CN116513172A

CN116513172A - Vehicle collision risk determination method, device, equipment and storage medium

Info

Publication number: CN116513172A
Application number: CN202310690734.6A
Authority: CN
Inventors: 徐孝东; 李东海; 王隆洪; 顾勇; 杨东昉; 庞云天; 陈�光; 王禹; 乌宁; 张如灏
Original assignee: Faw Nanjing Technology Development Co ltd; FAW Group Corp
Current assignee: Faw Nanjing Technology Development Co ltd; FAW Group Corp
Priority date: 2023-06-12
Filing date: 2023-06-12
Publication date: 2023-08-01

Abstract

The invention discloses a vehicle collision risk determining method, device, equipment and storage medium, belonging to the technical field of intelligent driving of automobiles, wherein the method comprises the following steps: determining a first risk point of the target vehicle and a second risk point of the target obstacle; determining a first risk value of the first risk point at the current moment according to the first position information of the first risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed; determining a second risk value of the second risk point at the current moment according to the second position information of the second risk point, the vehicle size information of the target vehicle, the first vehicle position information and the first vehicle speed; and determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value and the second risk value. The invention improves the safety of the intelligent driving vehicle in the running process.

Description

Vehicle collision risk determination method, device, equipment and storage medium

Technical Field

The invention relates to the technical field of intelligent driving of automobiles, in particular to a method, a device and equipment for determining collision risk of a vehicle and a storage medium.

Background

In order to ensure the safety of intelligent driving vehicles and reduce traffic accidents, research and development of intelligent driving systems has become a serious issue in the development of the automobile industry. Collision risk determination technology, which is a core technology of intelligent driving systems, is a hot spot of research.

The existing vehicle collision risk determination method is suitable for risk early warning between the intelligent driving vehicle and the stationary obstacle, has a small application range, and reduces the safety of the intelligent driving vehicle in the running process.

Disclosure of Invention

The invention provides a vehicle collision risk determining method, device, equipment and storage medium, which are used for expanding the application range and improving the safety of an intelligent driving vehicle in the running process.

According to an aspect of the present invention, there is provided a vehicle collision risk determination method including:

determining a first risk point of the target vehicle and a second risk point of the target obstacle;

determining a first risk value of the first risk point at the current moment according to the first position information of the first risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed;

determining a second risk value of the second risk point at the current moment according to the second position information of the second risk point, the vehicle size information of the target vehicle, the first vehicle position information and the first vehicle speed;

And determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value and the second risk value.

According to another aspect of the present invention, there is provided a vehicle collision risk determination apparatus including:

the risk point determining module is used for determining a first risk point of the target vehicle and a second risk point of the target obstacle;

the first risk value determining module is used for determining a first risk value of the first risk point at the current moment according to the first position information of the first risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed;

the second risk value determining module is used for determining a second risk value of the second risk point at the current moment according to the second position information of the second risk point, and the vehicle size information, the first vehicle position information and the first vehicle speed of the target vehicle;

and the collision risk assessment module is used for determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value and the second risk value.

According to another aspect of the present invention, there is provided an electronic apparatus including:

at least one processor; and

A memory communicatively coupled to the at least one processor; wherein, the liquid crystal display device comprises a liquid crystal display device,

the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the vehicle collision risk determination method of any one of the embodiments of the present invention.

According to another aspect of the present invention, there is provided a computer readable storage medium storing computer instructions for causing a processor to execute a vehicle collision risk determination method of any one of the embodiments of the present invention.

According to the technical scheme, a first risk point of a target vehicle and a second risk point of a target obstacle are determined; determining a first risk value of the first risk point at the current moment according to the first position information of the first risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed; determining a second risk value of the second risk point at the current moment according to the second position information of the second risk point, the vehicle size information of the target vehicle, the first vehicle position information and the first vehicle speed; and determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value and the second risk value. According to the technical scheme, whether collision risk exists between the target vehicle and the target obstacle or not is determined according to the first risk value of the first risk point of the target vehicle at the current moment and the second risk value of the second risk point of the target obstacle at the current moment, so that real-time detection of the collision risk between the target vehicle and the target obstacle in the running process of the target vehicle is realized, the target vehicle can conveniently prompt to avoid the target obstacle in time according to the collision risk, and the safety in the running process of the intelligent driving vehicle is improved; meanwhile, the first risk value is closely related to the size information, the position information and the speed of the target obstacle, and the second risk value is closely related to the size information, the position information and the speed of the target vehicle, so that the collision risk between the target vehicle and the stationary target obstacle can be detected, and the collision risk between the target vehicle and the moving target obstacle can also be detected.

It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1A is a flow chart of a method for determining risk of vehicle collision according to a first embodiment of the present invention;

fig. 1B is a schematic view of each corner of a target vehicle according to a first embodiment of the present invention;

fig. 2 is a flowchart of a vehicle collision risk determination method according to a second embodiment of the present invention;

fig. 3 is a flowchart of a vehicle collision risk determination method according to a third embodiment of the present invention;

fig. 4 is a flowchart of a vehicle collision risk determination method according to a fourth embodiment of the present invention;

Fig. 5 is a flowchart of a vehicle collision risk determination method according to a fifth embodiment of the present invention;

fig. 6 is a schematic structural view of a vehicle collision risk determining apparatus according to a sixth embodiment of the present invention;

fig. 7 is a schematic structural diagram of an electronic device implementing a vehicle collision risk determination method according to an embodiment of the present invention.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "object," "first," and "second," and the like in the description and claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise 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.

In addition, in the technical scheme of the invention, the related processing such as collection, storage, use, processing, transmission, provision and disclosure of the position information of the risk points, the size information of the target vehicle and the target obstacle, the position information, the speed and the like all conform to the regulations of related laws and regulations, and the public welfare is not violated.

Example 1

Fig. 1A is a flowchart of a vehicle collision risk determination method according to an embodiment of the present invention, where the method may be applied to situations of collision risk early warning and obstacle avoidance during the running of an intelligent vehicle, and the method may be performed by a vehicle collision risk determination device, which may be implemented in hardware and/or software, and may be configured in an electronic device, such as a vehicle. As shown in fig. 1A, the method includes:

s101, determining a first risk point of a target vehicle and a second risk point of a target obstacle.

The target vehicle is an intelligent driving vehicle which needs collision risk early warning. The first risk point refers to a point on the target vehicle; alternatively, it may be determined based on the relative positional relationship between the target vehicle and the target obstacle. The target obstacle refers to an obstacle around the target vehicle that may collide with the target vehicle; alternatively, the target obstacle may be moving or stationary; for example, the target obstacle may be an electric vehicle, other vehicle, or pedestrian traveling toward the target vehicle; as another example, the target obstacle is a warning barrier pile in front of the target vehicle; wherein the other vehicle is other vehicles than the target vehicle. The second risk point refers to a point on the target obstacle; alternatively, it may be determined based on the relative positional relationship between the target vehicle and the target obstacle.

Specifically, the first risk point of the target vehicle and the second risk point of the target obstacle may be determined according to the relative positional relationship between the target obstacle and the target vehicle. For example, in the case where the target obstacle is located at the rear left of the target vehicle, determining a first risk point of the target vehicle as an extended rear left corner point of the target vehicle, and determining a second risk point of the target obstacle as an extended front right corner point of the target obstacle; under the condition that the target obstacle is positioned at the right rear of the target vehicle, determining a first risk point of the target vehicle as an extended right rear corner point of the target vehicle, and determining a second risk point of the target obstacle as an extended left front corner point of the target obstacle; and determining a first risk point of the target vehicle as a left front corner point of the target vehicle and a second risk point of the target obstacle as a right rear corner point of the target obstacle when the target obstacle is positioned at the left front of the target vehicle, and determining a first risk point of the target vehicle as a right front corner point of the target vehicle and a second risk point of the target obstacle as a left rear corner point of the target obstacle when the target obstacle is positioned at the right front of the target vehicle.

In determining whether there is a collision risk between the target vehicle and the target obstacle, the target vehicle is abstracted to a vehicle rectangle including the outline of the target vehicle, and the target obstacle is abstracted to an obstacle rectangle including the outline of the target obstacle, that is, the length of the vehicle rectangle is the length of the target vehicle, the width of the vehicle rectangle is the width of the target vehicle, and the obstacle The length of the obstacle rectangle is the length of the target obstacle, and the width of the obstacle rectangle is the width of the target obstacle. And expanding the length and the width of the vehicle rectangle and the obstacle rectangle based on a preset expansion rule to obtain an expanded vehicle rectangle and an expanded obstacle rectangle after expansion. For illustration, referring to fig. 1B, taking a vehicle rectangle as an example, in fig. 1B, a solid rectangle is a vehicle rectangle, the solid rectangle includes A, B, C, D points, a point is a front left corner point of the target vehicle, a point B is a front right corner point of the target vehicle, a point C is a rear left corner point of the target vehicle, and a point D is a rear right corner point of the target vehicle. From the front bumper of the target vehicle to the center of the rear axle of the target vehicle (i.e., O _c ) The distance of (d) _f And the target vehicle rear bumper to the target vehicle rear axle center (i.e., O _c ) The distance of (d) _r The length of the solid rectangle is expanded according to a preset width expansion threshold (for example, the width expansion threshold is) The width of the solid line rectangle is expanded to obtain an expanded vehicle rectangle, the expanded vehicle rectangle is represented by a dotted line rectangle, the dotted line rectangle comprises E, F, H, G points, the E point is an expanded left front corner point of the target vehicle, the F point is an expanded right front corner point of the target vehicle, the H point is an expanded left rear corner point of the target vehicle, and the G point is an expanded right rear corner point of the target vehicle.

S102, determining a first risk value of the first risk point at the current moment according to the first position information of the first risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed.

The first location information refers to location information of the first risk point at the current time, and includes coordinates of the first risk point at the current time. The obstacle size information refers to size information of the obstacle, including, but not limited to, a length of the target obstacle and a width of the target obstacle. The first obstacle position information refers to position information of the target obstacle at the current moment, and includes coordinates of the target obstacle at the current moment. The first obstacle speed refers to the speed of the target obstacle at the current time. The first risk value refers to a risk value of the first risk point at the current moment, for characterizing a value having a risk of collision.

