: the product of the vehicle speed and the preset duration and the length of the planned track.
In a fourth aspect of the present application, there is provided a computing device comprising: a processor coupled to a memory for storing a program or instructions which, when executed by the processor, cause the computing device to perform the method as provided by the first, third and possible implementations of the present application.
In a fifth aspect of the present application, a computer-readable storage medium is provided, on which program instructions are stored, wherein the program instructions, when executed by a computer, cause the computer to perform the method provided by the first and third aspects of the present application and possible implementations thereof.
In a sixth aspect of the present application, a computer program product is provided, which comprises program instructions that, when executed by a computer, cause the computer to perform the method provided by the first and third aspects of the present application and possible implementations thereof.
In a seventh aspect of the present application, there is provided a vehicle including: an apparatus for determining a road key objective as provided by the second aspect of the present application and possible implementations thereof, a computing device as provided by the fourth aspect of the present application, a computer-readable storage medium as provided by the fifth aspect of the present application or a computer program product as provided by the sixth aspect of the present application.
These and other aspects of the present application will be more readily apparent from the following description of the embodiment(s).
Drawings
The connection between the various features of the present application is further explained below with reference to the drawings. The figures are exemplary, some features are not shown to scale, and some of the figures may omit features that are conventional in the art to which the application relates and are not essential to the application, or show additional features that are not essential to the application, and the combination of features shown in the figures is not intended to limit the application. In addition, the same reference numerals are used throughout the specification to designate the same components. The specific drawings are illustrated as follows:
FIG. 1 is a flow chart illustrating a method for determining a road key target according to an embodiment of the present application;
FIG. 2 is a flowchart of a specific implementation of a method for determining a road key objective provided by an embodiment of the present application;
FIG. 3 is a flowchart of another specific implementation of a method for determining a road key objective provided by an embodiment of the present application;
FIG. 4 illustrates a schematic diagram of an embodiment of the present application providing a first vehicle safety zone;
FIG. 5 illustrates a first vehicle safety zone and key objects located therein as provided by embodiments of the present application;
6-8 illustrate schematic views of a second vehicle safety zone provided by an embodiment of the present application;
FIG. 9 illustrates a schematic diagram of a vehicle safety zone provided by an embodiment of the present application;
FIG. 10 is a schematic diagram illustrating a vehicle safety zone and key targets located in the vehicle safety zone provided by an embodiment of the present application;
FIG. 11 is a schematic diagram illustrating a vehicle safety zone and targets provided by an embodiment of the present application, where the targets are located outside the vehicle safety zone and the predicted trajectory of the targets intersects the planned trajectory of the vehicle;
FIG. 12 is a schematic diagram illustrating a vehicle safety zone and a target provided in an embodiment of the present application, wherein the target is located outside the vehicle safety zone, and a minimum distance between a predicted trajectory of the target and a planned trajectory of the vehicle is L min ，L min ＞0；
FIG. 13 is a schematic diagram illustrating a vehicle safety zone and an object provided by an embodiment of the present application, where the object is located outside the vehicle safety zone and the predicted trajectory of the object intersects a boundary of the vehicle safety zone;
FIG. 14 is a schematic diagram illustrating a vehicle safety zone and an object provided by an embodiment of the present application, wherein the object is located outside the vehicle safety zone, and a minimum distance between a predicted trajectory of the object and a boundary of the vehicle safety zone is L min ，L min ＞0；
FIG. 15 is a block diagram illustrating an apparatus for determining a road key target according to an embodiment of the present application;
fig. 16 shows a module schematic diagram of a computing device provided in an embodiment of the present application.
Detailed Description
Technical solutions according to embodiments of the present application will be described below with reference to the drawings in the embodiments. Before describing the details of the technical solution, the terms used in the present application will be briefly described.
The terms "first, second, third, etc. in the description and in the claims, or the like, may be used solely to distinguish one from another and are not intended to imply a particular order to the objects, but rather are to be construed in a manner that permits interchanging particular sequences or orderings where permissible such that embodiments of the present application may be practiced otherwise than as specifically illustrated or described herein.
The term "comprising" as used in the specification and claims should not be construed as being limited to the items listed thereafter; it does not exclude other elements or steps. It is thus to be interpreted as specifying the presence of the stated features, integers, steps or components as referred to, but does not preclude the presence or addition of one or more other features, integers, steps or components, or groups thereof. Thus, the expression "an apparatus comprising the devices a and B" should not be limited to an apparatus consisting of only the components a and B.
Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application. Thus, appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment, but may. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments, as would be apparent to one of ordinary skill in the art from this disclosure.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. In the case of inconsistency, the meaning described in the present specification or the meaning derived from the content described in the present specification shall control. In addition, the terminology used herein is for the purpose of describing embodiments of the present application only and is not intended to be limiting of the present application.
