WO2024065951A1

WO2024065951A1 - Narrow road vehicle encounter method and apparatus, device, and storage medium

Info

Publication number: WO2024065951A1
Application number: PCT/CN2022/129896
Authority: WO
Inventors: 卢天明; 林腾波; 韩旭
Original assignee: 广州文远知行科技有限公司
Priority date: 2022-09-28
Filing date: 2022-11-04
Publication date: 2024-04-04
Also published as: CN115469669A

Abstract

A narrow road vehicle encounter method and apparatus, a device, and a storage medium. The method comprises: planning a trajectory of a vehicle using a current state of the vehicle as a constraint (S101); predicting a trajectory of a first opposing vehicle, using a current state of the first opposing vehicle as a constraint (S102); predicting a trajectory of a second opposing vehicle, using a current state of the second opposing vehicle and the trajectory of the first opposing vehicle as constraints, the second opposing vehicle avoiding the first opposing vehicle in time and space (S103), the first opposing vehicle being located in front of the second opposing vehicle, and a speed of the first opposing vehicle being less than a speed of the second opposing vehicle; and determining a multi-vehicle encounter strategy on the basis of the trajectory of the vehicle and the trajectory of the second opposing vehicle (S104). When the second opposing vehicle overtakes the first opposing vehicle, the trajectory of the second opposing vehicle can be predicted, and a corresponding multi-vehicle encounter strategy can be formed on the basis of the trajectory of the vehicle and the trajectory of the second opposing vehicle, so as to prevent traffic congestion or vehicle collision accidents, thereby improving the vehicle encounter efficiency and driving safety.

Description

A method, device, equipment and storage medium for meeting vehicles on a narrow road

This application claims the priority of the Chinese patent application filed with the China Patent Office on September 28, 2022, with application number 202211194067.4, the entire contents of which are incorporated by reference into this application.

Technical Field

The present application relates to autonomous driving technology, for example, to a method, device, equipment and storage medium for meeting vehicles on a narrow road.

Background technique

An autonomous vehicle is a new type of smart car that senses its surroundings through the sensors it carries, collects environmental information, and accurately calculates and analyzes the environmental information through a control device (i.e., the on-board intelligent brain). It ultimately controls different devices in the unmanned vehicle by issuing instructions to the ECU (Electronic Control Unit), thereby achieving fully automatic operation of the vehicle and achieving the purpose of autonomous driving.

As the application areas of autonomous driving vehicles continue to expand, the number of driving scenarios that need to be handled is also increasing. The narrow road passing scenario is one of the most complex scenarios in the L4 level autonomous driving decision-making and planning algorithm.

In particular, when there are two oncoming vehicles on a narrow road and the front vehicle is slower than the rear vehicle, the rear vehicle may cross the center line and drive in the opposite direction to the lane where the autonomous vehicle is located in order to overtake. However, the autonomous vehicle usually only regards the rear vehicle as a follower of the front vehicle and only interacts with the front vehicle. It will not predict that the rear vehicle will use the lane to overtake, resulting in traffic congestion or vehicle collision accidents.

Summary of the invention

The present application provides a method, device, equipment and storage medium for meeting other vehicles on a narrow road, so as to avoid traffic jams or vehicle collision accidents, thereby improving meeting efficiency and riding safety.

In a first aspect, the present application provides a method for meeting vehicles on a narrow road, comprising:

Planning the trajectory of the ego vehicle based on the current state of the ego vehicle;

Predicting a trajectory of a first oncoming vehicle based on a current state of the first oncoming vehicle;

The trajectory of the second oncoming vehicle is predicted based on the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle, the second oncoming vehicle avoids the first oncoming vehicle in time and space, the first oncoming vehicle is located in front of the second oncoming vehicle, and the speed of the first oncoming vehicle is less than the speed of the second oncoming vehicle;

A multi-vehicle meeting strategy is determined based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle.

In one embodiment, the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle are used as constraints to predict the trajectory of the second oncoming vehicle, and the second oncoming vehicle avoids the first oncoming vehicle in time and space, including:

Without considering the first oncoming vehicle, taking the current state of the second oncoming vehicle as a constraint, predicting a first trajectory of the second oncoming vehicle;

Determining a meeting area of the second oncoming vehicle and the own vehicle based on the first trajectory of the second oncoming vehicle and the trajectory of the own vehicle;

Calculating a first time required for the second oncoming vehicle to travel from a current position to the meeting area;

Determining a trajectory of the first oncoming vehicle within the first time period from the trajectory of the first oncoming vehicle;

The trajectory of the second oncoming vehicle is predicted based on the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle within the first time period as constraints.

In one embodiment, calculating the first time required for the second oncoming vehicle to travel from the current position to the meeting area includes:

Determining a path length from a current position of the second oncoming vehicle to the meeting area in the first trajectory of the second oncoming vehicle;

Based on the path length, a first time duration required for the second oncoming vehicle to decelerate from a current speed to a safe speed for meeting when arriving at the meeting area at a uniformly decelerated speed is calculated.

In one embodiment, using the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle within the first time period as constraints, predicting the trajectory of the second oncoming vehicle includes:

Sampling the first trajectory of the second oncoming vehicle to obtain the distance of the second oncoming vehicle relative to the current position at multiple sampling points within a preset time period;

Sampling the trajectory of the first oncoming vehicle to determine the speed of the first oncoming vehicle at each sampling point;

For each of the sampling points, calculating, based on the distance, the acceleration required for the second oncoming vehicle to decelerate from an initial speed to the speed of the first oncoming vehicle at the sampling point;

Determine a target sampling point where the acceleration is greater than a preset value, and determine lateral constraint information for the second oncoming vehicle to bypass the first oncoming vehicle at the target sampling point based on the profile information of the first oncoming vehicle;

The trajectory of the second oncoming vehicle is predicted based on the first trajectory of the second oncoming vehicle and the lateral constraint information.

In one embodiment, determining a multi-vehicle meeting strategy based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle includes:

Determining an overlapping section between the second oncoming vehicle and the own vehicle based on the trajectory of the second oncoming vehicle and the own vehicle;

Determining the passage priority of the own vehicle and the second oncoming vehicle based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle;

If the passing priority of the self-vehicle is higher than the passing priority of the second oncoming vehicle, the meeting strategy is determined as follows: the second oncoming vehicle stops and gives way to the self-vehicle before reaching the overlapping section;

If the passing priority of the second oncoming vehicle is higher than the passing priority of the own vehicle, the meeting strategy is determined as: the own vehicle stops and gives way to the second oncoming vehicle before reaching the overlapping section.