Optionally, the first position risk value may be determined according to the first position information of the first risk point, and the obstacle size information, the first obstacle position information and the first obstacle speed of the target obstacle; determining a first speed risk value according to the first position information of the first risk point, the first obstacle position information of the target obstacle and the first obstacle speed; and determining a first risk value of the first risk point at the current moment according to the first position risk value and the first speed risk value.

The first position risk value refers to a risk value of the position of the first risk point at the current moment. The first speed risk value refers to a risk value of the speed of the first risk point at the current moment.

Specifically, the first position risk value may be determined according to the coordinate of the first risk point at the current time, the length of the target obstacle, the width of the target obstacle, the coordinate of the target obstacle at the current time, and the first obstacle speed, by the following formula:

wherein L is ₁ For the first location risk value, e ^X As an exponential function, X is an exponential power of e, base1 _halflen For the length of the target obstaclebase1 _halfwid Is +.>base1 _v1 First obstacle speed, p1, as target obstacle _x1 For the x-axis coordinate of the first risk point at the current moment, p1 _y1 Base1 is the y-axis coordinate of the first risk point at the current moment _x1 Base1 for the x-axis coordinate of the target obstacle at the current moment _y1 Is the object ofY-axis coordinate, θ, of obstacle at current moment ₁ Is the angle between the direction of the first obstacle velocity and the x-axis in the world coordinate system. It should be noted that, the world coordinate system is preset according to the actual application scene requirement.

According to the coordinates of the first risk point at the current moment, the coordinates of the target obstacle at the current moment and the first obstacle speed, determining a first speed risk value according to the following formula:

Wherein V is ₁ Base1 as a first speed risk value _v1 First obstacle speed, p1, as target obstacle _x1 Base1 for the x-axis coordinate of the first risk point at the current moment _x1 Is the x-axis coordinate of the target obstacle at the current moment.

According to the first position risk value and the first speed risk value, determining a first risk value of the first risk point at the current moment through the following formula:

R ₁ ＝L ₁ *V ₁ ；

wherein R is ₁ For the first risk value, L, of the first risk point at the current moment ₁ For the first position risk value, V ₁ Is a first speed risk value.

It can be understood that the first risk value of the first risk point at the current moment is determined by means of the obstacle size information, the first obstacle position information and the first obstacle speed of the target obstacle and the first position information of the first risk point, the influence of the attribute information of the target obstacle on the determination of the first risk value is fully considered, and the accuracy of determining the first risk value is improved.

It should be noted that, in the case where the target obstacle is located in different orientations of the target vehicle, the first risk points are different; accordingly, the first risk value is different.

For example, in the case where the target obstacle is located at the left rear of the target vehicle, the first risk point is an extended left rear corner point of the target vehicle. Correspondingly, the first risk value is the risk value of the extended left rear corner point of the target vehicle at the current moment.

For example, in the case where the target obstacle is located at the rear right of the target vehicle, the first risk point is an extended rear right corner point of the target vehicle. Correspondingly, the first risk value is the risk value of the extended right rear corner point of the target vehicle at the current moment.

For example, in the case where the target obstacle is located in the left front of the target vehicle, the first risk point is the left front corner point of the target vehicle. Correspondingly, the first risk value is the risk value of the left front corner of the target vehicle at the current moment.

For example, in the case where the target obstacle is located in the right front of the target vehicle, the first risk point is the right front corner point of the target vehicle. Correspondingly, the first risk value is the risk value of the right front corner of the target vehicle at the current moment.

S103, determining a second risk value of the second risk point at the current moment according to the second position information of the second risk point, the vehicle size information of the target vehicle, the first vehicle position information and the first vehicle speed.

The second location information refers to location information of the second risk point at the current time, and includes coordinates of the second risk point at the current time. The vehicle size information refers to size information of the vehicle, including, but not limited to, a length of the target vehicle and a width of the target vehicle. The first vehicle position information refers to position information of the target vehicle at the current time, and includes coordinates of the target vehicle at the current time. The first vehicle speed refers to the speed of the target vehicle at the current time. The second risk value refers to a risk value of the second risk point at the current moment, for characterizing a value having a risk of collision.

Alternatively, the second location risk value may be determined according to the second location information of the second risk point, and the vehicle size information, the first vehicle location information, and the first vehicle speed of the target vehicle; determining a second speed risk value according to the second position information of the second risk point, the first vehicle position information of the target vehicle and the first vehicle speed; and determining a second risk value of the second risk point at the current moment according to the second position risk value and the second speed risk value.

The second location risk value refers to a risk value of the location of the second risk point at the current moment. The second speed risk value refers to a risk value of the speed of the second risk point at the current moment.

Specifically, the second position risk value may be determined according to the coordinates of the second risk point at the current time, the length of the target vehicle, the width of the target vehicle, the coordinates of the target vehicle at the current time, and the first vehicle speed, by the following formula:

wherein L is ₂ For a second risk value, e ^X As an exponential function, X is an exponential power of e, base2 _halflen For the length of the target vehiclebase2 _halfwid For the width of the target vehicle>base2 _v1 For a first vehicle speed, p2, of the target vehicle _x1 For the x-axis coordinate of the second risk point at the current moment, p2 _y1 Base2 for the y-axis coordinate of the second risk point at the current moment _x1 Base2 for the x-axis coordinate of the target vehicle at the current time _y1 For the y-axis coordinate of the target vehicle at the current moment, theta ₂ Is the angle between the direction of the first vehicle speed and the x-axis in the world coordinate system. It should be noted that, the world coordinate system is preset according to the actual application scene requirement.

According to the coordinates of the second risk point at the current moment, the coordinates of the target vehicle at the current moment and the first vehicle speed, determining a second speed risk value according to the following formula:

wherein V is ₂ Base2 as a second speed risk value _v1 For a first vehicle speed, p2, of the target vehicle _x1 Base2 for the x-axis coordinate of the second risk point at the current moment _x1 Is the x-axis coordinate of the target vehicle at the current time.

According to the second position risk value and the second speed risk value, determining a second risk value of a second risk point at the current moment through the following formula:

R ₂ ＝L ₂ *V ₂ ；

wherein R is ₂ For the second risk value, L, of the second risk point at the current moment ₂ Is the risk value of the second position, V ₂ Is a second speed risk value.

It can be understood that the second risk value of the second risk point at the current moment is determined by means of the obstacle size information, the first vehicle position information and the first vehicle speed of the target vehicle and the second position information of the second risk point, so that the influence of the attribute information of the target vehicle on the determination of the second risk value is fully considered, and the accuracy of determining the second risk value is improved.

It should be noted that, in the case where the target obstacle is located in different orientations of the target vehicle, the second risk points are different; correspondingly, the second risk value is different.

For example, in the case where the target obstacle is located at the rear left of the target vehicle, the second risk point is an extended front right corner point of the target obstacle. Correspondingly, the second risk value is the risk value of the extended right front corner of the target obstacle at the current moment.

For example, in the case where the target obstacle is located right-rear of the target vehicle, the second risk point is an extended left front corner point of the target obstacle. Correspondingly, the second risk value is the risk value of the extended left front corner of the target obstacle at the current moment, wherein the second risk point is the second risk point.

For example, in the case where the target obstacle is located in the front left of the target vehicle, the second risk point is the rear right corner point of the target obstacle. Correspondingly, the second risk value is the risk value of the right rear corner of the target obstacle at the current moment.

For example, in the case where the target obstacle is located in the right front of the target vehicle, the second risk point is the left rear corner point of the target obstacle. Correspondingly, the second risk value is the risk value of the left rear corner of the target obstacle at the current moment.

S104, determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value and the second risk value.

Specifically, the first risk value and the second risk value may be compared according to a relative positional relationship between the target vehicle and the target obstacle, so as to determine whether there is a collision risk between the target vehicle and the target obstacle. For example, in the case that the target obstacle is located behind the target vehicle, if the first risk value is greater than the second risk value, determining that there is a collision risk between the target vehicle and the target obstacle, otherwise, there is no collision risk between the target vehicle and the target obstacle; and under the condition that the target obstacle is positioned in front of the target vehicle, if the first risk value is smaller than the second risk value, determining that the collision risk exists between the target vehicle and the target obstacle, otherwise, determining that the collision risk does not exist between the target vehicle and the target obstacle.

It should be noted that, when the target obstacle is located in different directions of the target vehicle, the first risk points are different, and the second risk points are different; correspondingly, the first risk value is different and the second risk value is different.

For example, in the case where the target obstacle is located at the left rear of the target vehicle, the first risk point is an extended left rear corner point of the target vehicle, and the second risk point is an extended right front corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the extended left rear corner point of the target vehicle at the current moment, and the second risk value is the risk value of the extended right front corner point of the target obstacle at the current moment.

For example, in the case where the target obstacle is located at the rear right of the target vehicle, the first risk point is an extended rear right corner point of the target vehicle, and the second risk point is an extended front left corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the extended right rear corner point of the target vehicle at the current moment, and the second risk value is the risk value of the extended left front corner point of the target obstacle at the current moment.

For example, in the case where the target obstacle is located in the front left of the target vehicle, the first risk point is the front left corner point of the target vehicle, and the second risk point is the rear right corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the left front corner of the target vehicle at the current moment, and the second risk value is the risk value of the right rear corner of the target obstacle at the current moment.

For example, in the case where the target obstacle is located in the right front of the target vehicle, the first risk point is the right front corner point of the target vehicle, and the second risk point is the left rear corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the right front corner of the target vehicle at the current moment, and the second risk value is the risk value of the left rear corner of the target obstacle at the current moment.

It should be noted that, at the same moment, if the target obstacle is located at the rear (left rear or right rear) of the target vehicle, the risk value of the extended front right corner of the target obstacle is equal to the risk value of the extended front left corner of the target obstacle; if the target obstacle is located in front of the target vehicle (left front or right front), the risk value of the left front corner of the target vehicle and the risk value of the right front corner of the target vehicle are equal.

