CN117152718B - Traffic light response method, device, vehicle and computer readable storage medium - Google Patents

Traffic light response method, device, vehicle and computer readable storage medium Download PDF

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Publication number
CN117152718B
CN117152718B CN202311431247.4A CN202311431247A CN117152718B CN 117152718 B CN117152718 B CN 117152718B CN 202311431247 A CN202311431247 A CN 202311431247A CN 117152718 B CN117152718 B CN 117152718B
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traffic light
vehicle
light group
traffic
longitudinal
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CN117152718A (en
Inventor
刘介朝
孙文斌
俞宏涛
俞轶伦
李力耘
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Guangzhou Xiaopeng Autopilot Technology Co Ltd
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Guangzhou Xiaopeng Autopilot Technology Co Ltd
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G06V20/58—Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads
    • G06V20/584—Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads of vehicle lights or traffic lights
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/081—Plural intersections under common control

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  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Multimedia (AREA)
  • Theoretical Computer Science (AREA)
  • Traffic Control Systems (AREA)

Abstract

The application discloses a traffic light response method, a traffic light response device, a vehicle and a computer readable storage medium, and relates to the technical field of intelligent driving, wherein the traffic light response method is applied to the vehicle and comprises the following steps: acquiring a plurality of images acquired by a camera; determining one or more traffic lights from the plurality of images; determining a current associated traffic light group according to the historical associated traffic light group, the running direction of the vehicle and the distance between one or more traffic lights and the vehicle; and determining a response strategy according to the information of the traffic lights in the current associated traffic light group. In the embodiment of the application, the vehicle can automatically respond without depending on a high-precision map.

Description

Traffic light response method, device, vehicle and computer readable storage medium
Technical Field
The application relates to the technical field of intelligent driving, in particular to a traffic light response method, a traffic light response device, a vehicle and a computer readable storage medium.
Background
With the development of intelligent driving technology, traffic light signals on a road can be obtained in the running process of a vehicle, so that corresponding response strategies are formulated for the vehicle according to the traffic light signals. Vehicles can acquire traffic light signals on roads according to the high-precision map. However, without a high-precision map, the vehicle cannot determine traffic light signals on the road, so that it cannot automatically respond.
Disclosure of Invention
The embodiment of the application discloses a traffic light response method, a traffic light response device, a vehicle and a computer readable storage medium, wherein the vehicle can automatically respond without depending on a high-precision map.
In a first aspect, an embodiment of the present application discloses a traffic light response method, applied to a vehicle, including:
acquiring a plurality of images acquired by a camera;
determining one or more traffic lights from the plurality of images;
determining a current associated traffic light group according to the historical associated traffic light group, the running direction of the vehicle and the distance between one or more traffic lights and the vehicle;
and determining a response strategy according to the information of the traffic lights in the current associated traffic light group.
In a second aspect, embodiments of the present application disclose a traffic light response device for use in a vehicle, the device comprising:
the first acquisition unit is used for acquiring a plurality of images acquired by the camera;
an identification unit for determining one or more traffic lights from the plurality of images;
a determining unit for determining a current associated traffic light group according to the historical associated traffic light group, the running direction of the vehicle and the distance between one or more traffic lights and the vehicle;
and the response unit is used for determining a response strategy according to the information of the traffic lights in the current associated traffic light group.
In a third aspect, an embodiment of the present application discloses a vehicle, which includes a processor and a memory, where the memory stores a computer program, and the processor invokes the computer program to implement the traffic light response method described above.
In a fourth aspect, embodiments of the present application disclose a computer readable storage medium storing program code that is invoked by a processor to implement the traffic light response method described above.
In the embodiment of the application, the vehicle can acquire a plurality of images acquired by the camera, one or more traffic lights are determined according to the plurality of images, then the current associated traffic light group is determined according to the historical associated traffic light group, the driving direction of the vehicle and the distance between the one or more traffic lights and the vehicle, and finally the response strategy is determined according to the information of the traffic lights in the current associated traffic light group. It can be seen that the vehicle can determine the traffic light from the image, and further can respond according to the traffic light, and the response can be independent of the high-precision map, so that the vehicle can also respond automatically without depending on the high-precision map.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a traffic light response method disclosed in an embodiment of the present application;
FIG. 2 is a schematic illustration of a scenario of a longitudinal traffic light group disclosed in an embodiment of the present application;
FIG. 3 is a schematic illustration of a scenario of another longitudinal traffic light group disclosed in an embodiment of the present application;
fig. 4 is a schematic view of an intersection scene disclosed in an embodiment of the present application;
FIG. 5 is a flow chart of another traffic light response method disclosed in an embodiment of the present application;
FIG. 6 is a schematic illustration of a braking process for a travel strategy according to an embodiment of the present disclosure;
FIG. 7 is a schematic diagram of a traffic light response device according to an embodiment of the present disclosure;
FIG. 8 is a schematic illustration of a vehicle according to an embodiment of the present disclosure;
fig. 9 is a schematic structural view of a computer-readable storage medium disclosed in an embodiment of the present application.
Detailed Description
Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application.
In order to better understand the solution of the present application, the following description will make clear and complete descriptions of the technical solution of the embodiment of the present application with reference to the accompanying drawings in the embodiment of the present application. It will be apparent that the described embodiments are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.
With the development of intelligent driving technology, vehicles can acquire traffic light information on roads in the running process, so that corresponding response strategies are formulated according to the traffic light information. The information of the traffic light on the road can be acquired by the high-precision map, and in this way, the information of the traffic light on the road can be acquired relatively accurately. But this approach requires reliance on stable network signals and real-time nature of the high-precision map. For example, in the case where there is road maintenance, traffic light damage, accidents, etc. on a road, if a high-precision map used by a vehicle does not update the actual condition of the road in time, information of traffic lights provided by the high-precision map is inaccurate, resulting in erroneous response of the vehicle. As another example, in the case of unstable network signals, the acquired traffic light information is inaccurate due to network delays, resulting in erroneous responses of the vehicle.