In one embodiment, there is a first static obstacle in front of the first oncoming vehicle, and/or there is a second static obstacle in front of the own vehicle. The trajectory of the first oncoming vehicle is the trajectory of the first oncoming vehicle passing through the lane where the own vehicle is located in order to avoid the first static obstacle, and the trajectory of the own vehicle is the trajectory of the own vehicle passing through the lane where the first oncoming vehicle is located in order to avoid the second static obstacle.

Determining a first meeting strategy between the first oncoming vehicle and the own vehicle based on the trajectory of the first oncoming vehicle and the own vehicle;

Determining a second meeting strategy between the own vehicle and the second oncoming vehicle based on the trajectory of the second oncoming vehicle and the trajectory of the own vehicle;

A multi-vehicle meeting strategy is determined based on the first meeting strategy and the second meeting strategy.

In one embodiment, determining a multi-vehicle meeting strategy based on the first meeting strategy and the second meeting strategy includes:

If the first meeting strategy is that the ego vehicle gives way to the first oncoming vehicle, and the second meeting strategy is that the ego vehicle gives way to the second oncoming vehicle, then the multi-vehicle meeting strategy is determined as follows: the ego vehicle stops and gives way to the first oncoming vehicle and the second oncoming vehicle before reaching the overlapping section;

If the first meeting strategy is that the ego vehicle yields to the first oncoming vehicle, and the second meeting strategy is that the second oncoming vehicle yields to the ego vehicle, then determining a first time when the ego vehicle passes through the overlapping section from the trajectory of the ego vehicle, and determining a second time when the first oncoming vehicle passes through the overlapping section from the trajectory of the first oncoming vehicle;

If the first moment is earlier than the second moment, the multi-vehicle meeting strategy is determined as follows: the second oncoming vehicle stops to give way to the self-vehicle, and then the self-vehicle stops to give way to the first oncoming vehicle; if the first moment is later than the second moment, the multi-vehicle meeting strategy is determined as follows: the self-vehicle stops to give way to the second oncoming vehicle, and then the self-vehicle stops to give way to the first oncoming vehicle;

If the first meeting strategy is that the first oncoming vehicle gives way to the own vehicle, and the second meeting strategy is that the own vehicle gives way to the second oncoming vehicle, then determining a third time when the own vehicle passes through the overlapping section from the trajectory of the own vehicle, and determining a fourth time when the second oncoming vehicle passes through the overlapping section from the trajectory of the second oncoming vehicle;

If the third moment is earlier than the fourth moment, the multi-vehicle meeting strategy is determined as follows: the self-vehicle stops to give way to the second oncoming vehicle, and then the first oncoming vehicle stops to give way to the self-vehicle; if the third moment is later than the fourth moment, the multi-vehicle meeting strategy is determined as follows: the self-vehicle stops to give way to the second oncoming vehicle, and then the self-vehicle stops to give way to the first oncoming vehicle;

If the first meeting strategy is that the first oncoming vehicle gives way to the own vehicle, and the second meeting strategy is that the second oncoming vehicle gives way to the own vehicle, then the multi-vehicle meeting strategy is determined as: the second oncoming vehicle gives way to the own vehicle, and then the first oncoming vehicle gives way to the own vehicle.

In a second aspect, the present application also provides a narrow road meeting device, comprising:

A vehicle trajectory prediction module, used to plan the trajectory of the vehicle based on the current state of the vehicle;

A first oncoming vehicle trajectory prediction module, configured to predict the trajectory of the first oncoming vehicle based on the current state of the first oncoming vehicle as a constraint;

a second oncoming vehicle trajectory prediction module, configured to predict the trajectory of the second oncoming vehicle based on the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle, wherein the second oncoming vehicle avoids the first oncoming vehicle in time and space, the first oncoming vehicle is located in front of the second oncoming vehicle, and the speed of the first oncoming vehicle is less than the speed of the second oncoming vehicle;

The vehicle meeting strategy determination module is used to determine a multi-vehicle meeting strategy based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle.

In a third aspect, the present application further provides an electronic device, including:

one or more processors;

A memory for storing one or more programs;

When the one or more programs are executed by the one or more processors, the one or more processors implement the narrow road meeting method provided in the first aspect of the present application.

In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the narrow road meeting method provided in the first aspect of the present application.

The narrow road meeting method provided by the present application plans the trajectory of the own vehicle with the current state of the own vehicle as a constraint, predicts the trajectory of the first oncoming vehicle with the current state of the first oncoming vehicle as a constraint, predicts the trajectory of the second oncoming vehicle with the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle as constraints, the second oncoming vehicle avoids the first oncoming vehicle in time and space, the first oncoming vehicle is located in front of the second oncoming vehicle, and the speed of the first oncoming vehicle is less than the speed of the second oncoming vehicle, and a multi-vehicle meeting strategy is determined based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle. When the second oncoming vehicle overtakes the first oncoming vehicle by using a different lane, the trajectory of the second oncoming vehicle can be predicted, and a corresponding multi-vehicle meeting strategy is made based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle, thereby avoiding traffic congestion or vehicle collision accidents and improving meeting efficiency and riding safety.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a flow chart of a method for meeting vehicles on a narrow road provided in an embodiment of the present application;

FIG2 is a schematic diagram of a narrow road meeting scenario provided by an embodiment of the present application;

FIG3 is a schematic diagram of another narrow road meeting scenario provided by an embodiment of the present application;

FIG4 is a schematic diagram of another narrow road meeting scenario provided by an embodiment of the present application;

FIG5 is a schematic diagram of another narrow road meeting scenario provided by an embodiment of the present application;

FIG6 is a schematic structural diagram of a narrow road meeting device provided in an embodiment of the present application;

FIG. 7 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

Detailed ways

In order to enable those skilled in the art to better understand the scheme of the present application, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only embodiments of a part of the present application, rather than all of the embodiments.

It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

FIG1 is a flowchart of a narrow road meeting method provided by an embodiment of the present application. This embodiment is applicable to situations where multiple vehicles meet on a narrow road. The device can be implemented by software and/or hardware, and is usually configured in an electronic device. The method can be executed by the narrow road meeting device provided by the embodiment of the present application. For example, the electronic device can be a computer device carried by the autonomous driving vehicle itself, or a computer device located at a remote end (for example, a server). The embodiment of the present application does not limit this. As shown in FIG1, the narrow road meeting method specifically includes the following steps:

S101. Plan the trajectory of the vehicle based on the current state of the vehicle.