The first embodiment: method for determining road key target
The method for determining a road key target provided in the first embodiment may be executed by a terminal, for example, a terminal such as a vehicle, or an electronic device (computing device) applied in the vehicle, for example: an Electronic Control Unit (ECU), a System on Chip (SoC), a general-purpose Chip, and the like. The system chip is also called a system on chip, or called an SoC chip, and can acquire information acquired by a sensor through an interface (for example, information of a target around a vehicle acquired by a radar sensor or a vision sensor, vehicle speed acquired by a vehicle speed sensor, orientation of the vehicle acquired by an inertia sensor, and the like), and process and operate the information acquired by the sensor through a software program (a sensor driver, a sensor data processing program, a fusion data processing program, and the like) arranged on the system chip; the SoC chip may further obtain information output from other electronic devices through the interface (for example, road information obtained based on a high-precision map, a planned track of a vehicle, a predicted track of a target, and the like), process the information, determine a road key target, and finally output a vehicle control signal.
A method for determining a road key target according to an embodiment of the present application is described below with reference to fig. 1 and fig. 4 to 14.
Fig. 1 shows a flowchart of a method for determining a road key target according to an embodiment of the present application, where the method for determining a road key target includes the following steps:
step S1: the vehicle speed, lane width and position of the target are obtained.
The vehicle speed can be obtained according to a speed sensor arranged on the vehicle, such as a wheel speed sensor, or can be obtained in real time based on a Global Positioning System (GPS); the lane width can be obtained according to a high-precision map, or can be obtained according to a radar sensor, a vision sensor and the like, and the lane width is not limited by the application; the target may be a person, a vehicle, an animal, and an object, the vehicle may be an automobile, a non-automobile, and the like, and the position of the target may be obtained by a radar sensor and/or a vision sensor arranged on the vehicle, for example, images around the vehicle collected by a binocular camera may be recognized, the target around the vehicle and its orientation may be obtained, and then the distance of the target with respect to the vehicle may be determined based on triangulation or the radar sensor, which is not limited in this application.
Step S2: a first vehicle safety range is generated from the vehicle speed and the lane width, constituting one of the vehicle safety ranges.
As shown in fig. 4, the first vehicle safety area a may be a circle with a first length R as a radius and a center of the vehicle V. It should be noted that, in the present application, the center of the first vehicle safety area may be located at any point on the vehicle, and is not limited to that shown in fig. 4 and 5 (the center O is located on the roof of the vehicle V), and in fact, the center O may also be located on the front end, the rear end, and the doors on either side of the vehicle.
In some embodiments, the first length may take the smallest one of the following values: and multiplying the lane width by N times, the vehicle speed by a preset time length, wherein N can be 1-3, and the preset time length can be 0.6-5 s. For example, when N is 2, the preset time period is 2s, the lane width is 3.5 m, and the vehicle speed is 60km/h, the first length is 7 m. The first vehicle safety zone may be a circle having a radius of 7 meters with the vehicle as a center. It should be noted that, since the vehicle speed changes in real time, the vehicle safety region also changes in real time.
It should be noted that, in the present application, the first vehicle safety zone, the second vehicle safety zone, the planned trajectory of the vehicle, and the predicted trajectory of the target all lie in the same plane, which may be coincident with or parallel to the plane on which the vehicle is traveling.
And step S3: when the target is located in the vehicle safety zone, the target is determined as a critical target.
In some embodiments, it may be determined whether the object is located in the vehicle safety zone according to the distance of the object from the vehicle obtained in step S1 and the first length obtained in step S2, the object being located in the vehicle safety zone when the distance of the object from the vehicle is less than the first length, and the object being located outside the vehicle safety zone when the distance of the object from the vehicle is greater than the first length.
As shown in fig. 5, the distance between the object 2 and the vehicle V is R, the first length is R, R < R, and the object 2 is a key object.
In some embodiments, a planned trajectory for the vehicle may also be obtained; generating a second vehicle safety area according to the vehicle speed, the lane width and the planned track, wherein the second vehicle safety area is an area swept by a line segment with a second length moving a third length along the planned track by taking the vehicle as a starting point, the middle point of the line segment is positioned on the planned track, and the moving tracks of the two ends of the line segment are parallel to the planned track; the union of the first vehicle safety zone and the second vehicle safety zone constitutes the vehicle safety zone.
In some embodiments, the minimum distance between the movement trajectories is equal to the second length.
Fig. 6 is a schematic diagram of a second vehicle safety area according to some embodiments of the present application, as shown in fig. 6, the second vehicle safety area B is a line segment S having a second length, and an area swept by moving a third length L3 along the planned track (in the direction of arrow D) with the vehicle V as a starting point, a midpoint of the line segment S is located on the planned track, moving tracks at two ends of the line segment S are parallel to the planned track, a minimum distance 2W between the moving tracks is equal to the second length L2, that is, an included angle α between the line segment S and a tangent H of the planned track at the midpoint is kept constant during the movement of the line segment S along the planned track, and the included angle α is equal to 90 degrees.
In some embodiments, the minimum distance between the movement trajectories may also be less than the second length.
Fig. 7 shows a schematic view of a second vehicle safety zone B according to other embodiments of the present application, which is different from the second vehicle safety zone B shown in fig. 6 in that in fig. 7, a minimum distance 2W between moving tracks at two ends of a line segment S is smaller than the second length L2, that is, an included angle α between the line segment S and a tangent H of the planned track at the midpoint is kept constant during the moving of the line segment S along the planned track, and the included angle α is smaller than 90 degrees.
Fig. 8 is a schematic diagram illustrating a second vehicle safety area B according to another embodiment of the present application, in fig. 8, a planned track of the vehicle V is a straight line, and a minimum distance 2W between moving tracks at two ends of the line segment S is also smaller than the second length L2, that is, an included angle α between the line segment S and the planned track is kept constant and is smaller than 90 degrees during a moving process of the line segment S along the planned track.