In addition, under the condition that the collision risk exists between the target vehicle and the target obstacle, a collision risk prompt is sent out, and if a feedback instruction of a target vehicle driver is not received within a preset time, an obstacle avoidance instruction is automatically generated; and generating an obstacle avoidance planning route according to the obstacle avoidance instruction, and indicating the target vehicle to avoid the target obstacle. The preset time is preset according to actual scene requirements. The feedback command refers to an operation command of the target vehicle by the driver of the target vehicle, for example, an absolute value of a steering wheel angle of the target vehicle is greater than 2 ° for six consecutive frames, for example, a brake pedal stroke of the target vehicle is greater than 2% of a total stroke, and for example, an accelerator pedal stroke of the target vehicle is greater than 2% of the total stroke for six consecutive frames. It should be noted that, the duration of one frame is determined according to the actual requirement, and is generally 0.1 seconds. The obstacle avoidance command is a command for avoiding a target obstacle, and is used for instructing the target vehicle to avoid the target obstacle.

Example two

Fig. 2 is a flowchart of a vehicle collision risk determination method according to a second embodiment of the present invention, where an alternative implementation manner is provided by further optimizing "determining a first risk point of a target vehicle and a second risk point of a target obstacle" based on the above embodiment. In the embodiments of the present invention, parts not described in detail may be referred to for related expressions of other embodiments. As shown in fig. 2, the method includes:

s201, determining a target obstacle according to a road direction, a running direction of the target vehicle, a first speed of the candidate obstacle, a first relative position between the target vehicle and the candidate obstacle, and a second relative position between the candidate obstacle and the target vehicle.

The road direction refers to the direction of the road where the target vehicle is located, and may be represented by a unit vector γ. The running direction refers to the running direction of the target vehicle, and can be represented by the vector O _c O _fc Represented by O _c For the rear axle center of the target vehicle, O _fc Is the center of the front axle of the target vehicle. Vector O _c O _fc Containing O _c And O _fc Pointing information between, i.e. from O _c Direction O _fc . The road direction matches the traveling direction of the target vehicle. The candidate obstacle refers to an obstacle in the vicinity of the target vehicle, such as a pedestrian, an electric vehicle, or other vehicle, or the like. Wherein the other vehicle is other vehicles than the target vehicle. The first speed refers to the speed of the candidate obstacle at the current time. The first relative position refers to the position of the target vehicle relative to the candidate obstacle based on the target vehicle, and is represented by the vector O _c O _n Represented by O _c For the rear axle center of the target vehicle, O _n Is a candidate obstacle centroid. Vector O _c O _n Containing O _c And O _n Pointing information between, i.e. from O _c Direction O _n . The second relative position refers to the position of the candidate obstacle relative to the target vehicle based on the candidate obstacle, and is represented by the vector O _n O _c Represented by O _n Is candidate obstacle centroid, O _c Is the center of the rear axle of the target vehicle. Vector O _n O _c Containing O _n And O _c Pointing information between, i.e. from O _n Direction O _c . The target obstacle refers to a candidate obstacle that may be at risk of collision with the target vehicle among the candidate obstacles.

Specifically, the front-rear position of the candidate obstacle relative to the target vehicle may be determined according to the running direction of the target vehicle and the first relative position between the target vehicle and the candidate obstacle, for example, the candidate obstacle is located in front of the target vehicle, and for example, the candidate obstacle is located behind the target vehicle; further, according to the running direction of the target vehicle and the second relative position between the candidate obstacle and the target vehicle, determining the left and right positions of the candidate obstacle relative to the target vehicle, for example, the candidate obstacle is positioned at the left front of the target vehicle, for example, the candidate obstacle is positioned at the right front of the target vehicle, for example, the candidate obstacle is positioned at the left rear of the target vehicle, and for example, the candidate obstacle is positioned at the right rear of the target vehicle; further, determining a running direction of the candidate obstacle according to the road direction and the first speed of the candidate obstacle; according to the traveling direction of the candidate obstacle, the candidate obstacle that is likely to collide with the target vehicle is determined as the target obstacle.

Optionally, determining a candidate position of the candidate obstacle according to the running direction of the target vehicle, the first relative position and the second relative position; a target obstacle is determined from the candidate obstacles based on the candidate location, the road direction, and the first speed of the candidate obstacle.

The candidate position refers to a position of the candidate obstacle relative to the target vehicle based on the target vehicle, for example, the candidate position is left front of the target vehicle, for example, the candidate position is right front of the target vehicle, for example, the candidate position is left rear of the target vehicle, and for example, the candidate position is right rear of the target vehicle.

Specifically, the front-rear position of the candidate obstacle with respect to the target vehicle may be determined according to the number product of the running direction of the target vehicle and the first relative position, for example, the candidate obstacle is located in front of the target vehicle, and for example, the candidate obstacle is located behind the target vehicle. For example, the product of the running direction of the target vehicle and the first relative position is denoted as Inner (O _c O _fc ,O _c O _n )＝O _c O _fc ·O _c O _n If Inner (O) _c O _fc ,O _c O _n )<0, then confirmAnd determining that the candidate obstacle is positioned behind the target vehicle, otherwise, determining that the candidate obstacle is positioned in front of the target vehicle. Further, based on the front-rear position of the candidate obstacle with respect to the target vehicle, the candidate position of the candidate obstacle is determined according to the vector product of the running direction of the target vehicle and the second relative position, for example, the candidate position is the front left of the target vehicle, for example, the candidate position is the front right of the target vehicle, for example, the candidate position is the rear left of the target vehicle, and for example, the candidate position is the rear right of the target vehicle. For example, the Cross product of the running direction of the target vehicle and the second relative position is denoted as Cross (O _c O _fc ,O _n O _c )＝O _c O _fc ×O _n O _c If the candidate obstacle is located behind the target vehicle, the candidate obstacle is determined to be a Cross (O _c O _fc ,O _n O _c )>And 0, determining the candidate position of the candidate obstacle as the left rear of the target vehicle, otherwise, determining the candidate position of the candidate obstacle as the right rear of the target vehicle. Similarly, if the candidate obstacle is located in front of the target vehicle, the obstacle is determined to be a collision obstacle (O _c O _fc ,O _n O _c )>And 0, determining the candidate position of the candidate obstacle as the left front of the target vehicle, otherwise, determining the candidate position of the candidate obstacle as the right front of the target vehicle.

Further, a target obstacle is determined from among the candidate obstacles according to the candidate position, the road direction, and the first speed of the candidate obstacle by the following formula:

Cross(γ,v _n )＝γ×v _n

wherein v is _n N (n=1, 2, …, N) is a positive integer representing the nth candidate obstacle, cross (γ, v) _n ) First speed v for road direction vector gamma and nth candidate obstacle _n Is a vector product of (a). If the candidate position of the candidate obstacle is the left rear of the target vehicle, the position of the candidate obstacle is determined by Cross (γ, v _n )>0, ignoring the candidate obstacle, otherwise, determining the candidate obstacle as a target obstacle; if the candidate position of the candidate obstacle is the right rear of the target vehicle, the position of the candidate obstacle is determined by Cross (γ, v _n )<0，The candidate obstacle is ignored and otherwise the candidate obstacle is determined to be the target obstacle.

It will be appreciated that the candidate position of the candidate obstacle is determined based on the direction of travel of the target vehicle, the first relative position, and the second relative position; a target obstacle is determined from the candidate obstacles based on the candidate location, the road direction, and the first speed of the candidate obstacle. The obstacle which cannot possibly collide with the target vehicle can be filtered, the calculated amount of the risk value is reduced, and the calculation efficiency is improved.

S202, determining a first risk point of the target vehicle and a second risk point of the target obstacle according to a third relative position between the target obstacle and the target vehicle.

The third relative position refers to a position of the target obstacle with respect to the target vehicle based on the target obstacle. The third phase positions include, but are not limited to: the target obstacle is located at the left rear of the target vehicle, the target obstacle is located at the right rear of the target vehicle, the target obstacle is located at the left front of the target vehicle, and the target obstacle is located at the right front of the target vehicle.

Specifically, under the condition that the target obstacle is positioned at the left rear of the target vehicle, determining a first risk point of the target vehicle as an extended left rear corner point of the target vehicle, and determining a second risk point of the target obstacle as an extended right front corner point of the target obstacle; under the condition that the target obstacle is positioned at the right rear of the target vehicle, determining a first risk point of the target vehicle as an extended right rear corner point of the target vehicle, and determining a second risk point of the target obstacle as an extended left front corner point of the target obstacle; under the condition that the target obstacle is positioned at the left front of the target vehicle, determining a first risk point of the target vehicle as a left front corner point of the target vehicle, and determining a second risk point of the target obstacle as a right rear corner point of the target obstacle; and under the condition that the target obstacle is positioned at the right front of the target vehicle, determining a first risk point of the target vehicle as a right front corner point of the target vehicle, and determining a second risk point of the target obstacle as a left rear corner point of the target obstacle.

S203, determining a first risk value of the first risk point at the current moment according to the first position information of the first risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed.

S204, determining a second risk value of the second risk point at the current moment according to the second position information of the second risk point, the vehicle size information of the target vehicle, the first vehicle position information and the first vehicle speed.

S205, determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value and the second risk value.

Optionally, in the case that the target obstacle is located behind the target vehicle, if the first risk value is greater than the second risk value, determining that there is a collision risk between the target vehicle and the target obstacle; and if the first risk value is smaller than the second risk value under the condition that the target obstacle is positioned in front of the target vehicle, determining that collision risk exists between the target vehicle and the target obstacle.

Specifically, if the first risk value is greater than the second risk value under the condition that the target obstacle is located behind the target vehicle, determining that a collision risk exists between the target vehicle and the target obstacle; otherwise, determining that no collision risk exists between the target vehicle and the target obstacle; and under the condition that the target obstacle is positioned in front of the target vehicle, if the first risk value is smaller than the second risk value, determining that the collision risk exists between the target vehicle and the target obstacle, otherwise, determining that the collision risk does not exist between the target vehicle and the target obstacle.