Figure 2 is a schematic diagram of a narrow road meeting scene provided in an embodiment of the present application. As shown in Figure 2, in an embodiment of the present application, the narrow road section is a two-way single lane, but the lane where the oncoming vehicle is located has multiple moving motor vehicles (two are shown in the figure). The vehicle in front of the lane where the oncoming vehicle is located is called the first oncoming vehicle o1, and the vehicle at the rear is called the second oncoming vehicle o2. Among them, the speed of the first oncoming vehicle is less than the speed of the second oncoming vehicle. In order to overtake, the second oncoming vehicle o2 may cross the center line and reverse to the lane where the autonomous driving vehicle (i.e., the self-driving vehicle) is located. This embodiment does not consider the impact of other obstacles in the lane (for example, illegally parked vehicles, roadblocks, etc.).

In an embodiment of the present application, after the vehicle and the oncoming vehicle enter a narrow road section, the sensors mounted on the vehicle collect the status of the vehicle, environmental information and the status of the oncoming vehicle (including the first oncoming vehicle and the second oncoming vehicle) in real time. Among them, the status of the vehicle may include the position, speed, acceleration, and front direction of the vehicle, etc. The status of the vehicle may be obtained by the status sensor mounted on the vehicle, and the status sensor may include a satellite locator, a gyroscope, etc. Environmental information may be obtained by the environmental sensor mounted on the vehicle, and the environmental sensor may include a camera, a laser radar, etc. The status of the oncoming vehicle may include the position, speed, acceleration, and front direction of the oncoming vehicle, etc. The status of the oncoming vehicle may be obtained by the environmental sensor mounted on the vehicle.

In the embodiment of the present application, the path planning algorithm is used to plan the trajectory of the vehicle based on the current state and environmental information of the vehicle. The path planning algorithm may include A* algorithm, Dijkstra algorithm, D* algorithm, etc., which are not limited in the embodiment of the present application. In the embodiment of the present application, the trajectory is essentially a collection of the states of the vehicle at different times.

In some embodiments of the present application, before executing step S101, it is also possible to determine whether the vehicle is currently in a narrow section. If so, continue to execute step S101, if not, end the process. Exemplarily, obtain the current position information of the vehicle, and obtain a pre-drawn semantic map within a preset range based on the current position information. The semantic map is marked on the traditional map layer, and some key information on the road surface is marked, such as lane lines, road edges, intersections, etc. After obtaining the pre-drawn semantic map, the road parameters in the semantic map are analyzed to determine whether the vehicle is currently in a narrow section.

In some embodiments of the present application, after determining whether the vehicle is currently in a narrow road section, it is also possible to determine whether the speed of the first oncoming vehicle is less than the speed of the second oncoming vehicle. If so, continue to execute step S101, if not, end the process.

S102: predicting a trajectory of the first oncoming vehicle based on the current state of the first oncoming vehicle as a constraint.

In the embodiment of the present application, a path planning algorithm is used to plan the trajectory of the first oncoming vehicle based on the current state and environmental information of the first oncoming vehicle. The path planning algorithm may include an A* algorithm, a Dijkstra algorithm, a D* algorithm, etc., which are not limited in the embodiment of the present application.

S103: Using the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle as constraints, predict the trajectory of the second oncoming vehicle, and the second oncoming vehicle avoids the first oncoming vehicle in time and space.

In an embodiment of the present application, in an embodiment of the present application, while considering the impact of the trajectory of the first oncoming vehicle on the second oncoming vehicle, the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle are used as constraints, and a path planning algorithm is used to predict the trajectory of the second oncoming vehicle. The second oncoming vehicle avoids the first oncoming vehicle in time and space, that is, the trajectory of the second oncoming vehicle during the overtaking process is predicted.

In some embodiments of the present application, S103, using the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle as constraints, predicting the trajectory of the second oncoming vehicle, and the second oncoming vehicle avoiding the first oncoming vehicle in time and space, includes the following sub-steps:

1. Without considering the first oncoming vehicle, the first trajectory of the second oncoming vehicle is predicted based on the current state of the second oncoming vehicle.

In the embodiment of the present application, without considering the first oncoming vehicle, the current state of the second oncoming vehicle is used as a constraint, and a path planning algorithm is used to predict the first trajectory of the second oncoming vehicle. The path planning algorithm may include an A* algorithm, a Dijkstra algorithm, a D* algorithm, etc., which are not limited in the embodiment of the present application.

2. Determine a meeting area between the second oncoming vehicle and the own vehicle based on the first trajectory of the second oncoming vehicle and the own vehicle.

In the embodiment of the present application, without considering the first oncoming vehicle, the meeting area between the second oncoming vehicle and the own vehicle is determined based on the first trajectory of the second oncoming vehicle and the trajectory of the own vehicle. Exemplarily, the meeting area is the area between the intersection of the second oncoming vehicle and the own vehicle along the road direction and the separation of the parking space.

3. Calculate the first time required for the second oncoming vehicle to travel from its current position to the meeting area.

In the embodiment of the present application, a safe speed for vehicles to meet is set, for example, 2 km/h, and a first time required for the second oncoming vehicle to decelerate from the current position to the safe speed for vehicles to meet and arrive at the meeting area is calculated.

Exemplarily, the path length from the current position of the second oncoming vehicle to the meeting area is determined in the first trajectory of the second oncoming vehicle. Based on the path length, the first time required for the second oncoming vehicle to decelerate from the current speed to the meeting safety speed when arriving at the meeting area at a uniformly decelerated speed is calculated. Specifically, the calculation formula of the first time length t1 is as follows:

Wherein, d1 is the path length from the current position of the second oncoming vehicle in the first trajectory to the meeting area, v1 is the current speed of the second oncoming vehicle, and va is the safe speed for meeting.

4. Determine the trajectory of the first oncoming vehicle within the first time period from the trajectory of the first oncoming vehicle.

After calculating the first time duration required for the second oncoming vehicle to reach the meeting area from the current position, the trajectory of the first oncoming vehicle within the first time duration may be determined from the trajectory of the first oncoming vehicle based on the first time duration.

For example, for the first oncoming vehicle, the path length from the current position of the first oncoming vehicle to the meeting area is determined in the trajectory of the first oncoming vehicle. Assuming that the first oncoming vehicle performs a uniform deceleration motion from the current position to the meeting area, the deceleration a of the first oncoming vehicle can be calculated, and the calculation formula is as follows:

Wherein, v2 is the current speed of the first oncoming vehicle, va is the safe speed for meeting the other vehicle, and d2 is the path length from the current position of the first oncoming vehicle to the meeting area.

After the first period of time, the speed v3 of the first oncoming vehicle is:

v3 = v2 - at1

Then the trajectory length d3 of the first oncoming vehicle in the first time period is:

In this way, starting from the current moment on the trajectory of the first oncoming vehicle, the trajectory at one end with a path length of d3 is taken as the trajectory of the first oncoming vehicle within the first time length.