It should be noted that, in the present application, in the expression of the second vehicle safety zone with the vehicle as the starting point, the starting point refers to any point located on the vehicle, and is not limited to that shown in fig. 6 to 8 (the starting point O 'is located on the roof of the vehicle V), and actually, the starting point O' may also be located on the head, the tail, and the doors on either side of the vehicle, and the planned trajectory of the vehicle passes through the starting point.
Fig. 9 shows a schematic representation of a vehicle safety range formed by the union of a first vehicle safety range a and a second vehicle safety range B, which form the vehicle safety range C, as shown in fig. 9.
It should be noted that the center of the first vehicle safety zone may or may not coincide with the starting point of the second vehicle safety zone. In the examples shown in fig. 9-14 of the present application, the circle center of the first vehicle safety zone and the origin of the second vehicle safety zone coincide, but the present application is not limited thereto, and the circle center of the first vehicle safety zone and the origin of the second vehicle safety zone may also be different points located on the vehicle V, respectively.
The planned track of the vehicle can be obtained according to the high-precision map, and can also be obtained according to the planned track calculated by other modules of the electronic device, which is not limited in the present application. The moving tracks of both ends of the line segment, and the start position and the end position of the line segment constitute the boundary of the second vehicle safety area. In some embodiments, the second length may take the smallest one of the following values: x times the product of the vehicle speed and the preset time, Y times the length of the planned track, and Z times the lane width; the third length takes the smallest one of the following values: the product of the vehicle speed and the preset duration and the length of the planned track. For example, when X is 2, the preset time period is 2s, y is 1, z is 2, the lane width is 3.5 meters, the vehicle speed is 60km/h, and the length of the planned trajectory is 3 meters, the second length is 6 meters, and the third length is 3 meters.
In some embodiments, the position of the target may be determined according to the distance of the target from the vehicle obtained in step S1 and the position of the vehicle obtained by GPS, and then the minimum distance of the target from the planned trajectory is determined according to the position of the target and the obtained planned trajectory of the vehicle, and when the minimum distance is less than 0.5 times the second length, or the distance of the target from the vehicle is less than the first length, the target is located in the vehicle safety area.
Fig. 10 shows a schematic diagram of a vehicle safety area and key targets located in the vehicle safety area, as shown in fig. 10, the minimum distance from target 1 to the planned trajectory is W, the minimum distance from 0.5 times the second length is W, W < W, the distance from target 2 to the vehicle is R, the minimum distance from the first length is R, R < R, and targets 1 and 2 are located in the vehicle safety area C.
In some embodiments, when the target is outside the safe area of the vehicle, a predicted trajectory of the target may also be obtained; determining a minimum distance between a predicted trajectory of the target and a planned trajectory of the vehicle, the minimum distance being a minimum distance between a first point on the predicted trajectory and a second point on the planned trajectory; and determining a time difference between the target reaching the first point and the vehicle reaching the second point; the target is a critical target when a minimum distance between the predicted trajectory of the target and the planned trajectory of the vehicle is less than a first distance and the time difference is less than a first time duration.
Fig. 11 shows a schematic diagram of a vehicle safety area and a critical target located outside the vehicle safety area, and as shown in fig. 11, the minimum distance between the predicted track and the planned track is the minimum distance between a first point P' on the predicted track of the target 3 and a second point P on the planned track and is 0. When the minimum distance between the predicted trajectory and the planned trajectory (the minimum distance between the first point P 'and the second point P) is less than the first distance and the time difference between the arrival of the target 3 at the first point P' and the arrival of the vehicle V at the second point P is less than the first time period, the target 3 is a key target.
Fig. 12 shows a schematic diagram of a vehicle safety area and key targets located outside the vehicle safety area, in contrast to fig. 11, in fig. 12 the predicted trajectory does not intersect the planned trajectory, i.e. the minimum distance between the predicted trajectory and the planned trajectory is greater than 0. As shown in FIG. 12, the minimum distance L between the predicted trajectory and the planned trajectory min Is the minimum distance between a first point P' on the predicted trajectory of the target 4 and a second point P on the planned trajectory, when the minimum distance L between the predicted trajectory and the planned trajectory min (the minimum distance between the first point P 'and the second point P) is smaller than the first distance and the time difference between the arrival of the target 4 at the first point P' and the arrival of the vehicle V at the second point P is smaller than the first time period, the target 4 is a key target.
The predicted trajectory of the target may be calculated by other modules of the electronic device, for example, the predicted trajectory of the target may be determined according to positions of the target at front and rear time points, or the predicted trajectory of the target may be obtained based on a high-precision map, which is not limited in this application.
In some embodiments, when the target is outside the vehicle safety zone, a predicted trajectory of the target may also be obtained; determining a minimum distance between the predicted trajectory of the target and a boundary of the vehicle safety zone; the target is a critical target when a minimum distance between the predicted trajectory of the target and a boundary of the vehicle safety zone is less than a second distance.