In order to solve the above problem, in the embodiment of the present application, a plurality of images acquired by a camera may be acquired, one or more traffic lights are determined according to the plurality of images, then a current associated traffic light group is determined according to a history associated traffic light group, a driving direction of a vehicle, and a distance between the one or more traffic lights and the vehicle, and finally a response policy is determined according to information of traffic lights in the current associated traffic light group. It can be seen that the vehicle can determine the traffic light from the image, and further can respond according to the traffic light, and the response can be independent of the high-precision map, so that the vehicle can also respond automatically without depending on the high-precision map.
Referring to fig. 1, fig. 1 is a flow chart of a traffic light response method according to an embodiment of the disclosure. The traffic light response method can be applied to vehicles. The traffic light response method may include the following steps.
110. And acquiring a plurality of images acquired by the camera.
One or more cameras may be mounted on the vehicle. In the case of mounting a plurality of cameras on a vehicle, the plurality of cameras may be mounted at different positions of the vehicle so that images of different directions in the running environment of the vehicle may be acquired. Illustratively, 4 cameras are installed on the vehicle, one camera can be installed in front of the vehicle, and images in front of the vehicle can be acquired; a camera can be arranged behind the vehicle and can collect images behind the vehicle; one camera can be arranged on the right side of the vehicle and can collect images on the right side of the vehicle; a camera can be arranged on the left side of the vehicle and can collect images on the left side of the vehicle.
The vehicle can acquire images of the running environment of the vehicle in real time or periodically during running, and can also shoot videos of the running environment of the vehicle through the camera. The vehicle can acquire a plurality of images acquired by the camera. The plurality of images may be images directly captured by the camera or may be images captured from video captured by the camera, which is not limited herein. The plurality of images may be images from the same camera or may be images from a plurality of cameras. In the case where the plurality of images are images from the same camera, the plurality of images may be images photographed by the same camera at different angles.
120. One or more traffic lights are determined from the plurality of images.
After the plurality of images acquired by the camera are acquired, the plurality of images can be respectively identified to determine traffic lights included in the plurality of images, and one or more traffic lights are obtained.
After the traffic lights included in the images are identified, whether the traffic lights included in the different images are the same traffic light or not can be determined, repeated traffic lights can be de-duplicated under the condition that the traffic lights included in the different images are the same traffic light, and repeated processing of the same traffic light can be avoided. An image may not include a traffic light, may include only one traffic light, and may include a plurality of traffic lights. That is, the number of traffic included in the image is determined according to the actual situation.
130. The current associated traffic light set is determined based on the historical associated traffic light set, the direction of travel of the vehicle, and the distance between the one or more traffic lights and the vehicle.
The historical associated traffic light group is the associated traffic light group closest to the current time in the associated traffic light groups stored in the vehicle. The traveling direction of the vehicle refers to the predicted direction of the vehicle. The running direction of the vehicle can be determined according to the vehicle steering lamp, the ground arrow mark in the image collected by the camera, the navigation card information, and two or three of the ground arrow mark and the navigation card information in the image collected by the vehicle steering lamp and the camera. The distance between the traffic light and the vehicle may include a longitudinal distance between the traffic light and the vehicle, a lateral distance between the traffic light and the vehicle, and the like.
After the traffic lights in the image are acquired, the vehicle may first group the one or more traffic lights according to a longitudinal distance between the one or more traffic lights and the vehicle to obtain one or more longitudinal traffic light groups. And then the vehicle can determine the traffic lights with the control direction identical to the running direction of the vehicle according to the running direction of the vehicle and the control direction of the traffic lights in the first longitudinal traffic light group, so as to obtain the same-direction traffic light group. And finally, the vehicle can determine the current associated traffic light group according to the historical associated traffic light group and the same-direction traffic light group. Wherein the first longitudinal traffic light group is the longitudinal traffic light group with the smallest distance between the one or more longitudinal traffic light groups and the vehicle. The longitudinal traffic light group having the smallest distance to the vehicle may be understood as the average value of the distances between the traffic light in the longitudinal traffic light group and the vehicle being smaller than or equal to the average value of the distances between the traffic light in any one of the one or more longitudinal traffic light groups and the vehicle, or may be understood as the distances between the traffic light in the longitudinal traffic light group and the vehicle being smaller than the distances between the traffic light in the other longitudinal traffic light groups than the longitudinal traffic light group and the vehicle. The control direction of the traffic light may be the direction in which the traffic light is controlled. For example, the control direction of the traffic light may be straight, left turn, right turn, dropped head, etc.
The vehicle may first determine a traffic light of the one or more traffic lights having a longitudinal distance from the vehicle that is less than or equal to a third threshold as a first longitudinal traffic light group, and may then determine a second longitudinal traffic light group based on the first longitudinal traffic light group. The third threshold value can be set according to actual requirements.
In one instance, the vehicle may determine a traffic lamp of the one or more traffic lamps having a longitudinal distance from the third traffic lamp that is greater than a fourth threshold as the second longitudinal traffic lamp group. The third traffic light is one of the first longitudinal traffic light group. The third traffic light may be a traffic light closest to the vehicle in the first longitudinal traffic light group, or a traffic light farthest from the vehicle in the first longitudinal traffic light group, or any traffic light in the first longitudinal traffic light group. The fourth threshold may be set according to actual requirements.
Referring to fig. 2, A, B, C in fig. 2 represents traffic light a, traffic light B, and traffic light C, respectively. Wherein the traffic light a and the traffic light B constitute a first longitudinal traffic light group. y refers to the longitudinal distance between traffic light a and the vehicle, x refers to the longitudinal distance between traffic light C and the vehicle, and x-y refers to the longitudinal distance between traffic light C and traffic light a. Whether the second longitudinal traffic light group needs to be constructed or not can be judged according to the longitudinal distance between the traffic light C and the traffic light A, the traffic light A is a third traffic light, and when x-y is larger than a fourth threshold value, the traffic light C can be determined to be the second longitudinal traffic light group. Whether a second longitudinal traffic light group needs to be constructed or not can be judged according to the longitudinal distance between the traffic light B and the traffic light C, and the traffic light B is a third traffic light.