5. Using the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle within the first time period as constraints, predict the trajectory of the second oncoming vehicle.

In the embodiment of the present application, the impact of the first oncoming vehicle on the second oncoming vehicle is considered, and the trajectory of the second oncoming vehicle is predicted with the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle within the first time period as constraints.

Exemplarily, using the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle within the first time period as constraints, predicting the trajectory of the second oncoming vehicle includes the following sub-steps:

1) Sampling the first trajectory of the second oncoming vehicle to obtain the distance of the second oncoming vehicle relative to the current position at multiple sampling points within a preset time period.

In the embodiment of the present application, the first trajectory of the second oncoming vehicle is sampled to obtain the distance of the second oncoming vehicle relative to the current position at multiple sampling points within a preset time period. For example, a sampling point is set every 0.2 seconds within 8 seconds, and the distance at each moment in the first trajectory can be expressed as Se (se0, se1, se2, ..., se40).

2) Sampling the trajectory of the first oncoming vehicle and determining the speed of the first oncoming vehicle at each sampling point.

The predicted trajectory of the first oncoming vehicle is sampled to determine the speed of the first oncoming vehicle at each sampling point. The speed of the first oncoming vehicle at each sampling point can be expressed as Vo1 (vo0, vo1, vo2, ..., vo40).

3) For each sampling point, the acceleration required for the second oncoming vehicle to decelerate from the initial speed to the speed of the first oncoming vehicle at the sampling point is calculated based on the distance.

For example, for a certain sampling point k, the distance of the second oncoming vehicle in the first trajectory is so2k, and the speed of the first oncoming vehicle obtained by sampling is vok. Then, the acceleration ak required for the second oncoming vehicle to decelerate from the initial speed to the speed vok of the first oncoming vehicle at the sampling point k is:

4) determining a target sampling point where the acceleration is greater than a preset value, and determining lateral constraint information for the second oncoming vehicle to bypass the first oncoming vehicle at the target sampling point based on the profile information of the first oncoming vehicle.

In the embodiment of the present application, the relationship between the acceleration ak corresponding to each sampling point and the preset value is determined, and the preset value may be the maximum acceleration at which the second oncoming vehicle can follow the first oncoming vehicle. If at a certain sampling point k, the acceleration required for the second oncoming vehicle to decelerate from the initial speed to the speed of the first oncoming vehicle at the sampling point k is less than or equal to the preset value, it means that the second oncoming vehicle can comfortably follow the first oncoming vehicle. If at a certain sampling point k, the acceleration required for the second oncoming vehicle to decelerate from the initial speed to the speed of the first oncoming vehicle at the sampling point k is greater than the preset value, it means that the second oncoming vehicle cannot comfortably follow the first oncoming vehicle and needs to borrow the lane where the vehicle is located to overtake. In the embodiment of the present application, the target sampling point where the acceleration is greater than the preset value is determined, that is, at the target sampling point, the second oncoming vehicle needs to borrow the lane where the vehicle is located to overtake. The lateral constraint information of the lane where the vehicle is located to overtake at the target sampling point is determined based on the profile information of the first oncoming vehicle. In the embodiment of the present application, the lateral constraint information of the second oncoming vehicle to bypass the first dynamic obstacle at the target sampling point is determined based on the profile information of the first oncoming vehicle collected by the environmental sensor. The lateral constraint information may be the maximum coordinate and the minimum coordinate of the first oncoming vehicle in a direction perpendicular to the center line of the lane.

5) predicting the trajectory of the second oncoming vehicle based on the first trajectory of the second oncoming vehicle and the lateral constraint information.

Based on the lateral constraint information, the QP algorithm is used to optimize the first trajectory of the second oncoming vehicle, and the trajectory of the second oncoming vehicle avoiding the first oncoming vehicle in time and space is obtained.

S104: Determine a multi-vehicle meeting strategy based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle.

After obtaining the trajectory of the vehicle and the trajectory of the second oncoming vehicle, a multi-vehicle meeting strategy is determined based on the trajectory of the vehicle and the trajectory of the second oncoming vehicle. In the embodiment of the present application, the traffic priority of the vehicle and the second oncoming vehicle is calculated based on the trajectory of the vehicle and the trajectory of the second oncoming vehicle. The vehicle with a higher traffic priority has the right to pass first when meeting the two vehicles, and the vehicle with a lower traffic priority needs to pull over to avoid.

In some embodiments of the present application, a multi-vehicle meeting strategy is determined based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle, including:

1. Determine the overlapping section between the second oncoming vehicle and the own vehicle based on the trajectory of the second oncoming vehicle and the own vehicle.

As shown in FIG2 , in the case of considering the first oncoming vehicle, the overlapping interval between the second oncoming vehicle and the ego vehicle is shown as area1 in FIG2 . In the embodiment of the present application, the trajectory of the second oncoming vehicle and the trajectory of the ego vehicle, as well as the vehicle width of the ego vehicle and the vehicle width of the second oncoming vehicle are considered to determine the overlapping space between the ego vehicle and the second oncoming vehicle. Exemplarily, a search is performed along the trajectory of the ego vehicle to find two target points whose spacing between the trajectory of the ego vehicle and the trajectory of the second oncoming vehicle is equal to (da+db)/2. The area between the two target points is the overlapping space, where da is the vehicle width of the ego vehicle and db is the vehicle width of the second oncoming vehicle.

2. Determine the traffic priority of the own vehicle and the second oncoming vehicle based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle.

For example, in the embodiment of the present application, an avoidance cost function is constructed based on the vehicle speed and the distance from the vehicle to the overlapping space. The avoidance cost function is used to calculate the cost required for vehicle avoidance. The higher the avoidance cost of the vehicle, the lower the efficiency of the vehicle when it stops to avoid, and the vehicle should be given priority to pass. For example, the avoidance cost function f is:

Among them, vi _is the current speed of the vehicle, s is the distance from the current position of the vehicle to the overlapping space, and A is other influencing factors, which may include road right factor, vehicle type factor, etc. When the driving direction of the vehicle is consistent with the direction of travel of the road, it is judged that the vehicle has the right of way; when the driving direction of the vehicle is inconsistent with the direction of travel of the road, it is judged that the vehicle has no right of way. For example, when the vehicle has the right of way, the value of the road right factor is 1, and when it does not have the right of way, the value of the road right factor is 0. The vehicle type may include trucks, buses, ambulances, etc. Different vehicle types have different vehicle type factors. For example, the value of the second constant term B obtained by mapping a truck is 0.6, the value of the second constant term B obtained by mapping a bus is 0.3, and the value of the second constant term B obtained by mapping an ambulance is 0.