Fig. 13 is a schematic diagram showing a vehicle safety area and a key target located outside the vehicle safety area, and as shown in fig. 13, the minimum distance between the predicted trajectory of the target 5 and the boundary of the vehicle safety area C is 0 and the minimum distance between a third point Q' on the predicted trajectory of the target 5 and a fourth point Q on the boundary of the vehicle safety area C, and the target 5 is the key target when the minimum distance between the predicted trajectory of the target 5 and the boundary of the vehicle safety area C is smaller than the second distance.
FIG. 14 shows a schematic diagram of a vehicle safety zone and a critical object located outside the vehicle safety zone, differing from FIG. 13 in that the minimum distance between the predicted trajectory of the object and the boundary of the vehicle safety zone is greater than 0, and in FIG. 14 the minimum distance L between the predicted trajectory of the object and the boundary of the vehicle safety zone C min The minimum distance L between a third point Q' on the predicted trajectory of the target 6 and a fourth point Q on the boundary of the vehicle safety zone when the predicted trajectory of the target is the minimum distance L between the boundary of the vehicle safety zone C min Less than the second distance, the target 6 is a critical target.
A specific implementation of the method for determining a road key objective provided in the embodiment of the present application is described below with reference to fig. 2 and fig. 4 to 12.
Fig. 2 is a flowchart of a specific implementation manner of a method for determining a road key target according to an embodiment of the present application, where the method for determining a road key target may include the following steps:
step S10: the vehicle speed and lane width are obtained.
The vehicle speed may be obtained from a speed sensor disposed on the vehicle, such as a wheel speed sensor, or may be obtained in real time based on a global positioning satellite system; the lane width can be obtained according to a high-precision map, and can also be obtained according to a radar sensor and/or a visual sensor, which is not limited by the application.
Step S20: a first vehicle safety zone is generated as a function of vehicle speed and lane width.
As shown in fig. 4 and 5, the first vehicle safety area a is a circle having a first length R as a radius and a center of the vehicle V, and R = min { V · T,2 · Lane width V is the vehicle speed, T is the preset duration of the reaction of the vehicle control system, which is a fixed value, which may take, for example, one of 0.6s-5s, lane width For example, the lane width may be 3.5 meters, 4 meters, 5 meters, etc. In some cases, the first vehicle safety zone may be varied in real time as a function of vehicle speed.
Step S30: a planned trajectory of the vehicle is obtained.
In some embodiments, the planned trajectory of the vehicle may be obtained according to a high-precision map, or may be obtained through a planned trajectory calculated by another module in the electronic device, which is not limited in this application.
Step S40: and generating a second vehicle safety region according to the vehicle speed, the planned track and the lane width.
As shown in fig. 6, the second vehicle safety area B is an area swept by a line segment S having a second length and moving a third length L3 along the planned track with the vehicle V as a starting point O', a midpoint of the line segment is located on the planned track, moving tracks at two ends of the line segment are parallel to the planned track, the second length L2 is equal to a minimum distance 2W between the moving tracks at two ends of the line segment, that is, an included angle α between the line segment S and a tangent H of the planned track at the midpoint is kept constant during the movement of the line segment S along the planned track, and the included angle α is equal to 90 degrees.
The moving trajectories of both ends of the line segment, and the start position and the end position of the line segment constitute the boundary of the second vehicle safety zone. The minimum distance between the moving track of one end of the line segment and the planned track of the vehicle is W,
Figure BDA0003076305550000091
where v is the vehicle speed, T is the preset duration of the reaction of the vehicle control system, which may be 0.6s-5s, lane width For the width of the lane, e.g. lane widthAnd may be 3.5 meters, 4 meters, 5 meters, etc. f is a function of the planned trajectory of the vehicle and dl is the length along the planned trajectory of the vehicle. In some cases, the second vehicle safety zone may be varied in real time as a function of vehicle speed.
In some embodiments, as shown in fig. 7, the second vehicle safety area B may also be an area swept by a line segment S having a second length moving a third length L3 along the planned trajectory with the vehicle as a starting point, a midpoint of the line segment being located on the planned trajectory, moving trajectories at two ends of the line segment being parallel to the planned trajectory, wherein the second vehicle safety area B shown in fig. 7 is different from the second vehicle safety area B shown in fig. 6 in that: the second length L2 is greater than the minimum distance 2W between the movement trajectories at the two ends of the line segment, that is, in the movement process of the line segment S along the planned trajectory, the included angle α between the line segment S and the tangent H of the planned trajectory at the midpoint remains constant, and the included angle α is smaller than 90 degrees.
In the example shown in fig. 7, the minimum distance between the movement trajectory of one end of the line segment and the planned trajectory of the vehicle
Figure BDA0003076305550000092
Where v is the vehicle speed, T is the preset duration of the reaction of the vehicle control system, which may be 0.6s-5s width For example, the lane width may be 3.5 meters, 4 meters, 5 meters, etc. f is a function of the planned trajectory of the vehicle, dl is the length along the planned trajectory of the vehicle, and α is the angle between the line segment S and the tangent H of the planned trajectory at its starting point. When the planned trajectory of the vehicle is a straight line, as shown in fig. 8, a tangent line H at any point on the planned trajectory coincides with the planned trajectory.
Step S50: a union of the first vehicle safety zone and the second vehicle safety zone is determined as a vehicle safety zone.