In another case, the vehicle may determine an intersection and/or a stop line through which the vehicle is to pass according to the first longitudinal traffic light group, and then may determine, as the second longitudinal traffic light group, a traffic light having a distance from the intersection and/or the stop line greater than a fifth threshold value among the one or more traffic lights other than the traffic light included in the first longitudinal traffic light group. The fifth threshold may be set according to actual requirements.
Referring to fig. 3, A, B, C represents traffic light a, traffic light B, and traffic light C, respectively. Wherein the traffic light a and the traffic light B constitute a first longitudinal traffic light group. x refers to the longitudinal distance between the traffic light C and the vehicle, z refers to the longitudinal distance between the traffic light B and the vehicle, s refers to the longitudinal distance between the vehicle and the first end of the intersection frame, and t refers to the longitudinal distance between the vehicle and the second end of the intersection frame. Whether the second longitudinal traffic light group is to be constructed or not can be judged according to the longitudinal distance between the traffic light C and the intersection frame. For example, it may be determined whether to construct a second longitudinal traffic light group based on the longitudinal distance between the traffic light C and the first end of the intersection frame. When x-s is greater than the fifth threshold, traffic lamp C may be determined to be a second longitudinal traffic lamp group. Whether the second longitudinal traffic light group needs to be constructed can also be judged according to the longitudinal distance between the traffic light C and the second end of the intersection frame. When x-t is greater than the fifth threshold, traffic lamp C may be determined to be a second longitudinal traffic lamp group. It is also possible to determine whether a second longitudinal traffic light group needs to be constructed based on the longitudinal distance between the traffic light C and a stop line, which is not shown in the figure.
It will be appreciated that the number of traffic lights in fig. 2 and 3 is set for convenience of description, and the number of traffic lights in the first longitudinal traffic light group and the second longitudinal traffic light group is determined according to actual situations.
It can be seen that the longitudinal traffic light groups can be one group or two groups.
In addition, the longitudinal traffic light group can be three groups or more than three groups. Vehicles may be grouped according to longitudinal distance between the vehicle and the traffic lights. For example, a vehicle may categorize traffic lights with a longitudinal distance from the vehicle that is within a first range to a first longitudinal traffic light group, traffic lights with a longitudinal distance from the vehicle that is within a second range may be categorized to a second longitudinal traffic light group, and traffic lights with a longitudinal distance from the vehicle that is within a third range may be categorized to a third longitudinal traffic light group. Vehicles may also be grouped according to the longitudinal distance between traffic lights and stop lines. For example, a vehicle may categorize traffic lights having a longitudinal distance from the stop line that is within a fourth range to a first longitudinal traffic light group, may categorize traffic lights having a longitudinal distance from the stop line that is within a fifth range to a second longitudinal traffic light group, and may categorize traffic lights having a longitudinal distance from the stop line that is within a sixth range to a third longitudinal traffic light group.
Traffic lights meeting the first condition may be categorized into a current associated traffic light group. The first condition may include that a priority in the same-direction traffic light group is highest, a lateral distance between the vehicle and the same-direction traffic light group is smallest, a distance between the vehicle and a stop line in the same-direction traffic light group is smaller than or equal to a first threshold value, the same-direction traffic light group includes one traffic light (i.e., the same-direction traffic light group includes only one traffic light), and any one of the history-related traffic light groups belongs to. That is, in the case where one traffic light satisfies any one of the above five conditions, the traffic light may be categorized into the current associated traffic light group. The first threshold may be set according to actual requirements.
The priority of traffic lights in the same direction traffic light group may be determined based on the color, location and height of the traffic lights, as well as the calibrated traffic light group. The vehicle may determine that the traffic light with the smallest lateral distance from the vehicle in the same-direction traffic light group obtains the first traffic light, then determine that the traffic light with the distance from the first traffic light group is smaller than or equal to the second threshold value as the calibration traffic light group, and finally determine the priority of the second traffic light according to the color, the position and the height of the calibration traffic light group and the second traffic light.
The vehicle may determine a calibration priority of the second traffic light based on the calibration traffic light group, may determine a color priority of the second traffic light based on a color of the second traffic light, may determine a position priority of the second traffic light based on a position of the second traffic light, may determine a height priority of the second traffic light based on a height of the second traffic light, and may then determine the priority of the second traffic light based on the calibration priority, the color priority, the position priority, and the height priority of the second traffic light. The vehicle may determine the sum of the calibration priority, the color priority, the position priority, and the height priority of the second traffic light as the priority of the second traffic light, or may determine the weighted sum of the calibration priority, the color priority, the position priority, and the height priority of the second traffic light as the priority of the second traffic light.
The vehicle may determine the calibration priority of the second traffic light based on whether the second traffic light belongs to the calibrated traffic light group. The vehicle may determine that the calibration priority of the second traffic light is a first value if the second traffic light belongs to the calibrated traffic light group, and the vehicle may determine that the calibration priority of the second traffic light is a second value if the second traffic light does not belong to the calibrated traffic light group. The first value is greater than the second value. The second value may or may not be 0.
The vehicle may store a correspondence between colors and color priorities. The colors of the traffic lights may be different, or the color priorities of the traffic lights may be the same. The vehicle may determine a color priority of the second traffic light corresponding to the color of the second traffic light according to a correspondence between the color and the color priority. The traffic lights may be red, green and yellow in color, with corresponding priorities being red, green and yellow in order. The sum of the red priority, green priority, and yellow priority may be 1, or may be another value.