It can be understood that according to the specific position of the target obstacle relative to the target vehicle, whether the collision risk exists between the target vehicle and the target obstacle is determined, so that the determination process of the collision risk is more targeted, and the accuracy of the determination of the collision risk between the target vehicle and the target obstacle is improved.

In addition, under the condition that the collision risk exists between the target vehicle and the target obstacle, a collision risk prompt is sent out, and if a feedback instruction of a target vehicle driver is not received within a preset time, an obstacle avoidance instruction is generated; and generating an obstacle avoidance planning route according to the obstacle avoidance instruction, and indicating the target vehicle to avoid the target obstacle. The preset time is preset according to actual scene requirements. The feedback command refers to an operation command of the target vehicle by the driver of the target vehicle, for example, an absolute value of a steering wheel angle of the target vehicle is greater than 2 ° for six consecutive frames, for example, a brake pedal stroke of the target vehicle is greater than 2% of a total stroke, and for example, an accelerator pedal stroke of the target vehicle is greater than 2% of the total stroke for six consecutive frames. It should be noted that, the duration of one frame is determined according to the actual scene requirement, and is generally 0.1 seconds. The obstacle avoidance command is a command for avoiding a target obstacle, and is used for instructing the target vehicle to avoid the target obstacle.

According to the technical scheme provided by the embodiment of the invention, the method for screening the target obstacle from the candidate obstacle is provided, so that the calculated amount of the subsequent risk value is reduced, and the calculation efficiency is improved; meanwhile, the method for determining the first risk point of the target vehicle and the second risk point of the target obstacle according to the third relative position between the target obstacle and the target vehicle is provided, so that the determination of the first risk point and the second risk point is more flexible and more targeted.

Example III

Fig. 3 is a flowchart of a vehicle collision risk determination method according to a third embodiment of the present invention, where, based on the foregoing embodiment, risk values of a first risk point and a second risk point at a time immediately before a current time are introduced to determine whether a collision risk exists between a target vehicle and a target obstacle, and an alternative embodiment is provided. In the embodiments of the present invention, parts not described in detail may be referred to for related expressions of other embodiments. As shown in fig. 3, the method includes:

s301, determining a first risk point of a target vehicle and a second risk point of a target obstacle.

S302, determining a first risk value of the first risk point at the current moment according to the first position information of the first risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed.

S303, determining a second risk value of the second risk point at the current moment according to the second position information of the second risk point, the vehicle size information of the target vehicle, the first vehicle position information and the first vehicle speed.

S304, determining a third risk value of the first risk point at the moment which is the last of the current moment according to the third position information of the first risk point, the obstacle size information of the target obstacle, the second obstacle position information and the second obstacle speed.

The third location information refers to location information of the first risk point at a time previous to the current time, and includes coordinates of the first risk point at a time previous to the current time. The obstacle size information refers to size information of the obstacle, including, but not limited to, a length of the target obstacle and a width of the target obstacle. The second obstacle position information is position information of the target obstacle at a time immediately preceding the current time, and includes coordinates of the target obstacle at a time immediately preceding the current time. The second obstacle speed refers to the speed of the target obstacle at a time immediately preceding the current time. The third risk value refers to a risk value of the first risk point at a time immediately preceding the current time for characterizing a value having a risk of collision.

Specifically, a third position risk value may be determined according to the third position information of the first risk point, and the obstacle size information, the second obstacle position information, and the second obstacle speed of the target obstacle; determining a third speed risk value according to the third position information of the first risk point, the second obstacle position information of the target obstacle and the second obstacle speed; and determining a third risk value of the first risk point at the current moment according to the third position risk value and the third speed risk value. The third position risk value refers to a risk value of the position of the first risk point at a time previous to the current time. The first speed risk value refers to a risk value of the speed of the first risk point at a time immediately before the current time.

For example, according to the coordinates of the first risk point at the moment previous to the current moment, the length of the target obstacle, the width of the target obstacle, the coordinates of the target obstacle at the moment previous to the current moment and the second obstacle speed, the third position risk value is determined by the following formula:

wherein L is ₃ For the third position risk value, e ^X As an exponential function, X is an exponential power of e, base1 _halflen For the length of the target obstaclebase1 _halfwid Is +.>base1 _v2 Second obstacle speed, p1, being the target obstacle _x2 For the x-axis coordinate of the first risk point at the moment immediately preceding the current moment, p1 _y2 Base1 for the y-axis coordinate of the first risk point at the moment immediately preceding the current moment _x2 Base1, the x-axis coordinate of the target obstacle at the moment immediately before the current moment _y2 For the y-axis coordinate, θ, of the target obstacle at the time immediately preceding the current time ₃ Is the angle between the direction of the second obstacle velocity and the x-axis in the world coordinate system. It should be noted that, the world coordinate system is preset according to the actual application scene requirement.

According to the coordinate of the first risk point at the moment which is the last moment of the current moment, the coordinate of the target obstacle at the moment which is the last moment of the current moment and the second obstacle speed, determining a third speed risk value according to the following formula:

Wherein V is ₃ Base1, a third speed risk value _v2 Second obstacle speed, p1, being the target obstacle _x2 Base1 for the x-axis coordinate of the first risk point at the moment immediately preceding the current moment _x2 Is the x-axis coordinate of the target obstacle at a time immediately preceding the current time.

R ₃ ＝L ₃ *V ₃ ；

wherein R is ₃ For the third risk value, L, of the first risk point at a time immediately preceding the current time ₃ For the third position risk value, V ₃ Is a third speed risk value.

It should be noted that, in the case where the target obstacle is located in different orientations of the target vehicle, the first risk points are different; accordingly, the third risk value is different.

For example, in the case where the target obstacle is located at the left rear of the target vehicle, the first risk point is an extended left rear corner point of the target vehicle. Correspondingly, the third risk value is the risk value of the extended left rear corner point of the target vehicle at the moment immediately before the current moment.

For example, in the case where the target obstacle is located at the rear right of the target vehicle, the first risk point is an extended rear right corner point of the target vehicle. Correspondingly, the third risk value is the risk value of the extended right rear corner point of the target vehicle at the moment immediately before the current moment.

For example, in the case where the target obstacle is located in the left front of the target vehicle, the first risk point is the left front corner point of the target vehicle. Correspondingly, the third risk value is the risk value of the left front corner of the target vehicle at the moment immediately before the current moment.

For example, in the case where the target obstacle is located in the right front of the target vehicle, the first risk point is the right front corner point of the target vehicle. Correspondingly, the third risk value is the risk value of the right front corner of the target vehicle at the moment immediately before the current moment.

S305, determining a fourth risk value of the second risk point at a moment which is the last of the current moment according to the fourth position information of the second risk point, and the vehicle size information, the second vehicle position information and the second vehicle speed of the target vehicle.

The fourth location information refers to location information of the second risk point at a time previous to the current time, and includes coordinates of the second risk point at a time previous to the current time. The vehicle size information refers to size information of the vehicle, including, but not limited to, a length of the target vehicle and a width of the target vehicle. The second vehicle position information is position information of the target vehicle at a time immediately preceding the current time, and includes coordinates of the target vehicle at a time immediately preceding the current time. The second vehicle speed refers to the speed of the target vehicle at a time immediately preceding the current time. The fourth risk value refers to a risk value of the second risk point at a time immediately preceding the current time, and is used to characterize a value having a risk of collision.

Specifically, a fourth location risk value may be determined according to fourth location information of the second risk point, and vehicle size information of the target vehicle, second vehicle location information, and second vehicle speed; determining a fourth speed risk value according to the fourth position information of the second risk point, the second vehicle position information of the target vehicle and the second vehicle speed; and determining a fourth risk value of the second risk point at a moment previous to the current moment according to the fourth position risk value and the fourth speed risk value. The fourth position risk value refers to a risk value of the position of the second risk point at the moment previous to the current moment. The fourth speed risk value refers to a risk value of the speed of the second risk point at a time immediately preceding the current time.

For example, the fourth position risk value is determined according to the coordinates of the second risk point at the time immediately before the current time, the length of the target vehicle, the width of the target vehicle, the coordinates of the target vehicle at the time immediately before the current time, and the second vehicle speed by the following formula:

wherein L is ₄ For the fourth risk value, e ^X As an exponential function, X is an exponential power of e, base2 _halflen For the length of the target vehicleDegree ofbase2 _halfwid For the width of the target vehicle >base2 _v2 For a second vehicle speed, p2, of the target vehicle _x2 For the x-axis coordinate, p2, of the second risk point at a time immediately preceding the current time _y2 Base2 for the y-axis coordinate of the second risk point at the time immediately preceding the current time _x2 Base2 for the x-axis coordinate of the target vehicle at the time immediately preceding the current time _y2 For the y-axis coordinate, θ, of the target vehicle at the time immediately preceding the current time ₄ Is the angle between the direction of the second vehicle speed and the x-axis in the world coordinate system. It should be noted that, the world coordinate system is preset according to the actual application scene requirement.

According to the coordinates of the second risk point at the moment which is the last moment of the current moment, the coordinates of the target vehicle at the moment which is the last moment of the current moment and the second vehicle speed, determining a fourth speed risk value according to the following formula:

wherein V is ₄ Base2 for the fourth speed risk value _v2 For a second vehicle speed, p2, of the target vehicle _x2 Base2 for the x-axis coordinate of the second risk point at the time immediately preceding the current time _x2 Is the x-axis coordinate of the target vehicle at a time immediately preceding the current time.

According to the fourth position risk value and the fourth speed risk value, determining a fourth risk value of the second risk point at the moment previous to the current moment through the following formula:

R ₄ ＝L ₄ *V ₄ ；

wherein R is ₄ For the fourth risk value of the second risk point at the moment immediately before the current moment, L ₄ For the fourth position risk value, V ₄ For the fourth speed risk value。

It should be noted that, in the case where the target obstacle is located in different orientations of the target vehicle, the second risk points are different; correspondingly, the fourth risk value is different.