Fig. 9 shows a schematic representation of a vehicle safety range formed by the union of a first vehicle safety range a and a second vehicle safety range B, which form the vehicle safety range C, as shown in fig. 9.
Step S60: the position of the target is obtained.
The target can be a person, a vehicle, an animal and an object, the vehicle can be an automobile, a non-automobile and the like, the position of the target can be obtained through a radar sensor and/or a vision sensor arranged on the vehicle, for example, images around the vehicle collected by a binocular camera can be identified, the target around the vehicle and the direction thereof can be obtained, and then the distance of the target relative to the vehicle can be determined based on triangulation or the radar sensor.
Step S70: and determining that the target is located in the safe area of the vehicle according to the position of the target.
When the target is located in the vehicle safety area, step S120 is performed: the target is determined to be a key target.
As shown in fig. 10, when the distance R between the target 1 and the vehicle is smaller than the first radius R, or the minimum distance W between the target 2 and the planned trajectory of the vehicle is smaller than the minimum distance W between the moving trajectory of one end of the line segment and the planned trajectory of the vehicle, the target 1,2 is located in the vehicle safety area C, and at this time, the target 1,2 is determined as a key target.
When the target is located outside the vehicle safety area, step S80 is performed: a predicted trajectory of the target is obtained.
The predicted trajectory of the target may be calculated by other modules of the electronic device, for example, the predicted trajectory of the target may be determined according to positions of the target at front and rear time points, or the predicted trajectory of the target may be obtained based on a high-precision map, which is not limited in this application.
Step S90: a minimum distance between the predicted trajectory of the target and the planned trajectory of the vehicle is determined.
Wherein the minimum distance between the predicted trajectory of the target and the planned trajectory of the vehicle is denoted L min The minimum distance L min Minimum distance between a first point P' on the predicted trajectory for the target and a second point P on the planned trajectory for the vehicle
Figure BDA0003076305550000101
Step S100: the time difference between the target reaching the first point P' and the vehicle reaching the second point P is determined.
The difference in time between the target reaching the first point and the vehicle reaching the second point is expressed as:
Figure BDA0003076305550000102
where f is a function of the planned trajectory of the vehicle, dl1 is the length along the planned trajectory of the vehicle, g is a function of the predicted trajectory of the target, dl2 is the length along the predicted trajectory, V ego As the vehicle speed, V object The target speed is, E is the current position point of the vehicle, O is the current position point of the target, P is the second point on the planned trajectory of the vehicle, and P' is the first point on the predicted trajectory of the target.
Step S110: it is determined that the minimum distance is less than the first distance and the time difference is less than the first duration.
When the minimum distance is smaller than the first distance and the time difference is smaller than the first time length, step S120 is executed: the target is determined to be a key target.
The time difference between the target reaching the first point and the vehicle reaching the second point is less than a first duration, and the minimum distance between a first point P' on the predicted trajectory of the target and a second point P on the planned trajectory of the vehicle is less than a first distance, respectively expressed as:
Figure BDA0003076305550000103
where f is a function of the planned trajectory of the vehicle, dl1 is the length along the planned trajectory of the vehicle, g is a function of the predicted trajectory of the target, dl2 is the length along the predicted trajectory, V ego As the vehicle speed, V object Is the target speed, E is the current location point of the vehicle, O is the current location point of the target, P' is the first point on the predicted trajectory of the target, P is the second point on the planned trajectory of the vehicle, L 1 Is a first distance, T 1 Is a first duration.
In some embodiments, as shown in FIG. 11, the minimum distance L between the predicted trajectory and the planned trajectory is determined min =0 (minimum distance between a first point P' on the predicted trajectory of the target and a second point P on the planned trajectory of the vehicle
Figure BDA0003076305550000104
) The predicted trajectory of the target intersects the planned trajectory of the vehicle.
In some embodiments, as shown in FIG. 12, when the predicted trajectory of the target is close to the planned trajectory of the vehicle, the minimum distance L between the predicted trajectory and the planned trajectory min Not equal to 0 (minimum distance between a first point P' on the predicted trajectory of the target and a second point P on the planned trajectory of the vehicle
Figure BDA0003076305550000105
) At this time, the
Figure BDA0003076305550000106
Figure BDA0003076305550000107
L 1 ≠0。
In some embodiments, only the first vehicle safety zone or only the second vehicle safety zone may also be generated; determining whether the target is located in a first vehicle safety zone or a second vehicle safety zone according to the position of the target; the target is a critical target when the target is located in the first vehicle safety area or the second vehicle safety area, and the target is a non-critical target when the target is located outside the first vehicle safety area; or when the target is located outside the second vehicle safety area, determining whether the minimum distance between the predicted track of the target and the planned track of the vehicle is smaller than a first distance, determining whether the time difference between the target reaching the first point on the predicted track and the vehicle reaching a second point on the planned track is smaller than a first time length, and when the minimum distance is smaller than the first distance and the time difference is smaller than the first time length, the target is a key target. Otherwise, the target is a non-critical target.
Next, another specific implementation of the method for determining a road key target according to the embodiment of the present application is described with reference to fig. 3 and fig. 13 to fig. 14.
Fig. 3 is a flowchart illustrating another specific implementation of a method for determining a road key objective provided in an embodiment of the present application, and the implementation illustrated in fig. 3 is different from the implementation illustrated in fig. 2 in how to determine a key objective when the objective is located outside the safe area of the vehicle. The method for determining a safety area of a vehicle shown in fig. 3 includes the steps of:
step S11: vehicle speed and lane width are obtained.