The position of the second traffic light may be determined based on a lateral distance and/or a longitudinal distance between the second traffic light and the vehicle. In the case where the position of the second traffic light is determined according to the lateral distance between the second traffic light and the vehicle, the vehicle may determine the position priority of the second traffic light according to the lateral distance between the second traffic light and the vehicle. For example, the position priority of the second traffic light may be inversely related to the lateral distance between the second traffic light and the vehicle, i.e., the smaller the lateral distance between the second traffic light and the vehicle, the higher the position priority of the second traffic light; the greater the lateral distance between the second traffic light and the vehicle, the lower the location priority of the second traffic light. In the case where the position of the second traffic light is determined according to the longitudinal distance between the second traffic light and the vehicle, the vehicle may determine the position priority of the second traffic light according to the longitudinal distance between the second traffic light and the vehicle. For example, the position priority of the second traffic light may be inversely related to the longitudinal distance between the second traffic light and the vehicle, i.e. the smaller the longitudinal distance between the second traffic light and the vehicle, the higher the position priority of the second traffic light; the greater the longitudinal distance between the second traffic light and the vehicle, the lower the position priority of the second traffic light. In the case where the position of the second traffic light is determined according to the lateral distance and the longitudinal distance between the second traffic light and the vehicle, the vehicle may determine the lateral distance priority first according to the lateral distance between the second traffic light and the vehicle, then may determine the longitudinal distance priority according to the longitudinal distance between the second traffic light and the vehicle, and finally may determine the position priority of the second traffic according to the lateral distance priority and the longitudinal distance priority. The vehicle may determine the sum of the lateral distance priority and the longitudinal distance priority as the location priority of the second traffic, or may determine the weighted sum of the lateral distance priority and the longitudinal distance priority as the location priority of the second traffic.
The height priority of the second traffic light may be inversely related to the height of the second traffic light, i.e. the smaller the height of the second traffic light, the higher the height priority of the second traffic light, the greater the height of the second traffic light, and the lower the height priority of the second traffic light. The height priority of the second traffic light may also be positively correlated with the height of the second traffic light, i.e. the greater the height of the second traffic light, the higher the height priority of the second traffic light, the smaller the height of the second traffic light, and the lower the height priority of the second traffic light.
The vehicle may also store the current associated traffic light group for later recall. The vehicle may also store a determined time for the current associated traffic light group.
140. And determining a response strategy according to the information of the traffic lights in the current associated traffic light group.
The traffic light information may include information on the color, control direction, etc. of the traffic light. The response strategy refers to a strategy preset for responding to traffic lights on a road, and information of different traffic lights corresponds to different response strategies. The vehicle may store a correspondence between the response policy and the information of the traffic light. The vehicle can formulate a response strategy according to the color and the control direction of the traffic lights. The control direction of the traffic light can be straight, turning around, turning left, turning right and the like. The response strategies may include passable, non-passable, slow down, follow, etc. Passable may include left-hand-able, right-hand-able, straight-line-able, head-drop-able, and the like. For example, when the traffic lights in the current associated traffic light group are red lights and the control direction is straight, the response strategy is not passable; when the traffic lights in the current associated traffic light group are green lights and the control direction is left turn, the response strategy is passable, and specifically, the response strategy is left turn.
In the event that the control direction of traffic lights in the current associated traffic light group is identified, the vehicle may determine a response policy based on the information of traffic lights in the current associated traffic light group.
In the event that the control direction of traffic lights in the current associated traffic light group is not identified, the vehicle may first determine one or more of the state, historical response strategy, and driving environment of the vehicle. The states of the vehicle may include a running state and a stationary state. For example, the vehicle may determine the state of the vehicle according to the running speed of the vehicle, and in the case where the running speed of the vehicle is 0, the state of the vehicle may be determined to be a stationary state, and in the case where the running speed of the vehicle is not 0, the state of the vehicle may be determined to be a running state. The historical response strategy is the response strategy which is closest to the current time among response strategies stored in the vehicle. The historical response policies may include passable, non-passable, slow down, follow, etc. The running environment refers to an environment of a road on which the vehicle is located. The driving environment may include a distance between the vehicle and the stop line, a state of the vehicle in a lane adjacent to the lane in which the vehicle is located, and a state of the vehicle ahead of the vehicle. The states of the vehicle may include a stationary state and a traveling state.
The vehicle may then determine a response strategy based on the color of traffic lights in the current associated traffic light group and one or more of the historical response strategy, the status of the vehicle, and the driving environment. For example, in the case where the traffic light is yellow or red in color, a stop line is provided in front of the vehicle, and the distance between the vehicle and the stop line is smaller than the first distance, the response strategy may be to slow down. The first distance may be set according to actual requirements. For example, in the case where the traffic light is yellow or red in color, a vehicle having a stationary left or right lane has a stop line in front of the vehicle, and the distance between the vehicle and the stop line is less than the first distance, the response policy may be non-passable.
The vehicle can also judge whether the position of the vehicle is in the intersection, and under the condition that the vehicle is in the intersection, the response strategy can not be responded, so that unnecessary responses such as false braking and the like of the vehicle at the intersection are avoided; the response strategy described above may be responded to in the event that the vehicle is not located at an intersection.
Referring to fig. 4, fig. 4 is a schematic view of an intersection scene disclosed in an embodiment of the present application. As shown in fig. 4, the intersection frame refers to the shape and position of the intersection, and can be used to determine whether the vehicle is located in the intersection. The stop line refers to a road stop line and may include two boundary lines of a pavement. The current lane refers to the lane in which the vehicle is currently located. The left lane refers to the lane to the left of the current lane. The right lane refers to the lane to the right of the current lane. Road boundaries refer to boundaries on both the left and right sides of a road.
In the embodiment of the method depicted in fig. 1, a plurality of images acquired by a camera may be acquired, one or more traffic lights may be determined according to the plurality of images, then a current associated traffic light group may be determined according to a historical associated traffic light group, a driving direction of a vehicle, and a distance between the one or more traffic lights and the vehicle, and finally a response policy may be determined according to information of traffic lights in the current associated traffic light group. It can be seen that the vehicle can determine the traffic light from the image, and further can respond according to the traffic light, and the response can be independent of the high-precision map, so that the vehicle can also respond automatically without depending on the high-precision map.
Referring to fig. 5, fig. 5 is a flow chart of another traffic light response method according to an embodiment of the present disclosure. The traffic light response method can be applied to vehicles. The traffic light response method may include the following steps.