According to the avoidance cost function, the avoidance cost of the second oncoming vehicle stopping to avoid before the overlapping section and the avoidance cost of the own vehicle stopping to avoid before the overlapping section are calculated respectively. The vehicle with a large avoidance cost is determined to have a high passing priority, and the vehicle has priority to pass to improve the efficiency of meeting.

If the passing priority of the own vehicle is higher than the passing priority of the second oncoming vehicle, the meeting strategy is determined as follows: the second oncoming vehicle stops and gives way to the own vehicle before reaching the overlapping section.

If the passing priority of the second oncoming vehicle is higher than that of the own vehicle, the meeting strategy is determined as follows: the own vehicle stops and gives way to the second oncoming vehicle before reaching the overlapping section.

The narrow road meeting method provided in the embodiment of the present application plans the trajectory of the own vehicle with the current state of the own vehicle as a constraint, predicts the trajectory of the first oncoming vehicle with the current state of the first oncoming vehicle as a constraint, predicts the trajectory of the second oncoming vehicle with the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle as constraints, the second oncoming vehicle avoids the first oncoming vehicle in time and space, the first oncoming vehicle is located in front of the second oncoming vehicle, and the speed of the first oncoming vehicle is less than the speed of the second oncoming vehicle, and a multi-vehicle meeting strategy is determined based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle. When the second oncoming vehicle overtakes the first oncoming vehicle by using a different lane, the trajectory of the second oncoming vehicle can be predicted, and a corresponding multi-vehicle meeting strategy is made based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle, thereby avoiding traffic congestion or vehicle collision accidents and improving meeting efficiency and riding safety.

In some embodiments of the present application, in the scenario shown in FIG. 2, there may be static obstacles in the lane of the oncoming vehicle and/or the lane of the self-vehicle. The presence of static obstacles will affect the trajectories of the self-vehicle and the oncoming vehicle, as well as the meeting strategy. FIG. 3 is a schematic diagram of another narrow road meeting scenario provided by an embodiment of the present application. As shown in FIG. 3, there is a first static obstacle b1 in front of the first oncoming vehicle o1, and the trajectory of the first oncoming vehicle o1 is the trajectory of the lane where the first oncoming vehicle e is located in order to avoid the first static obstacle b1. FIG. 4 is a schematic diagram of another narrow road meeting scenario provided by an embodiment of the present application. As shown in FIG. 4, there is a second static obstacle b2 in front of the self-vehicle e, and the trajectory of the self-vehicle e is the trajectory of the lane where the self-vehicle o1 is located in order to avoid the second static obstacle b2. FIG. 5 is a schematic diagram of another narrow road meeting scenario provided by an embodiment of the present application. As shown in FIG. 5, there is a first static obstacle b1 in front of the first oncoming vehicle o1, and there is a second static obstacle b2 in front of the self-vehicle e.

In an embodiment where a static obstacle exists in the lane of the oncoming vehicle and/or the lane of the ego vehicle, it is necessary to consider the meeting strategy of the ego vehicle and the first oncoming vehicle. Therefore, determining the multi-vehicle meeting strategy based on the trajectory of the ego vehicle and the trajectory of the second oncoming vehicle includes the following steps:

1. Determine a first meeting strategy between the first oncoming vehicle and the own vehicle based on the trajectory of the first oncoming vehicle and the own vehicle.

For example, in the embodiment of the present application, the priority of the vehicle and the first oncoming vehicle is calculated based on the trajectory of the vehicle and the trajectory of the first oncoming vehicle. The vehicle with a higher priority has the right to pass first when meeting the two vehicles, and the vehicle with a lower priority needs to pull over to avoid. The process of calculating the vehicle priority has been described in detail in the above embodiment, and the embodiment of the present application will not be repeated here.

2. Determine a second meeting strategy between the own vehicle and the second oncoming vehicle based on the trajectory of the second oncoming vehicle and the trajectory of the own vehicle.

For example, in the embodiment of the present application, the priority of the vehicle and the second oncoming vehicle is calculated based on the trajectory of the vehicle and the trajectory of the second oncoming vehicle. The vehicle with a higher priority has the right to pass first when the two vehicles meet, and the vehicle with a lower priority needs to pull over to avoid. The process of calculating the vehicle priority has been described in detail in the above embodiment, and the embodiment of the present application will not be repeated here.

3. Determine the multi-vehicle meeting strategy based on the first meeting strategy and the second meeting strategy.

After obtaining the first meeting strategy and the second meeting strategy, the multi-vehicle meeting strategy is determined by comprehensively considering the first meeting strategy and the second meeting strategy.

For example, if the first meeting strategy is that the ego vehicle gives way to the first oncoming vehicle, and the second meeting strategy is that the ego vehicle gives way to the second oncoming vehicle, then the multi-vehicle meeting strategy is determined as: the ego vehicle stops and gives way to the first oncoming vehicle and the second oncoming vehicle before reaching the overlapping section. Taking the embodiment shown in FIG5 as an example, the ego vehicle stops and gives way to the first oncoming vehicle and the second oncoming vehicle before reaching the second static obstacle.

If the first meeting strategy is that the ego vehicle gives way to the first oncoming vehicle, and the second meeting strategy is that the second oncoming vehicle gives way to the ego vehicle, then based on the second meeting strategy, the first moment when the ego vehicle passes through the overlapping interval is determined from the trajectory of the ego vehicle, and based on the first meeting strategy, the second moment when the first oncoming vehicle passes through the overlapping interval is determined from the trajectory of the first oncoming vehicle. If the first moment is earlier than the second moment, the multi-vehicle meeting strategy is determined as follows: the second oncoming vehicle stops to give way to the ego vehicle, and then the ego vehicle stops to give way to the first oncoming vehicle. Taking the embodiment shown in FIG5 as an example, the second oncoming vehicle stops to give way to the ego vehicle, waiting for the ego vehicle to pass the second static obstacle, and then the ego vehicle stops to give way to the first oncoming vehicle, waiting for the first oncoming vehicle to pass the second static obstacle. If the first moment is later than the second moment, it means that there is a contradiction between the ego vehicle not giving way to the second oncoming vehicle and the ego vehicle giving way to the first oncoming vehicle, and then the multi-vehicle meeting strategy is determined as follows: the ego vehicle stops to give way to the second oncoming vehicle, and then the ego vehicle stops to give way to the first oncoming vehicle. Taking the embodiment shown in FIG. 5 as an example, the vehicle stops to give way to the first oncoming vehicle and the second oncoming vehicle before reaching the second static obstacle.