Step S21: a first vehicle safety range of the vehicle is generated as a function of the vehicle speed and the lane width.
Step S31: a planned trajectory of the vehicle is obtained.
Step S41: and generating a second vehicle safety region of the vehicle according to the vehicle speed, the planned track and the lane width.
Step S51: a union of the first vehicle safety zone and the second vehicle safety zone is determined as a vehicle safety zone.
Step S61: the position of the target is acquired.
Step S71: determining that the object is located in the vehicle safety zone according to the position of the object.
When the target is located in the vehicle safety area, step S111 is performed: the target is determined to be a key target.
When the target is located outside the vehicle safety area, step S81 is performed: a predicted trajectory of the target is obtained.
The steps S11 to S81 and S111 are identical to the steps S10 to S80 and S120 in the embodiment shown in fig. 2, and for brevity, will not be described in detail here.
Step S91 is performed: a minimum distance of the predicted trajectory of the target from a boundary of the vehicle safety zone is determined.
As shown in fig. 13 and 14, the minimum distance between the predicted trajectory of the target and the boundary of the vehicle safety region is L min The minimum distance between a third point Q' on the predicted locus of the target 5, 6 and a fourth point Q on the boundary of the vehicle safety zone is
Figure BDA0003076305550000111
Step S101: determining that the minimum distance is less than the second distance.
When the minimum distance is smaller than the second distance, step S111 is performed: the target is determined to be a key target.
As shown in fig. 13, when the predicted trajectory of the object is the minimum distance L from the boundary of the vehicle safety area min (minimum distance between third point Q' on predicted trajectory and fourth point Q on boundary of safety area of vehicle
Figure BDA0003076305550000112
At 0, the predicted trajectory of the target intersects the planned trajectory of the vehicle, when L min ＜L 2 When (L) 2 A second distance) that is a key target.
As shown in FIG. 14, when the predicted trajectory of the target is close to the planned trajectory of the vehicle, the minimum distance L of the predicted trajectory of the target from the boundary of the safety area of the vehicle min (minimum distance between third point Q' on predicted locus and fourth point Q on boundary of safety region of vehicle) is not 0
Figure BDA0003076305550000113
L 2 Not equal to 0 (L) 2 Is the second distance) that is the key target.
In some embodiments, only the first vehicle safety zone or only the second vehicle safety zone may also be generated; determining whether the target is located in a first vehicle safety zone or a second vehicle safety zone according to the position of the target; the target is a critical target when the target is located in the first vehicle safety area or the second vehicle safety area, and the target is a non-critical target when the target is located outside the first vehicle safety area; or when the target is located outside the second vehicle safety area, determining whether the minimum distance between the target and the boundary of the second vehicle safety area on the predicted track of the target is smaller than a second distance, and when the minimum distance is smaller than the second distance, the target is a key target. Otherwise, the target is a non-critical target.
The second embodiment: means for determining a road key objective.
As shown in fig. 15, an apparatus for determining a road key target according to an embodiment of the present application includes: an obtaining module 1000, configured to obtain a vehicle speed, a lane width, and a position of the target; the generating module 2000 is used for generating a first vehicle safety zone according to the speed and the lane width to form one of the vehicle safety zones, the first vehicle safety zone is a circle which takes the vehicle as a center and takes a first length as a radius, and the determining module 3000 is used for determining the target as a key target when the target is positioned in the vehicle safety zone.
In some embodiments, the obtaining module 1000 is further configured to obtain a planned trajectory of the vehicle; the generating module 2000 is further configured to generate a second vehicle safety region according to the vehicle speed, the lane width, and the planned trajectory, where the second vehicle safety region is a region swept by a line segment with a second length, starting from the vehicle, moving along the planned trajectory by a third length, a midpoint of the line segment is located in the planned trajectory, and moving trajectories at two ends of the line segment are parallel to the planned trajectory; the union of the first vehicle safety zone and the second vehicle safety zone constitutes the vehicle safety zone.
In some embodiments, the minimum distance between the movement trajectories is equal to the second length.
In some embodiments, the obtaining module 1000 is further configured to obtain a predicted trajectory of the target; the determination module 3000 is further configured to: when the target is positioned outside the vehicle safety area, determining the minimum distance between the predicted track of the target and the planned track of the vehicle, wherein the minimum distance is the minimum distance between a first point on the predicted track and a second point on the planned track; and determining a time difference between the target reaching the first point and the vehicle reaching the second point; the target is a critical target when a minimum distance between the predicted trajectory of the target and the planned trajectory of the vehicle is less than a first distance and the time difference is less than a first time duration.
In some embodiments, the obtaining module 1000 is further configured to obtain a predicted trajectory of the target; the determination module 3000 is further configured to: determining a minimum distance between a predicted trajectory of the object and a boundary of the vehicle safety zone when the object is outside the vehicle safety zone; the target is a key target when a minimum distance between the predicted trajectory of the target and a boundary of the vehicle safety zone is less than a second distance.
In some embodiments, the first length takes the smallest one of the following values: n times the product of the lane width, the vehicle speed and the preset duration.