210. And acquiring a plurality of images acquired by the camera.
One or more cameras may be mounted on the vehicle. In the case of mounting a plurality of cameras on a vehicle, the plurality of cameras may be mounted at different positions of the vehicle so that images of different directions in the running environment of the vehicle may be acquired. Illustratively, 4 cameras are installed on the vehicle, one camera can be installed in front of the vehicle, and images in front of the vehicle can be acquired; a camera can be arranged behind the vehicle and can collect images behind the vehicle; one camera can be arranged on the right side of the vehicle and can collect images on the right side of the vehicle; a camera can be arranged on the left side of the vehicle and can collect images on the left side of the vehicle.
The vehicle can acquire images of the running environment of the vehicle in real time or periodically during running, and can also shoot videos of the running environment of the vehicle through the camera. The vehicle can acquire a plurality of images acquired by the camera. The plurality of images may be images directly captured by the camera or may be images captured from video captured by the camera, which is not limited herein. The plurality of images may be images from the same camera or may be images from a plurality of cameras. In the case where the plurality of images are images from the same camera, the plurality of images may be images photographed by the same camera at different angles.
220. In the case where the plurality of images includes traffic lights, one or more traffic lights are determined from the plurality of images.
After the plurality of images collected by the camera are obtained, the vehicle can respectively identify the plurality of images to determine whether the plurality of images comprise traffic lights, and under the condition that the plurality of images comprise the traffic lights, the traffic lights comprising the plurality of images can be determined to obtain one or more traffic lights.
After the plurality of images including the traffic light are identified, whether the traffic light included in the different images is the same traffic light or not can be determined, repeated traffic lights can be de-duplicated under the condition that the traffic light included in the different images is the same traffic light, and repeated processing of the same traffic light can be avoided. An image may not include a traffic light, may include only one traffic light, and may include a plurality of traffic lights. In the case where traffic lights are included in the images, one or more traffic lights may be determined from the plurality of images.
230. The current associated traffic light set is determined based on the historical associated traffic light set, the direction of travel of the vehicle, and the distance between the one or more traffic lights and the vehicle.
After the traffic lights in the image are acquired, the vehicle may first group the one or more traffic lights according to a longitudinal distance between the one or more traffic lights and the vehicle to obtain one or more longitudinal traffic light groups. And then according to the running direction of the vehicle and the control direction of the traffic lights in the first longitudinal traffic light group, the vehicle can determine the traffic lights with the control direction identical to the running direction of the vehicle, and the same-direction traffic light group is obtained. And finally, determining the current associated traffic light group according to the historical associated traffic light group and the same-direction traffic light group.
For a detailed description of step 230, reference may be made to step 130.
240. And determining a response strategy according to the information of the traffic lights in the current associated traffic light group.
The traffic light information may include information on the color, control direction, etc. of the traffic light. The vehicle may determine the response strategy based on the color and control direction of the traffic lights.
In the event that the control direction of traffic lights in the current associated traffic light group is identified, the vehicle may determine a response policy based on the information of traffic lights in the current associated traffic light group.
In the event that the control direction of traffic lights in the current associated traffic light group is not identified, the vehicle may first determine one or more of a state of the vehicle, a historical response strategy, and a driving environment. The historical response policies may include passable, non-passable, slow down, follow, etc. The vehicle may then determine a response strategy based on the color of traffic lights in the current associated traffic light group and one or more of the historical response strategy, the status of the vehicle, and the driving environment.
For a detailed description of step 240, reference may be made to step 140.
250. In the case where the plurality of images does not include traffic lights, a running environment of the vehicle is determined.
When an image of a traffic light on a road is acquired in real time by a camera or the like mounted on a vehicle, the camera may be blocked so that an image including the traffic light cannot be acquired. The camera is shielded, which can be that the camera is covered by an object, or that the front of the camera is provided with an object higher than the camera. Under the condition that the camera is blocked, namely the plurality of images do not comprise traffic lights, the vehicle cannot acquire the information of the traffic lights, and the running environment of the vehicle can be determined. The driving environment may include a distance between the vehicle and the stop line, a state of the vehicle in a lane adjacent to the lane in which the vehicle is located, and a state of the vehicle ahead of the vehicle. The vehicle can determine the running environment of the vehicle through sensing devices such as cameras, sensors and the like.
260. The response strategy is determined based on one or more of a state of the vehicle, a historical response strategy, and a driving environment.
The vehicle may determine the response strategy based on one or more of a state of the vehicle, a historical response strategy, and a driving environment. For example, in the event that the vehicle history response policy is an unviewable state, the vehicle determines that the responsive policy is to remain unviewable in the event that there is an associated stop line in front of the vehicle and the vehicle is traveling at a speed below the first speed. The first speed may be set according to actual requirements. For example, in the event that a vehicle is present in front of the vehicle and there is no associated stop line in front of the vehicle, a following condition is responded to. For example, in a case where there is a vehicle in front of the vehicle, the vehicle has an associated stop line in front of the vehicle, and a distance between the vehicle and the associated stop line is smaller than a first distance, the first distance may be set according to actual demands in response to the deceleration creep state. For example, in the case that there is a stationary vehicle on the left lane and/or the right lane of the vehicle, there is an associated stop line in front of the vehicle, and the distance between the vehicle and the associated stop line is smaller than the first distance, the first distance may be set according to actual requirements in response to the deceleration creep state.
The associated stop line refers to a stop line having a distance from the vehicle that is less than a second distance, which may be set according to actual requirements.
270. And determining a driving strategy according to the response strategy.
The travel strategy may include a travel route, a travel speed, and the like.
After determining the response strategy, the vehicle may determine a corresponding response action according to the response strategy, and then may determine the driving strategy according to the response action. Responsive actions may include maintaining current travel speed, decelerating, stopping, etc. Different response strategies may correspond to different response actions.