For example, in the case where the target obstacle is located at the rear left of the target vehicle, the second risk point is an extended front right corner point of the target obstacle. Correspondingly, the fourth risk value is the risk value of the extended right front corner of the target obstacle at the moment immediately before the current moment.

For example, in the case where the target obstacle is located right-rear of the target vehicle, the second risk point is an extended left front corner point of the target obstacle. Correspondingly, the fourth risk value is the risk value of the extended left front corner of the target obstacle, which is the last time of the current time, and the second risk point.

For example, in the case where the target obstacle is located in the front left of the target vehicle, the second risk point is the rear right corner point of the target obstacle. Correspondingly, the fourth risk value is the risk value of the right rear corner of the target obstacle at the moment immediately before the current moment.

For example, in the case where the target obstacle is located in the right front of the target vehicle, the second risk point is the left rear corner point of the target obstacle. Correspondingly, the fourth risk value is the risk value of the left rear corner of the target obstacle at the moment immediately before the current moment.

S306, determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value, the third risk value and the fourth risk value.

Specifically, the first risk value may be compared with the second risk value and the third risk value respectively when the target obstacle is located behind the target vehicle, if the first risk value is greater than the third risk value and the first risk value is greater than the second risk value, determining that there is a collision risk between the target vehicle and the target obstacle, otherwise, determining that there is no collision risk between the target vehicle and the target obstacle; the second risk value may be compared with the first risk value and the fourth risk value, respectively, when the target obstacle is located in front of the target vehicle, if the second risk value is greater than the fourth risk value and the second risk value is greater than the first risk value, it is determined that there is a collision risk between the target vehicle and the target obstacle, otherwise, it is determined that there is no collision risk between the target vehicle and the target obstacle.

It should be noted that, when the target obstacle is located in different directions of the target vehicle, the first risk points are different, and the second risk points are different; correspondingly, the first risk value is different, the second risk value is different, the third risk value is different, and the fourth risk value is different.

For example, in the case where the target obstacle is located at the left rear of the target vehicle, the first risk point is an extended left rear corner point of the target vehicle, and the second risk point is an extended right front corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the extended left rear corner point of the target vehicle at the current moment, the second risk value is the risk value of the extended right front corner point of the target obstacle at the current moment, the third risk value is the risk value of the extended left rear corner point of the target vehicle at the moment immediately before the current moment, and the fourth risk value is the risk value of the extended right front corner point of the target obstacle at the moment immediately before the current moment.

For example, in the case where the target obstacle is located at the rear right of the target vehicle, the first risk point is an extended rear right corner point of the target vehicle, and the second risk point is an extended front left corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the extended right rear corner point of the target vehicle at the current moment, the second risk value is the risk value of the extended left front corner point of the target obstacle at the current moment, the third risk value is the risk value of the extended right rear corner point of the target vehicle at the moment immediately before the current moment, and the fourth risk value is the risk value of the extended left front corner point of the target obstacle at the moment immediately before the current moment.

For example, in the case where the target obstacle is located in the front left of the target vehicle, the first risk point is the front left corner point of the target vehicle, and the second risk point is the rear right corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the left front corner of the target vehicle at the current moment, the second risk value is the risk value of the right rear corner of the target obstacle at the current moment, the third risk value is the risk value of the left front corner of the target vehicle at the moment above the current moment, and the fourth risk value is the risk value of the right rear corner of the target obstacle at the moment above the current moment.

For example, in the case where the target obstacle is located in the right front of the target vehicle, the first risk point is the right front corner point of the target vehicle, and the second risk point is the left rear corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the right front corner of the target vehicle at the current moment, the second risk value is the risk value of the left rear corner of the target obstacle at the current moment, the third risk value is the risk value of the right front corner of the target vehicle at the moment above the current moment, and the fourth risk value is the risk value of the left rear corner of the target obstacle at the moment above the current moment.

According to the technical scheme provided by the embodiment of the invention, the risk change trend of the first risk point and the second risk point can be determined. Comparing a third risk value of the first risk point at the moment previous to the current moment with a first risk value of the first risk point at the current moment, if the third risk value is smaller than the first risk value, the risk value of the first risk point is indicated to be an increasing trend, otherwise, the risk value of the first risk point is indicated to be a decreasing trend. And similarly, comparing a fourth risk value of the second risk point at the moment previous to the current moment with a second risk value of the second risk point at the current moment, if the fourth risk value is smaller than the second risk value, indicating that the risk value of the second risk point is in an increasing trend, otherwise, indicating that the risk value of the second risk point is in a decreasing trend. Meanwhile, a method for determining whether collision risk exists between the target vehicle and the target obstacle according to the risk change trend of the first risk point and the second risk point is provided.

Example IV

Fig. 4 is a flowchart of a method for determining a risk of collision of a vehicle according to a fourth embodiment of the present invention, where an alternative embodiment is provided for further optimization of "determining whether a risk of collision exists between a target vehicle and a target obstacle according to a first risk value, a second risk value, a third risk value, and a fourth risk value" based on the above embodiment. In the embodiments of the present invention, parts not described in detail may be referred to for related expressions of other embodiments. As shown in fig. 4, the method includes:

S401, determining a first risk point of the target vehicle and a second risk point of the target obstacle.

S402, determining a first risk value of the first risk point at the current moment according to the first position information of the first risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed.

S403, determining a second risk value of the second risk point at the current moment according to the second position information of the second risk point, the vehicle size information of the target vehicle, the first vehicle position information and the first vehicle speed.

S404, determining a third risk value of the first risk point at the moment which is the last of the current moment according to the third position information of the first risk point, the obstacle size information of the target obstacle, the second obstacle position information and the second obstacle speed.

S405, determining a fourth risk value of the second risk point at a moment which is the last of the current moment according to the fourth position information of the second risk point, the vehicle size information of the target vehicle, the second vehicle position information and the second vehicle speed.

S406, detecting whether the target obstacle is positioned behind the target vehicle, if yes, executing S407, and if not, executing S408.

Specifically, whether the target obstacle is located behind the target vehicle is detected, if so, that is, if the target obstacle is located behind the target vehicle, S407 is executed; if not, that is, if the target obstacle is located in front of the target vehicle, S408 is executed.

S407, determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value and the third risk value.

Specifically, the first risk value may be compared with the second risk value and the third risk value respectively when the target obstacle is located behind the target vehicle, if the first risk value is greater than the third risk value and the first risk value is greater than the second risk value, it is determined that there is a collision risk between the target vehicle and the target obstacle, otherwise, it is determined that there is no collision risk between the target vehicle and the target obstacle.

It should be noted that, when the target obstacle is located at different positions behind the target vehicle, the first risk points are different, and the second risk points are different; correspondingly, the first risk value is different, the second risk value is different, and the third risk value is different.

For example, in the case where the target obstacle is located at the left rear of the target vehicle, the first risk point is an extended left rear corner point of the target vehicle, and the second risk point is an extended right front corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the extended left rear corner point of the target vehicle at the current moment, the second risk value is the risk value of the extended right front corner point of the target obstacle at the current moment, and the third risk value is the risk value of the extended left rear corner point of the target vehicle at the moment immediately before the current moment.

For example, in the case where the target obstacle is located at the rear right of the target vehicle, the first risk point is an extended rear right corner point of the target vehicle, and the second risk point is an extended front left corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the extended right rear corner point of the target vehicle at the current moment, the second risk value is the risk value of the extended left front corner point of the target obstacle at the current moment, and the third risk value is the risk value of the extended right rear corner point of the target vehicle at the moment immediately before the current moment.

At the same time, if the target obstacle is located behind the target vehicle (left rear or right rear), the risk value of the extended front right corner of the target obstacle is equal to the risk value of the extended front left corner of the target obstacle.

Optionally, a first high risk threshold and a first medium risk threshold may be determined from the second risk value; and determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the third risk value, the first high risk threshold and the first middle risk threshold.

The first high risk threshold and the first medium risk threshold are set according to the second risk value, and are used for judging the risk degree of the first risk point of the target vehicle at the current moment.

In particular, the second risk value may be taken as the first high risk threshold in the case where the target obstacle is located behind the target vehicleA second risk value of a multiple is taken as a first risk threshold; if the first risk value is larger than the third risk value and the first risk value is larger than the first stroke risk threshold, determining that collision risk exists between the target vehicle and the target obstacle, otherwise, determining that collision risk does not exist between the target vehicle and the target obstacle; if the first risk value is smaller than the third windAnd if the risk value is larger than the first high risk threshold value, determining that the collision risk exists between the target vehicle and the target obstacle, otherwise, determining that the collision risk does not exist between the target vehicle and the target obstacle.

It should be noted that, when the first risk value is greater than the third risk value and the first risk value is greater than the first medium risk threshold, a collision risk prompt is sent, and if a feedback instruction of a target vehicle driver is not received within a preset time and the risk value of the first risk point is greater than the first high risk threshold, an obstacle avoidance instruction is generated; and generating an obstacle avoidance planning route according to the obstacle avoidance instruction, and indicating the target vehicle to avoid the target obstacle. The preset time is preset according to actual scene requirements.

It can be appreciated that under the condition that the target obstacle is located behind the target vehicle, whether collision risk exists between the target vehicle and the target obstacle or not is determined according to the first risk value, the third risk value, the first high risk threshold value and the first medium risk threshold value, and by means of the risk change trend of the first risk point and the second risk and the first high risk threshold value and the first medium risk threshold value, the determination of the collision risk between the target vehicle and the target obstacle is more accurate, the accuracy of collision risk early warning is further improved, and the safety in the intelligent driving vehicle driving process is improved.

S408, determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value and the fourth risk value.

Specifically, the second risk value may be compared with the first risk value and the fourth risk value respectively when the target obstacle is located in front of the target vehicle, if the second risk value is greater than the fourth risk value and the second risk value is greater than the first risk value, it is determined that there is a collision risk between the target vehicle and the target obstacle, otherwise, it is determined that there is no collision risk between the target vehicle and the target obstacle.