If the first meeting strategy is that the first oncoming car gives way to the self-vehicle, and the second meeting strategy is that the self-vehicle gives way to the second oncoming car, then the third moment when the self-vehicle passes through the overlapping interval is determined from the trajectory of the self-vehicle, and the fourth moment when the second oncoming car passes through the overlapping interval is determined from the trajectory of the second oncoming car. If the third moment is earlier than the fourth moment, the multi-vehicle meeting strategy is determined to be: the self-vehicle stops to give way to the second oncoming car, and then the first oncoming car stops to give way to the self-vehicle. Taking the embodiment shown in Figure 5 as an example, the self-vehicle stops to give way to the second oncoming car before arriving at the second static obstacle, waiting for the second oncoming car to pass the second static obstacle, and then the first oncoming car stops to give way to the self-vehicle, waiting for the self-vehicle to pass the first static obstacle. If the third moment is later than the fourth moment, the multi-vehicle meeting strategy is determined to be: the self-vehicle stops to give way to the second oncoming car, and then the self-vehicle stops to give way to the first oncoming car. Taking the embodiment shown in Figure 5 as an example, the self-vehicle stops to give way to the first oncoming car and the second oncoming car before arriving at the second static obstacle.

If the first meeting strategy is that the first oncoming vehicle gives way to the self-vehicle, and the second meeting strategy is that the second oncoming vehicle gives way to the self-vehicle, then the multi-vehicle meeting strategy is determined as: the second oncoming vehicle gives way to the self-vehicle, and then the first oncoming vehicle gives way to the self-vehicle. Taking the embodiment shown in FIG5 as an example, the second oncoming vehicle stops to avoid the self-vehicle before reaching the second static obstacle, waiting for the self-vehicle to pass the second obstacle, and then the first oncoming vehicle stops to avoid the self-vehicle before reaching the first obstacle, waiting for the self-vehicle to pass the first obstacle.

The embodiment of the present application further provides a narrow road meeting device. FIG6 is a schematic structural diagram of a narrow road meeting device provided by the embodiment of the present application. As shown in FIG6 , the narrow road meeting device includes:

The ego vehicle trajectory prediction module 201 is used to plan the trajectory of the ego vehicle with the current state of the ego vehicle as a constraint; the first oncoming vehicle trajectory prediction module 202 is used to predict the trajectory of the first oncoming vehicle with the current state of the first oncoming vehicle as a constraint; the second oncoming vehicle trajectory prediction module 203 is used to predict the trajectory of the second oncoming vehicle with the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle as constraints, the second oncoming vehicle avoids the first oncoming vehicle in time and space, the first oncoming vehicle is located in front of the second oncoming vehicle, and the speed of the first oncoming vehicle is less than the speed of the second oncoming vehicle; the meeting strategy determination module 204 is used to determine the multi-vehicle meeting strategy based on the trajectory of the ego vehicle and the trajectory of the second oncoming vehicle.

In some embodiments of the present application, the second oncoming vehicle trajectory prediction module 203 includes:

a first trajectory prediction unit, configured to predict a first trajectory of the second oncoming vehicle with the current state of the second oncoming vehicle as a constraint without considering the first oncoming vehicle; a meeting area determination unit, configured to determine a meeting area between the second oncoming vehicle and the own vehicle based on the first trajectory of the second oncoming vehicle and the trajectory of the own vehicle; a first duration calculation unit, configured to calculate a first duration required for the second oncoming vehicle to travel from a current position to the meeting area; a trajectory determination unit, configured to determine a trajectory of the first oncoming vehicle within the first duration from the trajectory of the first oncoming vehicle; and a second oncoming vehicle trajectory prediction unit, configured to predict a trajectory of the second oncoming vehicle with the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle within the first duration as constraints.

In some embodiments of the present application, the first duration calculation unit includes:

The path length calculation subunit is used to determine the path length from the current position of the second oncoming vehicle to the meeting area in the first trajectory of the second oncoming vehicle; the first duration calculation subunit is used to calculate, based on the path length, the first duration required for the second oncoming vehicle to decelerate from the current speed to the safe meeting speed when arriving at the meeting area at a uniformly decelerated speed.

In some embodiments of the present application, the second oncoming vehicle trajectory prediction unit includes:

a first sampling subunit, configured to sample the first trajectory of the second oncoming vehicle to obtain the distance of the second oncoming vehicle relative to the current position at multiple sampling points within a preset time period; a second sampling subunit, configured to sample the trajectory of the first oncoming vehicle to determine the speed of the first oncoming vehicle at each sampling point; an acceleration calculation subunit, configured to calculate, for each sampling point, the acceleration required for the second oncoming vehicle to decelerate from an initial speed to the speed of the first oncoming vehicle at the sampling point based on the distance; a constraint information determination subunit, configured to determine a target sampling point at which the acceleration is greater than a preset value, and determine, based on the profile information of the first oncoming vehicle, the lateral constraint information for the second oncoming vehicle to bypass the first oncoming vehicle at the target sampling point; a second oncoming vehicle trajectory prediction subunit, configured to predict the trajectory of the second oncoming vehicle based on the first trajectory of the second oncoming vehicle and the lateral constraint information.

In some embodiments of the present application, the meeting strategy determination module 204 includes:

an overlapping interval determination unit, for determining the overlapping interval between the second oncoming vehicle and the own vehicle based on the trajectory of the second oncoming vehicle and the trajectory of the own vehicle; a traffic priority calculation unit, for determining the traffic priority of the own vehicle and the second oncoming vehicle based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle; a meeting strategy determination unit, for determining, if the traffic priority of the own vehicle is higher than the traffic priority of the second oncoming vehicle, a meeting strategy as follows: the second oncoming vehicle stops and gives way to the own vehicle before arriving at the overlapping interval; and if the traffic priority of the second oncoming vehicle is higher than the traffic priority of the own vehicle, determining the meeting strategy as follows: the own vehicle stops and gives way to the second oncoming vehicle before arriving at the overlapping interval.

In some embodiments of the present application, there is a first static obstacle in front of the first oncoming vehicle, and/or there is a second static obstacle in front of the own vehicle, the trajectory of the first oncoming vehicle is the trajectory of the first oncoming vehicle passing through the lane where the own vehicle is located in order to avoid the first static obstacle, and the trajectory of the own vehicle is the trajectory of the own vehicle passing through the lane where the first oncoming vehicle is located in order to avoid the second static obstacle.