Referring to fig. 6, fig. 6 is a schematic diagram illustrating a braking process of the driving strategy. As shown in fig. 6, in the case where the response action is determined to be a brake, the running strategy may include a deceleration phase and a brake phase. Wherein D3 is the distance between the traffic light and the vehicle at the beginning of deceleration, D2 is the stopping distance at the stopping stage, and D1 is the deceleration distance at the deceleration stage. The braking distance D2 and the initial speed of the braking stage can be preset, and the braking distance D2 and the initial speed of the braking stage can be preset according to comfort requirements, safety requirements and the like when braking. The vehicle may acquire a distance between the current vehicle and the traffic light, and D3 may be determined according to the distance between the current vehicle and the traffic light and the traveling speed of the current vehicle. The vehicle may store a distance between the traffic light and the deceleration start time in one-to-one correspondence with the vehicle running speed and the distance between the traffic light, and the traffic light response system may further store a limiting acceleration in the deceleration stage, the limiting acceleration taking a positive value. When the current running speed is v1 and the initial speed of the preset braking stage is v2, the acceleration a= (v 2-v 1 min)/(2×d2) can be calculated according to the calculated deceleration distance d1=d3-D2. In the case where |a| is less than or equal to the limit acceleration, it may be determined that the travel strategy is to enter a deceleration stage when the distance between the vehicle and the traffic light is D3, where the acceleration in the deceleration stage is a. In the case where a is greater than the limiting acceleration, D3 may be adjusted so that a is less than or equal to the limiting acceleration.
In the method embodiment depicted in fig. 5, a vehicle may acquire multiple images acquired by a camera. In the case where the plurality of images includes traffic lights, the vehicle may determine one or more traffic lights from the plurality of images; the current associated traffic light set may then be determined based on the historical associated traffic light set, the direction of travel of the vehicle, and the distance between the one or more traffic lights and the vehicle, and then a response strategy may be determined based on the color and control direction of the traffic lights in the current associated traffic light set. In the case where the plurality of images does not include traffic lights, the vehicle may determine a driving environment of the vehicle; the response strategy may then be determined based on one or more of the state of the vehicle, the historical response strategy, and the driving environment. Finally, the vehicle can determine a driving strategy according to the response strategy. It can be seen that in the case where the image includes traffic lights, the vehicle can respond according to the traffic lights information; in the case where the image does not include traffic lights, the driving environment of the vehicle may be determined, and further, the response may be made according to one or more of the state of the vehicle, the history response policy, and the driving environment. The response may not rely on the high-precision map, and therefore, the vehicle may also be able to respond automatically without relying on the high-precision map.
It is to be understood that the same or corresponding information as in the different embodiments described above may be referred to each other.
Referring to fig. 7, fig. 7 is a schematic structural diagram of a traffic light response device 300 according to an embodiment of the present disclosure. The traffic light response device 300 may include: a first acquisition unit 310, an identification unit 320, a determination unit 330 and a response unit 340. Wherein:
a first acquiring unit 310, configured to acquire a plurality of images acquired by the camera;
an identification unit 320 for determining one or more traffic lights from the plurality of images;
a determining unit 330 for determining a current associated traffic light group according to the history associated traffic light group, the traveling direction of the vehicle, and the distance between one or more traffic lights and the vehicle;
and a response unit 340, configured to determine a response policy according to the information of the traffic lights in the current associated traffic light group.
In some embodiments, the determination unit 330 may include a first determination subunit 331, a second determination subunit 332, and a third determination subunit 333, wherein:
a first determining subunit 331, configured to group the one or more traffic lights according to the longitudinal distance between the one or more traffic lights and the vehicle, so as to obtain one or more longitudinal traffic light groups;
A second determining subunit 332, configured to determine, according to a driving direction of the vehicle and a control direction of traffic lights in a first longitudinal traffic light group, traffic lights with a control direction identical to the driving direction of the vehicle, to obtain a same-direction traffic light group, where the first longitudinal traffic light group is a group with a minimum distance between one or more longitudinal traffic light groups and the vehicle;
the third determining subunit 333 is configured to determine the current associated traffic light group according to the historical associated traffic light group and the same direction traffic light group.
In some embodiments, the third determination subunit 333 is specifically configured to:
and classifying the traffic lights meeting the first condition into the current associated traffic light group.
The first condition includes:
the priority in the same-direction traffic light group is highest; or (b)
The transverse distance between the vehicle and the vehicle in the same-direction traffic light group is minimum; or (b)
The distance between the same-direction traffic light group and the stop line is smaller than or equal to a first threshold value; or (b)
The same-direction traffic light group comprises a traffic light; or (b)
Belonging to a history associated traffic light group.
In some embodiments, the third determination subunit 333 is specifically further configured to:
determining a traffic light with the smallest transverse distance between the traffic light group and a vehicle to obtain a first traffic light;
determining traffic lights having a distance to the first traffic light less than or equal to a second threshold as a calibrated traffic light group;
And determining the priority of the second traffic light according to the color, the position and the height of the calibrated traffic light group and the second traffic light, wherein the second traffic light is any traffic light in the same-direction traffic light group.
In some embodiments, the first determining subunit 331 is specifically configured to:
determining a traffic light of the one or more traffic lights having a longitudinal distance from the vehicle that is less than or equal to a third threshold as a first longitudinal traffic light group;
and determining a second longitudinal traffic light group according to the first longitudinal traffic light group.
In some embodiments, the first determining subunit 331 is specifically configured to:
and determining that a traffic light of the one or more traffic lights having a longitudinal distance from a third traffic light greater than a fourth threshold is the second longitudinal traffic light group, and the third traffic light is one traffic light of the first longitudinal traffic light group.
In some embodiments, the first determining subunit 331 is specifically configured to:
determining an intersection and/or a stop line through which the vehicle passes according to the first longitudinal traffic light group;
and determining, as the second longitudinal traffic light group, traffic lights of the one or more traffic lights other than the traffic lights included in the first longitudinal traffic light group, which have a distance to the intersection and/or the stop line greater than a fifth threshold value.
In some embodiments, the identification unit 320 is specifically configured to:
in the case where the plurality of images includes traffic lights, one or more traffic lights are determined from the plurality of images.