It should be noted that, when the target obstacle is located in different directions in front of the target vehicle, the first risk points are different, and the second risk points are different; correspondingly, the first risk value is different, the second risk value is different, and the fourth risk value is different.

For example, in the case where the target obstacle is located in the front left of the target vehicle, the first risk point is the front left corner point of the target vehicle, and the second risk point is the rear right corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the left front corner of the target vehicle at the current moment, the second risk value is the risk value of the right rear corner of the target obstacle at the current moment, and the fourth risk value is the risk value of the right rear corner of the target obstacle at the last moment of the current moment.

For example, in the case where the target obstacle is located in the right front of the target vehicle, the first risk point is the right front corner point of the target vehicle, and the second risk point is the left rear corner point of the target obstacle. Correspondingly, the first risk value is the risk value of the right front corner of the target vehicle at the current moment, the second risk value is the risk value of the left rear corner of the target obstacle at the current moment, and the fourth risk value is the risk value of the left rear corner of the target obstacle at the last moment of the current moment.

At the same time, if the target obstacle is located in front of the target vehicle (in front of the left or front of the right), the risk value of the front left corner of the target vehicle is equal to the risk value of the front right corner of the target vehicle.

Optionally, a second high risk threshold and a second medium risk threshold may be determined from the first risk value; and determining whether collision risk exists between the target vehicle and the target obstacle according to the second risk value, the fourth risk value, the second high risk threshold and the second middle risk threshold.

The second high risk threshold and the second medium risk threshold are set according to the first risk value, and are used for judging the risk degree of the second risk point of the target obstacle at the current moment.

Specifically, in the case where the target obstacle is located in front of the target vehicle, the first risk value may be taken as the second highest risk threshold valueThe first risk value of the multiple is taken as the second middleA risk threshold; if the second risk value is larger than the fourth risk value and the second risk value is larger than a second stroke risk threshold, determining that collision risk exists between the target vehicle and the target obstacle, otherwise, determining that collision risk does not exist between the target vehicle and the target obstacle; if the second risk value is smaller than the fourth risk value and the second risk value is larger than the second high risk threshold value, determining that collision risk exists between the target vehicle and the target obstacle, otherwise, determining that collision risk does not exist between the target vehicle and the target obstacle.

It should be noted that, when the second risk value is greater than the fourth risk value and the second risk value is greater than the second medium risk threshold, a collision risk prompt is sent, and if a feedback instruction of the target vehicle driver is not received within a preset time and the risk value of the second risk point is greater than the second high risk threshold, an obstacle avoidance instruction is generated; and generating an obstacle avoidance planning route according to the obstacle avoidance instruction, and indicating the target vehicle to avoid the target obstacle. The preset time is preset according to actual scene requirements.

It can be appreciated that under the condition that the target obstacle is located in front of the target vehicle, whether collision risk exists between the target vehicle and the target obstacle or not is determined according to the second risk value, the fourth risk value, the second high risk threshold value and the second medium risk threshold value, and by means of the risk change trend of the first risk point and the second risk and the second high risk threshold value and the second medium risk threshold value, the determination of the collision risk between the target vehicle and the target obstacle is more accurate, the accuracy of collision risk early warning is further improved, and the safety in the intelligent driving vehicle driving process is improved.

According to the technical scheme provided by the embodiment of the invention, whether collision risks exist between the target vehicle and the target obstacle or not is determined according to the different positions of the target obstacle in the target vehicle, and the collision risks are judged in a targeted manner for the target obstacle in the different positions of the target vehicle, so that the flexibility and the accuracy for determining the collision risks exist between the target vehicle and the target obstacle are improved, and the safety in the running process of the intelligent driving vehicle is further improved.

Example five

Fig. 5 is a flowchart of a vehicle collision risk determining method according to a fifth embodiment of the present invention, where a third risk point is introduced to determine whether there is a collision risk between a target vehicle and a target obstacle based on the above embodiment, and an alternative embodiment is provided. In the embodiments of the present invention, parts not described in detail may be referred to for related expressions of other embodiments. As shown in fig. 5, the method includes:

s501, determining a first risk point of a target vehicle and a second risk point of a target obstacle.

Specifically, under the condition that the target obstacle is positioned at the left rear of the target vehicle, determining a first risk point of the target vehicle as an extended left rear corner point of the target vehicle, and determining a second risk point of the target obstacle as an extended right front corner point of the target obstacle; the first risk point of the target vehicle can be determined to be an extended right rear corner point of the target vehicle, and the second risk point of the target obstacle can be determined to be an extended left front corner point of the target obstacle under the condition that the target obstacle is positioned at the right rear of the target vehicle; the first risk point of the target vehicle may be determined as a left front corner point of the target vehicle, and the second risk point of the target obstacle may be determined as a right rear corner point of the target obstacle, in the case where the target obstacle is located in front of the left of the target vehicle; the first risk point of the target vehicle may be determined as a front right corner point of the target vehicle and the second risk point of the target obstacle may be determined as a rear left corner point of the target obstacle in a case where the target obstacle is located in front right of the target vehicle.

S502, determining a first risk value of the first risk point at the current moment according to the first position information of the first risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed.

S503, determining a second risk value of the second risk point at the current moment according to the second position information of the second risk point, the vehicle size information of the target vehicle, the first vehicle position information and the first vehicle speed.

S504, determining a third risk value of the first risk point at the moment which is the last of the current moment according to the third position information of the first risk point, the obstacle size information of the target obstacle, the second obstacle position information and the second obstacle speed.

S505, determining a fourth risk value of the second risk point at a moment which is the last of the current moment according to the fourth position information of the second risk point, and the vehicle size information, the second vehicle position information and the second vehicle speed of the target vehicle.

S506, detecting whether the target obstacle is positioned behind the target vehicle, if so, executing S507, and if not, executing S508.

Specifically, whether the target obstacle is located behind the target vehicle is detected, and if so, S507 is executed if the target obstacle is located behind the target vehicle; if not, that is, if the target obstacle is located in front of the target vehicle, S508 is executed.

S507, determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value and the third risk value.

In particular, the second risk value may be taken as the first high risk threshold in the case where the target obstacle is located behind the target vehicleA second risk value of a multiple is taken as a first risk threshold; if the first risk value is greater than the third risk value and the first risk value is greater than the first stroke risk threshold, determining that there is a collision risk between the target vehicle and the target obstacle, otherwise, determining that there is no collision risk between the target vehicle and the target obstacleThe method comprises the steps of carrying out a first treatment on the surface of the If the first risk value is smaller than the third risk value and the first risk value is larger than the first high risk threshold, determining that collision risk exists between the target vehicle and the target obstacle, otherwise, determining that collision risk does not exist between the target vehicle and the target obstacle.

It should be noted that, when the target obstacle is located in different directions of the target vehicle, the first risk points are different, and the second risk points are different; correspondingly, the first risk value is different, the second risk value is different, and the third risk value is different.

In an exemplary embodiment, when the target obstacle is located at the left rear of the target vehicle, the first risk point is an extended left rear corner point of the target vehicle, the second risk point is an extended right front corner point of the target obstacle, and accordingly, the first risk value is a risk value of the extended left rear corner point of the target vehicle at the current time, the second risk value is a risk value of the extended right front corner point of the target obstacle at the current time, and the third risk value is a risk value of the extended left rear corner point of the target vehicle at a time immediately before the current time.

In an exemplary embodiment, when the target obstacle is located at the rear right side of the target vehicle, the first risk point is an extended rear right corner point of the target vehicle, the second risk point is an extended front left corner point of the target obstacle, and accordingly, the first risk value is a risk value of the extended rear right corner point of the target vehicle at the current time, the second risk value is a risk value of the extended front left corner point of the target obstacle at the current time, and the third risk value is a risk value of the extended rear right corner point of the target vehicle at a time immediately before the current time.

In an exemplary embodiment, when the target obstacle is located in front of the target vehicle, the first risk point is a front left corner point of the target vehicle, the second risk point is a rear right corner point of the target obstacle, and accordingly, the first risk value is a risk value of the front left corner point of the target vehicle at the current time, the second risk value is a risk value of the rear right corner point of the target obstacle at the current time, and the third risk value is a risk value of the front left corner point of the target vehicle at a time immediately before the current time.

In an exemplary embodiment, when the target obstacle is located in front of the target vehicle, the first risk point is a front right corner of the target vehicle, the second risk point is a rear left corner of the target obstacle, and accordingly, the first risk value is a risk value of the front right corner of the target vehicle at the current time, the second risk value is a risk value of the rear left corner of the target obstacle at the current time, and the third risk value is a risk value of the front right corner of the target vehicle at a time immediately before the current time.

It should be noted that, at the same moment, if the target obstacle is located at the rear (left rear or right rear) of the target vehicle, the risk value of the extended front right corner of the target obstacle is equal to the risk value of the extended front left corner of the target obstacle; if the target obstacle is located in front of the target vehicle (left front or right front), the risk value of the left front corner of the target vehicle is the same as the risk value of the right front corner of the target vehicle.

S508, determining a third risk point of the target vehicle.

Wherein the third risk point refers to a point on the target vehicle; alternatively, it may be determined according to a relative positional relationship between the target vehicle and the target obstacle, and the third risk point and the first risk point are not the same point on the target vehicle.

Specifically, under the condition that the target obstacle is positioned at the left front of the target vehicle, the first risk point is the left front corner point of the target vehicle, and the third risk point is the extended left front corner point of the target vehicle; in the case where the target obstacle is located in the front right of the target vehicle, the first risk point is the front right corner point of the target vehicle, and the third risk point is the extended front right corner point of the target vehicle.

S509, determining a fifth risk value of the third risk point at the current moment according to the fifth position information of the third risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed.

The fifth location information refers to location information of the third risk point at the current moment, and includes coordinates of the third risk point at the current moment. The obstacle size information refers to size information of the obstacle, including, but not limited to, a length of the target obstacle and a width of the target obstacle. The first obstacle position information refers to position information of the target obstacle at the current moment, and includes coordinates of the target obstacle at the current moment. The first obstacle speed refers to the speed of the target obstacle at the current time. The fifth risk value refers to the risk value of the third risk point at the current moment, and is used to characterize the value having the risk of collision.