In some embodiments, the second length takes the smallest one of the following values: x times the product of the vehicle speed and the preset time, Y times the length of the planned track, and Z times the lane width; the third length takes the smallest one of the following values: the product of the vehicle speed and the preset duration and the length of the planned track.
The modules described above, namely: the obtaining module 1000, the generating module 2000 and the determining module 3000 are configured to perform relevant steps of the method. For example, the obtaining module 2001 is used for executing relevant contents of step S1, step S10, step S11, step S30, step S31, step S60, step S61, and the like; the generating module 2000 is configured to execute relevant contents of step S2, step S20, step S21, step S40, step S41, step S50, step S51, and the like; the determination module 3000 is used for executing relevant contents of step S3, step S70, step S71, step S91, step S100, step S110, step S120, step S101, step S111, and the like.
In this embodiment, the means for determining the road key object is presented in the form of a module. A "module" herein may refer to an application-specific integrated circuit (ASIC), a processor and memory that execute one or more software or firmware programs, an integrated logic circuit, and/or other devices that may provide the described functionality. In addition, the above obtaining module 1000, generating module 2000 and determining module 3000 can be implemented by a processor of an in-vehicle computing device provided in the third embodiment of the present application.
The third embodiment: computing device
Fig. 16 is a schematic structural diagram of a computing device 1500 provided in an embodiment of the present application. The computing device 1500 includes: processor 1510, memory 1520, communications interface 1530, and bus 1540.
It is to be appreciated that the communication interface 1530 in the computing device 1500 illustrated in FIG. 16 can be utilized to communicate with other devices.
The processor 1510 may be connected to the memory 1520. The memory 1520 may be used to store the program codes and data. Accordingly, the memory 1520 may be a storage unit inside the processor 1510, an external storage unit independent of the processor 1510, or a component including a storage unit inside the processor 1510 and an external storage unit independent of the processor 1510.
Computing device 1500 may also optionally include a bus 1540. The memory 1520 and the communication interface 1530 may be connected to the processor 1510 via a bus 1540. Bus 1540 can be a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, or the like. The bus 1540 may be divided into an address bus, a data bus, a control bus, and the like. For ease of illustration, only one line is shown in FIG. 16, but it is not intended that there be only one bus or one type of bus.
It should be understood that, in the embodiment of the present application, the processor 1510 may adopt a Central Processing Unit (CPU). The processor may also be other general purpose processors, digital Signal Processors (DSPs), application Specific Integrated Circuits (ASICs), field Programmable Gate Arrays (FPGAs) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, and the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. Or the processor 1510 uses one or more integrated circuits for executing related programs to implement the technical solutions provided in the embodiments of the present application.
The memory 1520, which may include both read-only memory and random-access memory, provides instructions and data to the processor 1510. A portion of the processor 1510 may also include non-volatile random access memory. For example, the processor 1510 may also store information of the device type.
When the computing device 1500 is run, the processor 1510 executes the computer-executable instructions in the memory 1520 to perform the operational steps of the above-described method.
It should be understood that the computing device 1500 according to the embodiment of the present application may correspond to a corresponding main body that executes a method according to each embodiment of the present application, and the above and other operations and/or functions of each module in the computing device 1500 are respectively for implementing a corresponding flow of each method of the embodiment, and are not described herein again for brevity.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the above-described systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the unit is only one type of logical functional division, and other divisions may be realized in practice, for example, multiple units or components may be combined or 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, devices or units, and may be in an electrical, mechanical 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 application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.
This functionality, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application or portions thereof that substantially contribute to the prior art may be embodied in the form of a software product stored in a storage medium and including instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
The present embodiments also provide a computer-readable storage medium, on which a computer program is stored, the program being used for executing a diversification problem generation method when executed by a processor, the method including at least one of the solutions described in the above embodiments.
The computer storage media of the embodiments of the present application may take any combination of one or more computer-readable media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take many forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium may be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.
Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
Computer program code for carrying out operations for aspects of the present application may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, smalltalk, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).
It should be noted that the foregoing is only illustrative of the preferred embodiments of the present application and the technical principles employed. Those skilled in the art will appreciate that the present application is not limited to the particular embodiments described herein, and that various obvious changes, rearrangements and substitutions will now become apparent to those skilled in the art without departing from the scope of the present application. Therefore, although the present application has been described in more detail with reference to the above embodiments, the present application is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present application.

Claims (18)

1. A method of determining a road key objective, comprising:
acquiring the speed of a vehicle, the width of a lane and the position of a target;
generating a first vehicle safety zone according to the vehicle speed and the lane width to form one of the vehicle safety zones, wherein the first vehicle safety zone is a circle which takes a vehicle as a circle center and takes a first length as a radius;
the target is a critical target when the location of the target is within the vehicle safety zone.
2. The method of claim 1, further comprising:
acquiring a planned track of the vehicle;
generating a second vehicle safety area according to the vehicle speed, the lane width and the planned track, wherein the second vehicle safety area is an area swept by a line segment with a second length moving a third length along the planned track by taking the vehicle as a starting point, the middle point of the line segment is located on the planned track, and the moving tracks of the two ends of the line segment are parallel to the planned track;
the union of the first vehicle safety zone and the second vehicle safety zone constitutes the vehicle safety zone.