In some embodiments, the traffic light response device 300 further comprises:
a second acquisition unit 350 for determining a running environment of the vehicle in the case where the plurality of images do not include traffic lights;
the response unit 340 is further configured to determine a response policy according to one or more of a state of the vehicle, a historical response policy, and a driving environment.
In some embodiments, the driving environment includes a distance between the vehicle and the stop line, a state of the vehicle in a lane adjacent to the lane in which the vehicle is located, and a state of the vehicle ahead of the vehicle.
In some embodiments, the response unit 340 is further configured to:
and determining a driving strategy according to the response strategy, wherein the driving strategy comprises a driving route and a driving speed.
In some embodiments, the response unit 340 is specifically configured to:
and determining a response strategy according to the color and the control direction of the traffic lights in the current associated traffic light group.
In some embodiments, the response unit 340 is specifically further configured to:
determining one or more of a state, a historical response strategy and a driving environment of the vehicle under the condition that the control direction of the traffic lights in the current associated traffic light group cannot be identified;
The response strategy is determined based on the color of the traffic lights in the current associated traffic light group and one or more of the historical response strategy, the state of the vehicle, and the driving environment.
It will be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working process of the apparatus and unit described above may refer to the corresponding process in the foregoing method embodiment, which is not repeated herein.
In several of the embodiments disclosed herein, the coupling of the elements to each other may be electrical, mechanical, or other.
In addition, each functional unit in each embodiment of the present application may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules.
In the embodiment of the method depicted in fig. 7, multiple images acquired by a camera may be acquired, one or more traffic lights may be determined based on the multiple images, then a current associated traffic light group may be determined based on a historical associated traffic light group, a driving direction of the vehicle, and a distance between the one or more traffic lights and the vehicle, and finally a response policy may be determined based on information of traffic lights in the current associated traffic light group. It can be seen that the vehicle can determine the traffic light from the image, and further can respond according to the traffic light, and the response can be independent of the high-precision map, so that the vehicle can also respond automatically without depending on the high-precision map.
As shown in fig. 8, the embodiment of the present application further discloses a schematic structural diagram of a vehicle 400, where the vehicle 400 includes a processor 410, a memory 420, and a camera 430, and the memory 420 stores computer program instructions, and when the computer program instructions are called by the processor 410, the various method steps disclosed in the foregoing embodiments can be executed. It will be appreciated by those skilled in the art that the structure of the vehicle shown in the drawings does not constitute a limitation of the vehicle, and may include more or less components than those illustrated, or may combine certain components, or may have a different arrangement of components. Wherein:
processor 410 may include one or more processing cores. The processor 410 connects various parts within the overall battery management system using various interfaces and lines to monitor the vehicle as a whole by executing or executing instructions, programs, code sets, or instruction sets stored in the memory 420, invoking data stored in the memory 420, performing various functions and processing data for the battery management system, and performing various functions and processing data for the vehicle. Alternatively, the processor 410 may be implemented in hardware in at least one of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), programmable logic array (Programmable Logic Array, PLA). The processor 410 may integrate one or a combination of several of a central processor 410 (Central Processing Unit, CPU), an image processor 410 (Graphics Processing Unit, GPU), and a modem, etc. The CPU mainly processes an operating system, a user interface, an application program and the like; the GPU is used for being responsible for rendering and drawing of display content; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 410 and may be implemented solely by a single communication chip.
The Memory 420 may include a random access Memory 420 (Random Access Memory, RAM) or a Read-Only Memory 420 (Read-Only Memory). Memory 420 may be used to store instructions, programs, code sets, or instruction sets. The memory 420 may include a stored program area and a stored data area, wherein the stored program area may store instructions for implementing an operating system, instructions for implementing at least one function (e.g., a touch function, a sound playing function, an image playing function, etc.), instructions for implementing various method embodiments described below, and the like. The storage data area may also store data created by the vehicle in use (e.g., phonebook, audio-video data, chat-record data), etc. Accordingly, memory 420 may also include a memory controller to disclose access to memory 420 by processor 410.
The camera 430 may include one or more cameras that may be positioned at different locations of the vehicle to capture images of the vehicle in different directions during travel.
Although not shown, the vehicle 400 may further include a display unit or the like, which is not described herein. In particular, in this embodiment, the processor 410 in the vehicle loads executable files corresponding to the processes of one or more application programs into the memory 420 according to the following instructions, and the processor 410 executes the application programs stored in the memory 420, so as to implement the various method steps disclosed in the foregoing embodiments.
As shown in fig. 9, the embodiment of the present application further discloses a computer readable storage medium 500, where the computer readable storage medium 500 stores computer program instructions 510, and the computer program instructions 510 may be called by a processor to perform the method described in the above embodiment.
The computer readable storage medium may be an electronic memory such as a flash memory, an EEPROM (electrically erasable programmable read only memory), an EPROM, a hard disk, or a ROM. Optionally, the computer readable storage medium comprises a Non-volatile computer readable storage medium (Non-Transitory Computer-Readable Storage Medium). The computer readable storage medium 500 has storage space for program code to perform any of the method steps described above. The program code can be read from or written to one or more computer program products. The program code may be compressed, for example, in a suitable form.
According to one aspect of the present application, a computer program product or computer program is disclosed, comprising computer instructions stored in a computer readable storage medium. The processor of the vehicle reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions so that the vehicle performs the methods disclosed in the various alternative implementations disclosed in the above embodiments.
The foregoing description is not intended to limit the preferred embodiments of the present application, but is not intended to limit the scope of the present application, and any such modifications, equivalents and adaptations of the embodiments described above in accordance with the principles of the present application should and are intended to be within the scope of the present application, as long as they do not depart from the scope of the present application.