Specifically, in the case where the target obstacle is located in front of the target vehicle, the fifth position risk value is determined according to the coordinates of the third risk point at the current time, and the length of the target obstacle, the width of the target obstacle, the coordinates of the target obstacle at the current time, and the first obstacle speed, by the following formula:

wherein L is ₅ For the fifth position risk value, e ^X As an exponential function, X is an exponential power of e, base1 _halflen For the length of the target obstaclebase1 _halfwid Is +.>base1 _v1 First obstacle speed, p3, as target obstacle _x1 For the x-axis coordinate of the third risk point at the current moment, p3 _y1 Base1 for the y-axis coordinate of the third risk point at the current moment _x1 Sitting on the x-axis at the current moment for the target obstacleStandard, base1 _y1 For the y-axis coordinate of the target obstacle at the current moment, theta ₁ Is the angle between the direction of the first obstacle velocity and the x-axis in the world coordinate system. It should be noted that, the world coordinate system is preset according to the actual application scene requirement.

According to the coordinate of the third risk point at the current moment, the coordinate of the target obstacle at the current moment and the first obstacle speed, determining a fifth speed risk value according to the following formula:

wherein V is ₅ Base1 as a fifth speed risk value _v1 First obstacle speed, p3, as target obstacle _x1 Base1 for the x-axis coordinate of the third risk point at the current moment _x1 Is the x-axis coordinate of the target obstacle at the current moment.

According to the fifth position risk value and the fifth speed risk value, determining a fifth risk value of the third risk point at the current moment through the following formula:

R ₅ ＝L ₅ *V ₅ ；

wherein R is ₅ For the fifth risk value of the third risk point at the current moment, L ₅ For the fifth position risk value, V ₅ Is a fifth speed risk value.

For example, in the case where the target obstacle is located in the left front of the target vehicle, the third risk point is the extended left front corner point of the target vehicle, and the fifth risk value is the risk value of the extended left front corner point of the target vehicle at the current time.

For another example, in the case that the target obstacle is located in the right front of the target vehicle, the third risk point is an extended right front corner point of the target vehicle, and the fifth risk value is a risk value of the extended right front corner point of the target vehicle at the current time.

In the case where the target obstacle is located in front of the target vehicle (left front or right front), the risk value of the left front corner of the target vehicle is the same as the risk value of the right front corner of the target vehicle.

S510, determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value, the fourth risk value and the fifth risk value.

It should be noted that the fifth risk value is smaller than the first risk value.

Specifically, under the condition that the target obstacle is positioned in front of the target vehicle, if the second risk value is larger than the fourth risk value and the second risk value is larger than the fifth risk value, determining that the collision risk exists between the target vehicle and the target obstacle, otherwise, determining that the collision risk does not exist between the target vehicle and the target obstacle; if the second risk value is smaller than the fourth risk value and the second risk value is larger than the first risk value, determining that collision risk exists between the target vehicle and the target obstacle, otherwise, determining that collision risk does not exist between the target vehicle and the target obstacle.

It should be noted that, when the second risk value is greater than the fourth risk value and the second risk value is greater than the fifth risk value, a collision risk prompt is sent, and if a feedback instruction of a target vehicle driver is not received within a preset time and the risk value of the second risk point is greater than the first risk value, an obstacle avoidance instruction is generated; and generating an obstacle avoidance planning route according to the obstacle avoidance instruction, and indicating the target vehicle to avoid the target obstacle. The preset time is preset according to actual scene requirements.

Optionally, determining a third high risk threshold according to the first risk value; determining a third risk threshold according to the fifth risk value; and determining whether collision risk exists between the target vehicle and the target obstacle according to the second risk value, the fourth risk value, the third high risk threshold and the third medium risk threshold.

The third high risk threshold is set according to the first risk value and is used for judging the risk degree of the first risk point of the target vehicle at the current moment. And setting a third risk threshold according to the fifth risk value, wherein the third risk threshold is used for judging the risk degree of a third risk point of the target vehicle at the current moment.

Specifically, the first risk value may be determined as a third high risk threshold and the fifth risk value may be determined as a third medium risk threshold in a case where the target obstacle is located in front of the target vehicle; if the second risk value is larger than the fourth risk value and the second risk value is larger than the third risk threshold, determining that collision risk exists between the target vehicle and the target obstacle, otherwise, determining that collision risk does not exist between the target vehicle and the target obstacle; if the second risk value is smaller than the fourth risk value and the second risk value is larger than the third high risk threshold, determining that collision risk exists between the target vehicle and the target obstacle, otherwise, determining that collision risk does not exist between the target vehicle and the target obstacle.

It should be noted that, when the second risk value is greater than the fourth risk value and the second risk value is greater than the third risk threshold, a collision risk prompt is sent, and if a feedback instruction of the target vehicle driver is not received within a preset time and the risk value of the second risk point is greater than the third high risk threshold, an obstacle avoidance instruction is generated; and generating an obstacle avoidance planning route according to the obstacle avoidance instruction, and indicating the target vehicle to avoid the target obstacle. The preset time is preset according to actual scene requirements.

It can be appreciated that according to the second risk value, the fourth risk value, the third highest risk threshold value and the third middle risk threshold value, whether the collision risk exists between the target vehicle and the target obstacle is determined, so that the determination of the collision risk between the target vehicle and the target obstacle is more scientific and reasonable.

It should be noted that, when the target obstacle is located in different directions in front of the target vehicle, the first risk point is different, the second risk point is different, and the third risk point is different; correspondingly, the first risk value is different, the second risk value is different, the fourth risk value is different, and the fifth risk value is different.

For example, in the case where the target obstacle is located in front of the target vehicle, the first risk point is a front left corner point of the target vehicle, the second risk point is a rear right corner point of the target obstacle, and the third risk point is an extended front left corner point of the target vehicle. Correspondingly, the first risk value is the risk value of the left front corner of the target vehicle at the current moment, the second risk value is the risk value of the right rear corner of the target obstacle at the current moment, the fourth risk value is the risk value of the right rear corner of the target obstacle at the moment above the current moment, and the fifth risk value is the risk value of the extended left front corner of the target vehicle at the current moment.

For example, in the case where the target obstacle is located in the right front of the target vehicle, the first risk point is the right front corner point of the target vehicle, the second risk point is the left rear corner point of the target obstacle, and the third risk point is the extended right front corner point of the target vehicle. Correspondingly, the first risk value is the risk value of the right front corner of the target vehicle at the current moment, the second risk value is the risk value of the left rear corner of the target obstacle at the current moment, the fourth risk value is the risk value of the left rear corner of the target obstacle at the moment above the current moment, and the fifth risk value is the risk value of the extended right front corner of the target vehicle at the current moment.

According to the technical scheme provided by the embodiment of the invention, the method for determining whether collision risk exists between the target vehicle and the target obstacle is perfected under the condition that the target obstacle is positioned in front of the target vehicle.

Example six

Fig. 6 is a schematic structural diagram of a vehicle collision risk determining apparatus according to a sixth embodiment of the present invention. The embodiment is applicable to collision risk early warning and obstacle avoidance in the running process of the intelligent vehicle, and the device can be realized in a hardware and/or software mode and can be configured in electronic equipment, such as a vehicle. As shown in fig. 6, the apparatus includes:

A risk point determining module 601, configured to determine a first risk point of the target vehicle and a second risk point of the target obstacle;

the first risk value determining module 602 is configured to determine a first risk value of the first risk point at the current moment according to the first position information of the first risk point, and the obstacle size information, the first obstacle position information, and the first obstacle speed of the target obstacle;

a second risk value determining module 603, configured to determine a second risk value of the second risk point at the current moment according to the second location information of the second risk point, and the vehicle size information, the first vehicle location information, and the first vehicle speed of the target vehicle;

the collision risk assessment module 604 is configured to determine whether a collision risk exists between the target vehicle and the target obstacle according to the first risk value and the second risk value.

According to the technical scheme, the first risk point and the second risk point are determined through the risk point determining module; determining a first risk value by a first risk value determination module; determining a second risk value by a second risk value determination module; a determination is made by a collision risk assessment module as to whether a collision risk exists between the target vehicle and the target obstacle. According to the technical scheme, whether collision risk exists between the target vehicle and the target obstacle or not is determined according to the first risk value of the first risk point of the target vehicle at the current moment and the second risk value of the second risk point of the target obstacle at the current moment, so that real-time detection of the collision risk between the target vehicle and the target obstacle in the running process of the target vehicle is realized, the target vehicle can conveniently prompt to avoid the target obstacle in time according to the collision risk, and the safety in the running process of the intelligent driving vehicle is improved; meanwhile, the first risk value is closely related to the size information, the position information and the speed of the target obstacle, and the second risk value is closely related to the size information, the position information and the speed of the target vehicle, so that the collision risk between the target vehicle and the stationary target obstacle can be detected, and the collision risk between the target vehicle and the moving target obstacle can also be detected.

Optionally, the risk point determining module 601 includes:

a target obstacle determination unit configured to determine a target obstacle according to a road direction, a running direction of the target vehicle, a first speed of the candidate obstacle, a first relative position between the target vehicle and the candidate obstacle, and a second relative position between the candidate obstacle and the target vehicle;

and the risk point determining unit is used for determining a first risk point of the target vehicle and a second risk point of the target obstacle according to the third relative position between the target obstacle and the target vehicle.

Optionally, the target obstacle determining unit is specifically configured to:

determining candidate positions of candidate obstacles according to the running direction of the target vehicle, the first relative position and the second relative position;

a target obstacle is determined from the candidate obstacles based on the candidate location, the road direction, and the first speed of the obstacle.

Optionally, the first risk value determining module 602 is specifically configured to:

determining a first position risk value according to the first position information of the first risk point, the obstacle size information of the target obstacle, the first obstacle position information and the first obstacle speed;

Determining a first speed risk value according to the first position information of the first risk point, the first obstacle position information of the target obstacle and the first obstacle speed;

and determining a first risk value of the first risk point at the current moment according to the first position risk value and the first speed risk value.