A first meeting strategy determination unit is used to determine a first meeting strategy between the first oncoming vehicle and the own vehicle based on the trajectory of the first oncoming vehicle and the trajectory of the own vehicle; a second meeting strategy determination unit is used to determine a second meeting strategy between the own vehicle and the second oncoming vehicle based on the trajectory of the second oncoming vehicle and the trajectory of the own vehicle; and a strategy determination unit is used to determine a multi-vehicle meeting strategy based on the first meeting strategy and the second meeting strategy.

In some embodiments of the present application, the policy determination unit is used to:

If the first meeting strategy is that the self-vehicle gives way to the first oncoming vehicle, and the second meeting strategy is that the self-vehicle gives way to the second oncoming vehicle, then the multi-vehicle meeting strategy is determined as follows: the self-vehicle stops and gives way to the first oncoming vehicle and the second oncoming vehicle before reaching the overlapping section; if the first meeting strategy is that the self-vehicle gives way to the first oncoming vehicle, and the second meeting strategy is that the second oncoming vehicle gives way to the self-vehicle, then the first moment when the self-vehicle passes through the overlapping section is determined from the trajectory of the self-vehicle, and the second moment when the first oncoming vehicle passes through the overlapping section is determined from the trajectory of the first oncoming vehicle; if the first moment is earlier than the second moment, then the multi-vehicle meeting strategy is determined as follows: the second oncoming vehicle stops and gives way to the self-vehicle, and then the self-vehicle stops and gives way to the first oncoming vehicle; if the first moment is later than the second moment, then the multi-vehicle meeting strategy is determined as follows: the self-vehicle stops and gives way to the second oncoming vehicle, and then the self-vehicle stops and gives way to the first oncoming vehicle. oncoming vehicle; if the first meeting strategy is that the first oncoming vehicle gives way to the own vehicle, and the second meeting strategy is that the own vehicle gives way to the second oncoming vehicle, then determine the third moment when the own vehicle passes through the overlapping section from the trajectory of the own vehicle, and determine the fourth moment when the second oncoming vehicle passes through the overlapping section from the trajectory of the second oncoming vehicle; if the third moment is earlier than the fourth moment, then determine the multi-vehicle meeting strategy as: the own vehicle stops to give way to the second oncoming vehicle, and then the first oncoming vehicle stops to give way to the own vehicle; if the third moment is later than the fourth moment, then determine the multi-vehicle meeting strategy as: the own vehicle stops to give way to the second oncoming vehicle, and then the own vehicle stops to give way to the first oncoming vehicle; if the first meeting strategy is that the first oncoming vehicle gives way to the own vehicle, and the second meeting strategy is that the second oncoming vehicle gives way to the own vehicle, then determine the multi-vehicle meeting strategy as: the second oncoming vehicle gives way to the own vehicle, and then the first oncoming vehicle gives way to the own vehicle.

The above-mentioned narrow road meeting device can execute the narrow road meeting method provided in the embodiment of the present application, and has corresponding functional modules and beneficial effects for executing the narrow road meeting method.

The present application also provides an electronic device, and FIG. 7 is a schematic diagram of the structure of an electronic device provided by an embodiment of the present application. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present application described and/or required herein.

As shown in FIG7 , the electronic device 10 includes at least one processor 11, and a memory connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 11 can 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 to the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, ROM 12 and RAM 13 are connected to each other through a bus 14. An input/output (I/O) interface 15 is also connected to the bus 14.

A number of 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, etc.; a storage unit 18, such as a disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information/data with other devices through a computer network such as the Internet and/or various telecommunication networks.

The processor 11 may be a variety of general and/or special processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as a narrow road meeting method.

In some embodiments, the narrow road meeting method can be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18. In some embodiments, part or all of the computer program can be loaded and/or installed on the electronic device 10 via the ROM 12 and/or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the narrow road meeting method described above can be performed. Alternatively, in other embodiments, the processor 11 can be configured to execute the narrow road meeting method in any other appropriate manner (for example, by means of firmware).

Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: being implemented in one or more computer programs that can be executed and/or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

The computer programs for implementing the methods of the present application 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, a special-purpose computer, or other programmable data processing device, so that when the computer programs are executed by the processor, the functions/operations specified in the flow charts and/or block diagrams are implemented. The computer programs may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

In the context of the present application, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, device, or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, 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 disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

To provide interaction with a user, the systems and techniques described herein may 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 the user; and a keyboard and a pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices may also be used to provide interaction with the user; for example, the 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, voice input, or tactile input).

The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

An embodiment of the present application further provides a computer program product, including a computer program, which, when executed by a processor, implements the method for meeting vehicles on a narrow road as provided in any embodiment of the present application.

In the process of implementation, the computer program product can be written in one or more programming languages or a combination thereof to perform the computer program code of the present application, and the programming language includes an object-oriented programming language, such as Java, Smalltalk, C++, and also includes a conventional procedural programming language, such as "C" language or similar programming language. The program code can be executed entirely on the user's computer, partially on the user's computer, as an independent software package, partially on the user's computer and partially on the remote computer, or completely on the remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (for example, using an Internet service provider to connect through the Internet).

It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps recorded in this application can be executed in parallel, sequentially or in different orders, as long as the expected results of the technical solution of this application can be achieved, and this document is not limited here.

Claims

A method for meeting vehicles on a narrow road, comprising:

Planning the trajectory of the ego vehicle based on the current state of the ego vehicle;

Predicting a trajectory of a first oncoming vehicle based on a current state of the first oncoming vehicle;

The trajectory of the second oncoming vehicle is predicted based on the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle, the second oncoming vehicle avoids the first oncoming vehicle in time and space, the first oncoming vehicle is located in front of the second oncoming vehicle, and the speed of the first oncoming vehicle is less than the speed of the second oncoming vehicle;

A multi-vehicle meeting strategy is determined based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle.
The narrow road meeting method according to claim 1, wherein the trajectory of the second oncoming vehicle is predicted based on the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle as constraints, and the second oncoming vehicle avoids the first oncoming vehicle in time and space, comprising:

Without considering the first oncoming vehicle, taking the current state of the second oncoming vehicle as a constraint, predicting a first trajectory of the second oncoming vehicle;

Determining a meeting area of the second oncoming vehicle and the own vehicle based on the first trajectory of the second oncoming vehicle and the trajectory of the own vehicle;

Calculating a first time required for the second oncoming vehicle to travel from a current position to the meeting area;

Determining a trajectory of the first oncoming vehicle within the first time period from the trajectory of the first oncoming vehicle;

The trajectory of the second oncoming vehicle is predicted based on the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle within the first time period as constraints.
The narrow road meeting method according to claim 2, wherein calculating the first time required for the second oncoming vehicle to travel from the current position to the meeting area comprises:

Determining a path length from a current position of the second oncoming vehicle to the meeting area in the first trajectory of the second oncoming vehicle;

Based on the path length, a first time duration required for the second oncoming vehicle to decelerate from a current speed to a safe speed for meeting when arriving at the meeting area at a uniformly decelerated speed is calculated.
The narrow road meeting method according to claim 2, wherein, using the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle within the first time period as constraints, predicting the trajectory of the second oncoming vehicle comprises:

Sampling the first trajectory of the second oncoming vehicle to obtain the distance of the second oncoming vehicle relative to the current position at multiple sampling points within a preset time period;

Sampling the trajectory of the first oncoming vehicle to determine the speed of the first oncoming vehicle at each sampling point;

For each of the sampling points, calculating, based on the distance, the acceleration required for the second oncoming vehicle to decelerate from an initial speed to the speed of the first oncoming vehicle at the sampling point;

Determine a target sampling point where the acceleration is greater than a preset value, and determine lateral constraint information for the second oncoming vehicle to bypass the first oncoming vehicle at the target sampling point based on the profile information of the first oncoming vehicle;

The trajectory of the second oncoming vehicle is predicted based on the first trajectory of the second oncoming vehicle and the lateral constraint information.
According to any one of claims 1 to 4, the method for meeting vehicles on a narrow road, wherein the multi-vehicle meeting strategy is determined based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle, comprising:

Determining an overlapping section between the second oncoming vehicle and the own vehicle based on the trajectory of the second oncoming vehicle and the own vehicle;

Determining the passage priority of the own vehicle and the second oncoming vehicle based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle;

If the passing priority of the self-vehicle is higher than the passing priority of the second oncoming vehicle, the meeting strategy is determined as follows: the second oncoming vehicle stops and gives way to the self-vehicle before reaching the overlapping section;

If the passing priority of the second oncoming vehicle is higher than the passing priority of the own vehicle, the meeting strategy is determined as: the own vehicle stops and gives way to the second oncoming vehicle before reaching the overlapping section.
According to any one of claims 1 to 4, the narrow road meeting method, wherein there is a first static obstacle in front of the first oncoming vehicle, and/or there is a second static obstacle in front of the own vehicle, the trajectory of the first oncoming vehicle is the trajectory of the first oncoming vehicle passing through the lane where the own vehicle is located in order to avoid the first static obstacle, and the trajectory of the own vehicle is the trajectory of the own vehicle passing through the lane where the first oncoming vehicle is located in order to avoid the second static obstacle.
The narrow road meeting method according to claim 6, wherein determining the multi-vehicle meeting strategy based on the trajectory of the self-vehicle and the trajectory of the second oncoming vehicle comprises:

Determining a first meeting strategy between the first oncoming vehicle and the own vehicle based on the trajectory of the first oncoming vehicle and the own vehicle;

Determining a second meeting strategy between the own vehicle and the second oncoming vehicle based on the trajectory of the second oncoming vehicle and the trajectory of the own vehicle;

A multi-vehicle meeting strategy is determined based on the first meeting strategy and the second meeting strategy.
The narrow road meeting method according to claim 7, wherein determining a multi-vehicle meeting strategy based on the first meeting strategy and the second meeting strategy comprises:

If the first meeting strategy is that the ego vehicle gives way to the first oncoming vehicle, and the second meeting strategy is that the ego vehicle gives way to the second oncoming vehicle, then the multi-vehicle meeting strategy is determined as follows: the ego vehicle stops and gives way to the first oncoming vehicle and the second oncoming vehicle before reaching the overlapping section;

If the first meeting strategy is that the ego vehicle yields to the first oncoming vehicle, and the second meeting strategy is that the second oncoming vehicle yields to the ego vehicle, then determining a first time when the ego vehicle passes through the overlapping section from the trajectory of the ego vehicle, and determining a second time when the first oncoming vehicle passes through the overlapping section from the trajectory of the first oncoming vehicle;

If the first moment is earlier than the second moment, the multi-vehicle meeting strategy is determined as follows: the second oncoming vehicle stops to give way to the self-vehicle, and then the self-vehicle stops to give way to the first oncoming vehicle; if the first moment is later than the second moment, the multi-vehicle meeting strategy is determined as follows: the self-vehicle stops to give way to the second oncoming vehicle, and then the self-vehicle stops to give way to the first oncoming vehicle;

If the first meeting strategy is that the first oncoming vehicle gives way to the own vehicle, and the second meeting strategy is that the own vehicle gives way to the second oncoming vehicle, then determining a third time when the own vehicle passes through the overlapping section from the trajectory of the own vehicle, and determining a fourth time when the second oncoming vehicle passes through the overlapping section from the trajectory of the second oncoming vehicle;

If the third moment is earlier than the fourth moment, the multi-vehicle meeting strategy is determined as follows: the self-vehicle stops to give way to the second oncoming vehicle, and then the first oncoming vehicle stops to give way to the self-vehicle; if the third moment is later than the fourth moment, the multi-vehicle meeting strategy is determined as follows: the self-vehicle stops to give way to the second oncoming vehicle, and then the self-vehicle stops to give way to the first oncoming vehicle;

If the first meeting strategy is that the first oncoming vehicle gives way to the own vehicle, and the second meeting strategy is that the second oncoming vehicle gives way to the own vehicle, then the multi-vehicle meeting strategy is determined as: the second oncoming vehicle gives way to the own vehicle, and then the first oncoming vehicle gives way to the own vehicle.
A narrow road meeting device, comprising:

A vehicle trajectory prediction module, used to plan the trajectory of the vehicle based on the current state of the vehicle;

A first oncoming vehicle trajectory prediction module, configured to predict the trajectory of the first oncoming vehicle based on the current state of the first oncoming vehicle as a constraint;

a second oncoming vehicle trajectory prediction module, configured to predict the trajectory of the second oncoming vehicle based on the current state of the second oncoming vehicle and the trajectory of the first oncoming vehicle, wherein the second oncoming vehicle avoids the first oncoming vehicle in time and space, the first oncoming vehicle is located in front of the second oncoming vehicle, and the speed of the first oncoming vehicle is less than the speed of the second oncoming vehicle;

A meeting strategy determination module is used to determine a multi-vehicle meeting strategy based on the trajectory of the own vehicle and the trajectory of the second oncoming vehicle.
An electronic device, comprising:

one or more processors;

A memory for storing one or more programs;

When the one or more programs are executed by the one or more processors, the one or more processors implement the narrow road meeting method as described in any one of claims 1-8.
A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the narrow road meeting method as claimed in any one of claims 1 to 8.