Claims (15)

1. A traffic light response method, the method being applied to a vehicle, comprising:
acquiring a plurality of images acquired by a camera;
determining one or more traffic lights from the plurality of images;
grouping the one or more traffic lights according to the longitudinal distance between the one or more traffic lights and the vehicle to obtain one or more longitudinal traffic light groups;
determining traffic lights with the same control direction as the vehicle driving direction according to the vehicle driving direction and the control direction of the traffic lights in a first longitudinal traffic light group, so as to obtain a same-direction traffic light group, wherein the first longitudinal traffic light group is a longitudinal traffic light group with the smallest distance between the vehicle and one or more longitudinal traffic light groups, the vehicle driving direction is the prediction direction of the vehicle, the vehicle driving direction is determined according to one or more of a vehicle steering light, a ground arrow mark in an image acquired by a camera and navigation card information, and the control direction of the traffic lights is the direction controlled by the traffic lights;
Determining a current associated traffic light group according to a historical associated traffic light group and the same-direction traffic light group, wherein the historical associated traffic light group is the associated traffic light group closest to the current time in the associated traffic light groups stored by the vehicle;
and determining a response strategy according to the information of the traffic lights in the current associated traffic light group.
2. The method of claim 1, wherein said determining a current associated traffic light group from a historical associated traffic light group and the same-direction traffic light group comprises:
classifying traffic lights meeting a first condition into the current associated traffic light group;
the first condition includes:
the priority in the same-direction traffic light group is highest; or (b)
The transverse distance between the vehicle and the vehicle in the same-direction traffic light group is minimum; or (b)
The distance between the same-direction traffic light group and the stop line is smaller than or equal to a first threshold value; or (b)
The same-direction traffic light group comprises a traffic light; or (b)
Belonging to the history associated traffic light group.
3. The method of claim 2, wherein said determining a current associated traffic light group from a historical associated traffic light group and the same-direction traffic light group further comprises:
determining a traffic light with the smallest transverse distance between the traffic light group and the vehicle to obtain a first traffic light;
Determining traffic lights having a distance to the first traffic light less than or equal to a second threshold as a calibrated traffic light group;
and determining the priority of the second traffic light according to the color, the position and the height of the calibration traffic light group and the second traffic light, wherein the second traffic light is any traffic light in the same-direction traffic light group.
4. The method of claim 1, wherein grouping the one or more traffic lights according to a longitudinal distance between the one or more traffic lights and the vehicle, the one or more longitudinal traffic light groups comprising:
determining, as the first longitudinal traffic light group, a traffic light of the one or more traffic lights having a longitudinal distance from the vehicle that is less than or equal to a third threshold;
and determining a second longitudinal traffic light group according to the first longitudinal traffic light group.
5. The method of claim 4, wherein said determining a second longitudinal traffic light group from said first longitudinal traffic light group comprises:
and determining that a traffic light of the one or more traffic lights, the longitudinal distance of which from a third traffic light is greater than a fourth threshold value, is the second longitudinal traffic light group, and the third traffic light is one traffic light of the first longitudinal traffic light group.
6. The method of claim 4, wherein said determining a second longitudinal traffic light group from said first longitudinal traffic light group comprises:
determining an intersection and/or a stop line through which the vehicle passes according to the first longitudinal traffic light group;
and determining that a distance between the traffic light of the one or more traffic lights except the traffic light included in the first longitudinal traffic light group and the intersection and/or the stop line is greater than a fifth threshold value as the second longitudinal traffic light group.
7. The method of any of claims 1-6, wherein the determining one or more traffic lights from the plurality of images comprises:
in the case where the plurality of images includes traffic lights, one or more traffic lights are determined from the plurality of images.
8. The method of claim 7, wherein the method further comprises:
determining a driving environment of the vehicle in a case where the plurality of images do not include traffic lights;
a response strategy is determined based on one or more of the state of the vehicle, a historical response strategy, and the driving environment.
9. The method of claim 8, wherein the driving environment includes a distance between the vehicle and a stop line, a state of the vehicle in a lane adjacent to a lane in which the vehicle is located, and a state of the vehicle in front of the vehicle.
10. The method according to any one of claims 1-6, further comprising:
and determining a driving strategy according to the response strategy, wherein the driving strategy comprises a driving route and a driving speed.
11. The method of any of claims 1-6, wherein said determining a response policy based on information of traffic lights in the current associated traffic light group comprises:
and determining the response strategy according to the color and the control direction of the traffic lights in the current associated traffic light group.
12. The method of claim 11, wherein said determining a response policy based on information of traffic lights in the current associated traffic light group further comprises:
determining one or more of a state, a historical response strategy and a driving environment of the vehicle under the condition that the control direction of the traffic lights in the current associated traffic light group is not recognized;
and determining the response strategy according to the color of the traffic lights in the current associated traffic light group and one or more of the historical response strategy, the state of the vehicle and the running environment.
13. A traffic light response device, the device being for use with a vehicle, comprising:
The first acquisition unit is used for acquiring a plurality of images acquired by the camera;
an identification unit for determining one or more traffic lights from the plurality of images;
a first determining unit, configured to group the one or more traffic lights according to a longitudinal distance between the one or more traffic lights and the vehicle, to obtain one or more longitudinal traffic light groups;
the second determining unit is configured to determine, according to a driving direction of the vehicle and a control direction of traffic lights in a first longitudinal traffic light group, a traffic light with the same control direction as the driving direction of the vehicle, to obtain a same-direction traffic light group, where the first longitudinal traffic light group is a longitudinal traffic light group with a minimum distance from the vehicle among the one or more longitudinal traffic light groups, the driving direction of the vehicle is a predicted direction of the vehicle, and the driving direction of the vehicle is determined according to one or more of a vehicle steering light, a ground arrow mark in an image acquired by the camera, and navigation card information, and the control direction of the traffic light is a direction controlled by the traffic light;
the third determining unit is used for determining a current associated traffic light group according to a historical associated traffic light group and the same-direction traffic light group, wherein the historical associated traffic light group is an associated traffic light group closest to the current time in the associated traffic light groups stored by the vehicle;
And the response unit is used for determining a response strategy according to the information of the traffic lights in the current associated traffic light group.
14. A vehicle comprising a processor and a memory, the memory storing a computer program, the processor invoking the computer program to implement the method of any of claims 1-12.
15. A computer readable storage medium having stored therein program code which is callable by a processor to implement the method of any one of claims 1 to 12.
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