Optionally, the second risk value determining module 603 is specifically configured to:

determining a second location risk value based on the second location information of the second risk point, and the vehicle size information, the first vehicle location information, and the first vehicle speed of the target vehicle;

determining a second speed risk value according to the second position information of the second risk point, the first vehicle position information of the target vehicle and the first vehicle speed;

and determining a second risk value of the second risk point at the current moment according to the second position risk value and the second speed risk value.

Optionally, the collision risk assessment module 604 is specifically configured to:

if the first risk value is larger than the second risk value under the condition that the target obstacle is positioned behind the target vehicle, determining that collision risk exists between the target vehicle and the target obstacle;

and if the first risk value is smaller than the second risk value under the condition that the target obstacle is positioned in front of the target vehicle, determining that collision risk exists between the target vehicle and the target obstacle.

Optionally, the apparatus further comprises:

the third risk value determining module is used for determining a third risk value of the first risk point at the moment which is the last of the current moment according to the third position information of the first risk point, the obstacle size information of the target obstacle, the second obstacle position information and the second obstacle speed;

a fourth risk value determining module, configured to determine a fourth risk value of the second risk point at a time previous to the current time according to the fourth position information of the second risk point, and the vehicle size information, the second vehicle position information, and the second vehicle speed of the target vehicle;

the first collision risk determination module is used for determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value, the third risk value and the fourth risk value.

Optionally, the first collision risk determining module includes:

a first determination unit configured to determine whether a collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value, and the third risk value, in a case where the target obstacle is located behind the target vehicle;

and a second determination unit configured to determine whether there is a collision risk between the target vehicle and the target obstacle according to the first risk value, the second risk value, and the fourth risk value, in a case where the target obstacle is located in front of the target vehicle.

Optionally, the first determining unit is specifically configured to:

determining a first high risk threshold and a first medium risk threshold according to the second risk value;

and determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the third risk value, the first high risk threshold and the first middle risk threshold.

Optionally, the second determining unit is specifically configured to:

determining a second high risk threshold and a second medium risk threshold according to the first risk value;

and determining whether collision risk exists between the target vehicle and the target obstacle according to the second risk value, the fourth risk value, the second high risk threshold and the second middle risk threshold.

Optionally, the apparatus further comprises:

a third risk point determining module for determining a third risk point of the target vehicle in case that the target obstacle is located in front of the target vehicle;

a fifth risk value determining module, configured to determine a fifth risk value of the third risk point at the current moment according to fifth position information of the third risk point, and obstacle size information, first obstacle position information, and first obstacle speed of the target obstacle;

the second collision risk determining module is used for determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value, the fourth risk value and the fifth risk value.

Optionally, the second collision risk determining module is specifically configured to:

determining a third high risk threshold according to the first risk value;

determining a third risk threshold according to the fifth risk value;

and determining whether collision risk exists between the target vehicle and the target obstacle according to the second risk value, the fourth risk value, the third high risk threshold and the third medium risk threshold.

The vehicle collision risk determining device provided by the embodiment of the invention can execute the vehicle collision risk determining method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of executing the vehicle collision risk determining methods.

Example seven

Fig. 7 shows a schematic diagram of the structure of an electronic device 10 that may be used to implement an embodiment of the invention. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. Electronic equipment may also represent various forms of mobile devices, such as personal digital processing, cellular telephones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.

As shown in fig. 7, the electronic device 10 includes at least one processor 11, and a memory, such as a Read Only Memory (ROM) 12, a Random Access Memory (RAM) 13, etc., communicatively connected to the at least one processor 11, in which the memory stores a computer program executable by the at least one processor, and the processor 11 may perform various appropriate actions and processes according to the computer program stored in the Read Only Memory (ROM) 12 or the computer program loaded from the storage unit 18 into the Random Access Memory (RAM) 13. In the RAM13, various programs and data required for the operation of the electronic device 10 may also be stored. The processor 11, the ROM12 and the RAM13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.

Various components in the electronic device 10 are connected to the I/O interface 15, including: an input unit 16 such as a keyboard, a mouse, etc.; an output unit 17 such as various types of displays, speakers, and the like; a storage unit 18 such as a magnetic disk, an optical disk, or the like; and a communication unit 19 such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.

The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, digital Signal Processors (DSPs), and any suitable processor, controller, microcontroller, etc. The processor 11 performs the respective methods and processes described above, such as the vehicle collision risk determination method.

In some embodiments, the vehicle collision risk determination method may be implemented as a computer program tangibly embodied on a computer-readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program may be loaded and/or installed onto the electronic device 10 via the ROM12 and/or the communication unit 19. When the computer program is loaded into the RAM13 and executed by the processor 11, one or more steps of the vehicle collision risk determination method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the vehicle collision risk determination method in any other suitable way (e.g., by means of firmware).

Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuit systems, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems On Chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs, the one or more computer programs may be executed and/or interpreted on a programmable system including at least one programmable processor, which may be a special purpose or general-purpose programmable processor, that may receive data and instructions from, and transmit data and instructions to, a storage system, at least one input device, and at least one output device.

A computer program for carrying out methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be implemented. The computer program may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.

In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on 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.

To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) through which a user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic input, speech input, or tactile input.

The systems and techniques described here can be implemented in a computing system that includes a background component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such background, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.

The computing system may include clients and servers. The client and server are typically remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical hosts and VPS service are overcome.

It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present invention may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present invention are achieved, and the present invention is not limited herein.

The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.

Claims

1. A vehicle collision risk determination method, characterized by comprising:

2. The method of claim 1, wherein the determining a first risk point of the target vehicle and a second risk point of the target obstacle comprises:

determining a target obstacle according to a road direction, a running direction of a target vehicle, a first speed of a candidate obstacle, a first relative position between the target vehicle and the candidate obstacle, and a second relative position between the candidate obstacle and the target vehicle;

and determining a first risk point of the target vehicle and a second risk point of the target obstacle according to a third relative position between the target obstacle and the target vehicle.

3. The method of claim 2, wherein the determining a target obstacle based on a road direction, a direction of travel of a target vehicle, a first speed of a candidate obstacle, a first relative position between the target vehicle and the candidate obstacle, and a second relative position between the candidate obstacle and the target vehicle comprises:

a target obstacle is determined from the candidate obstacles based on the candidate location, the road direction, and the first speed of the candidate obstacle.

4. The method of claim 1, wherein the determining a first risk value for the first risk point at the current time based on the first location information for the first risk point, and the obstacle size information, the first obstacle location information, and the first obstacle velocity for the target obstacle, comprises:

5. The method of claim 1, wherein the determining a second risk value for the second risk point at the current time based on the second location information for the second risk point, and the vehicle size information, the first vehicle location information, and the first vehicle speed of the target vehicle, comprises:

determining a second location risk value according to the second location information of the second risk point, the vehicle size information of the target vehicle, the first vehicle location information and the first vehicle speed;

6. The method of claim 1, wherein the determining whether there is a risk of collision between the target vehicle and the target obstacle based on the first risk value and the second risk value comprises:

7. The method according to claim 1, wherein the method further comprises:

determining a third risk value of the first risk point at a moment previous to the current moment according to the third position information of the first risk point, and the obstacle size information, the second obstacle position information and the second obstacle speed of the target obstacle;

determining a fourth risk value of the second risk point at a time previous to the current time according to the fourth position information of the second risk point, and the vehicle size information, the second vehicle position information and the second vehicle speed of the target vehicle;

and determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value, the third risk value and the fourth risk value.

8. The method of claim 7, wherein the determining whether a collision risk exists between the target vehicle and the target obstacle based on the first risk value, the second risk value, the third risk value, and the fourth risk value comprises:

Determining whether a collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value and the third risk value when the target obstacle is located behind the target vehicle;

and determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value and the fourth risk value under the condition that the target obstacle is positioned in front of the target vehicle.

9. The method of claim 8, wherein the determining whether there is a collision risk between the target vehicle and the target obstacle based on the first risk value, the second risk value, and the third risk value if the target obstacle is located behind the target vehicle comprises:

and determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the third risk value, the first high risk threshold and the first medium risk threshold.

10. The method of claim 8, wherein the determining whether there is a collision risk between the target vehicle and the target obstacle based on the first risk value, the second risk value, and the fourth risk value if the target obstacle is located in front of the target vehicle comprises:

and determining whether collision risk exists between the target vehicle and the target obstacle according to the second risk value, the fourth risk value, the second high risk threshold and the second medium risk threshold.

11. The method of claim 8, wherein the method further comprises:

determining a third risk point of the target vehicle in case the target obstacle is located in front of the target vehicle;

determining a fifth risk value of the third risk point at the current moment according to the fifth position information of the third risk point, and the obstacle size information, the first obstacle position information and the first obstacle speed of the target obstacle;

and determining whether collision risk exists between the target vehicle and the target obstacle according to the first risk value, the second risk value, the fourth risk value and the fifth risk value.

12. The method of claim 11, wherein the determining whether a collision risk exists between the target vehicle and the target obstacle based on the first risk value, the second risk value, the fourth risk value, and the fifth risk value comprises:

Determining a third high risk threshold according to the first risk value;

determining a third risk threshold according to the fifth risk value;

13. A vehicle collision risk determination apparatus, characterized by comprising:

the first risk value determining module is used for determining a first risk value of the first risk point at the current moment according to the first position information of the first risk point, and the obstacle size information, the first obstacle position information and the first obstacle speed of the target obstacle;

a second risk value determining module, configured to determine a second risk value of the second risk point at the current moment according to the second position information of the second risk point, and the vehicle size information, the first vehicle position information, and the first vehicle speed of the target vehicle;

14. An electronic device, the electronic device comprising:

at least one processor; and

the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the vehicle collision risk determination method of any one of claims 1-12.

15. A computer readable storage medium storing computer instructions for causing a processor to perform the vehicle collision risk determination method of any one of claims 1-12.