3. The method of claim 2, wherein the minimum distance between the movement trajectories is equal to the second length.
4. The method according to any one of claims 1-3, further comprising: when the object is outside the vehicle safety zone,
acquiring a predicted track of the target;
determining a minimum distance between a predicted trajectory of the target and a planned trajectory of the vehicle, the minimum distance being a minimum distance between a first point on the predicted trajectory and a second point on the planned trajectory; and
determining a time difference between the target reaching the first point and the vehicle reaching the second point,
the target is a critical target when a minimum distance between the predicted trajectory of the target and the planned trajectory of the vehicle is less than a first distance and the time difference is less than a first time duration.
5. The method according to any one of claims 1-3, further comprising: when the target is outside the vehicle safety zone,
acquiring a predicted track of the target;
determining a minimum distance between a predicted trajectory of the target and a boundary of the vehicle safety zone;
the target is a critical target when a minimum distance between the predicted trajectory of the target and a boundary of the vehicle safety zone is less than a second distance.
6. The method according to any of claims 1-5, wherein the first length takes the smallest one of the following values: n times of the lane width, and the product of the vehicle speed and the preset duration.
7. A method according to claim 2 or 3, characterized in that the second length takes the smallest one of the following values: x times the product of the vehicle speed and a preset time length, Y times the length of the planned track, and Z times the lane width;
the third length takes the smallest one of the following values: the product of the vehicle speed and the preset duration and the length of the planned track.
8. An apparatus for determining a road key target, comprising:
the acquisition module is used for acquiring the speed of the vehicle, the lane width and the position of the target;
the generating module is used for generating a first vehicle safety zone according to the vehicle speed and the lane width to form one of the vehicle safety zones, wherein the first vehicle safety zone is a circle which takes a vehicle as a circle center and takes a first length as a radius;
a determination module to determine the target as a critical target when the location of the target is within the vehicle safety zone.
9. The apparatus of claim 8,
the obtaining module is further used for obtaining a planned track of the vehicle;
the generating module is further configured to generate a second vehicle safety zone according to the vehicle speed, the lane width, and the planned trajectory, where the second vehicle safety zone is an area swept by a line segment with a second length, the line segment being moved by a third length along the planned trajectory with the vehicle as a starting point, a midpoint of the line segment being located on the planned trajectory, and moving trajectories at two ends of the line segment being parallel to the planned trajectory;
the generation module is further configured to construct a union of the first vehicle safety zone and the second vehicle safety zone into the vehicle safety zone.
10. The apparatus of claim 9, wherein the minimum distance between the movement trajectories is equal to the second length.
11. The apparatus according to any one of claims 8-10,
the obtaining module is further used for obtaining a predicted track of the target;
the determination module is further to: determining a minimum distance between a predicted trajectory of the target and a planned trajectory of the vehicle, the minimum distance being a minimum distance between a first point on the predicted trajectory and a second point on the planned trajectory;
the determining module is further configured to determine a time difference between the target reaching the first point and the vehicle reaching the second point,
the determination module is further configured to determine the target as a critical target when a minimum distance between the predicted trajectory of the target and the planned trajectory of the vehicle is less than a first distance and the time difference is less than a first time duration.
12. The apparatus according to any one of claims 8-10,
the obtaining module is further used for obtaining a predicted track of the target;
the determination module is further to: determining a minimum distance between a predicted trajectory of the object and a boundary of the vehicle safety zone when the object is located outside the vehicle safety zone;
the determination module is further to: determining the target as a critical target when a minimum distance between the predicted trajectory of the target and a boundary of the vehicle safety area is less than a second distance.
13. The apparatus according to any of claims 8-12, wherein the first length takes the smallest one of the following values: n times of the lane width, and the product of the vehicle speed and the preset duration.
14. The apparatus of claim 9 or 10, wherein the second length takes the smallest one of the following values: x times the product of the vehicle speed and a preset time length, Y times the length of the planned track, and Z times the lane width;
the third length takes the smallest one of the following values: the product of the vehicle speed and the preset duration and the length of the planned track.
15. A computing device, comprising:
a processor coupled with a memory, the memory to store a program or instructions that, when executed by the processor, cause the computing device to perform the method of any of claims 1-7.
16. A computer-readable storage medium having stored thereon program instructions, which, when executed by a computer, cause the computer to perform the method of any of claims 1-7.
17. A computer program product comprising program instructions which, when executed by a computer, cause the computer to perform the method of any one of claims 1 to 7.
18. A vehicle, characterized by comprising: an apparatus to determine road key objectives according to any of the claims 8-14, a computing device according to claim 15, a computer readable storage medium according to claim 16 or a computer program product according to claim 17.
CN202110553584.5A 2021-05-20 2021-05-20 Method and device for determining key road target Pending CN115451980A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202110553584.5A CN115451980A (en) 2021-05-20 2021-05-20 Method and device for determining key road target

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202110553584.5A CN115451980A (en) 2021-05-20 2021-05-20 Method and device for determining key road target

Publications (1)

Publication Number Publication Date
CN115451980A true CN115451980A (en) 2022-12-09

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202110553584.5A Pending CN115451980A (en) 2021-05-20 2021-05-20 Method and device for determining key road target

Country Status (1)

Country Link
CN (1) CN115451980A (en)

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