A method and apparatus for assessing lateral vehicle compression, electronic equipment, and storage medium.

Abstract

This invention provides a method and device for assessing vehicle side-impact, an electronic device, and a storage medium. The method includes: acquiring environmental road information and target vehicle information on both sides of the vehicle during its current driving process, as well as the vehicle's own information; calculating the collision avoidance deceleration of the current vehicle to avoid the target vehicle and the degree of deviation of the target vehicle from its lane; calibrating a basic hazard level and a basic hazard coefficient; calculating the single-target hazard level of the target vehicle based on the basic hazard level and the basic hazard coefficient; and performing a weighted summation and normalization of multiple single-target hazard levels to obtain the side-impact hazard levels of all target vehicles on both sides of the current vehicle. The impact hazard levels can provide a basis for the planning part of autonomous driving, making the control execution behavior of autonomous driving more reasonable and more in line with human expectations, and improving the safety and comfort of driving during autonomous driving.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automatic driving, in particular to a vehicle two-side compression evaluation method and device, an electronic device and a computer readable storage medium. BACKGROUND

[0002] Automatic driving technology mainly includes three parts of environment perception, decision planning and control execution, and environment perception as the front end of the technology is crucial for accuracy. In the case of poor sensor performance, insufficient detection accuracy and limited detectable target categories, it is particularly important to fully exploit and use information.

[0003] During the driving process of the vehicle, if there is a large vehicle, maintaining a high speed difference through the large vehicle will bring a strong sense of compression and poor comfort to the passengers, and there is a safety risk of the large vehicle suddenly cutting into the driving lane of the vehicle. In order to improve the driving safety and comfort in the presence of large vehicle compression scenarios, it is necessary to comprehensively consider the road form, as well as the driving intention and driving state of the target around the vehicle, to evaluate the compression degree of the target on both sides of the vehicle that is automatically driving, so as to ensure the rationality and forwardness of decision planning, and improve the vehicle passing safety and driving comfort.

[0004] In the prior art, the danger of large vehicles is mainly screened based on lane lines. These methods evaluate the impact of dangerous large vehicles on the safe driving of the vehicle, make decision planning for the lateral and longitudinal distance of dangerous large vehicles, and do not consider the relative motion relationship between the large vehicle and the vehicle. The evaluation result is too simple, so that the decision planning and control execution part in automatic driving cannot distinguish between dangerous targets in different traffic states, which is quite different from the driving process of the driver, and the rationality is obviously insufficient. It cannot quickly and safely get away from large vehicles and eliminate the compression of large vehicles on the passengers in the vehicle. SUMMARY

[0005] In view of the above-mentioned shortcomings of the prior art, the present application provides a vehicle two-side compression evaluation method and device, an electronic device and a storage medium to solve the technical problem of the compression of large vehicles on the vehicle during the automatic driving process, which cannot be accurately and quickly evaluated.

[0006] In a first aspect, the present application provides a vehicle two-side compression evaluation method, comprising:

[0007] obtaining the environment road information and target vehicle information on both sides of the current vehicle during the driving process of the vehicle, and the vehicle information of the current vehicle;

[0008] The collision avoidance deceleration of the current vehicle avoiding the target vehicle is calculated according to the target vehicle information and the host vehicle information, and the deviation degree of the target vehicle deviating from the lane is calculated according to the target vehicle information and the environment road information;

[0009] The basic danger level is calibrated according to the collision avoidance deceleration and the deviation degree, the basic danger coefficient is calibrated according to the host vehicle information and the target vehicle information, and the single-target danger level of the target vehicle is calculated according to the basic danger level and the basic danger coefficient;

[0010] The multiple single-target danger levels are weighted and summed and normalized to obtain the multi-target danger level of the target vehicle on one side of the current vehicle, and the two-side compression danger levels of all target vehicles on both sides of the current vehicle are obtained by comprehensively considering the multi-target danger levels on both sides of the current vehicle.

[0011] Optionally, the environment road information and the target vehicle information on both sides of the current vehicle during driving are obtained, and the host vehicle information of the current vehicle is obtained, including:

[0012] The environment road information includes the left boundary state and the right boundary state of the current vehicle;

[0013] The target vehicle information includes target speed, target position, target width, and target height;

[0014] The host vehicle information includes host vehicle speed and host vehicle position.

[0015] Optionally, the environment road information and the target vehicle information on both sides of the current vehicle during driving are obtained, and the host vehicle information of the current vehicle is obtained, including:

[0016] According to the target width and the target height in the target vehicle information, large vehicles are selected as target vehicles.

[0017] Optionally, before the collision avoidance deceleration of the current vehicle avoiding the target vehicle is calculated according to the target vehicle information and the host vehicle information, and the deviation degree of the target vehicle deviating from the lane is calculated according to the target vehicle information and the environment road information, including:

[0018] According to the target vehicle information and the host vehicle information, the longitudinal collision time TTC and the lateral collision time TLC between the current vehicle and the target vehicle are calculated, and if TTC+0.1≥TLC, it is determined that there is a collision risk between the current vehicle and the target vehicle.

[0019] Optionally, the basic danger level is calibrated according to the collision avoidance deceleration and the deviation degree, including:

[0020] The vehicle speed is V1, the target speed is V2, and the collision avoidance deceleration is TarAcc, so TarAcc=(V1-V2) / TTC, and the longitudinal basic danger level is calibrated by the collision avoidance deceleration;

[0021] The deviation degree is calculated by the target vehicle information, and the lateral basic danger level is calibrated by the deviation degree;

[0022] The basic danger level includes the lateral basic danger level and the longitudinal basic danger level.

[0023] Optionally, the basic danger coefficient is calibrated based on the vehicle information and the target vehicle information, including:

[0024] The speed difference between the two vehicles is calculated by the vehicle speed and the target speed, the longitudinal distance between the two vehicles is calculated by the vehicle position and the target position, the lateral danger coefficient is calibrated by the vehicle speed, the speed difference, and the longitudinal distance, and the longitudinal basic danger coefficient is calculated by the lateral basic danger coefficient;

[0025] The basic danger coefficient includes the lateral basic danger coefficient and the longitudinal basic danger coefficient.

[0026] Optionally, the single target danger levels are weighted and summed, and then normalized to obtain the multi-target danger level of the target vehicle on one side of the current vehicle, and the multi-target danger levels on both sides of the current vehicle are integrated to obtain the two-side compression danger level of all target vehicles on both sides of the current vehicle, including:

[0027] The single target danger level is ODF, the multi-target danger level includes the left multi-target danger level LOT and the right multi-target danger level ROT, and the calculation method of the two-side compression danger level TODF is:

[0028] TODF=tanh(1.6*LOT+1.6*ROT)*100%.

[0029] In a second aspect, the present application provides a vehicle two-side compression evaluation device, including:

[0030] An acquisition module is configured to acquire the environment road information and target vehicle information on both sides of the current vehicle during driving, and the vehicle information of the current vehicle;

[0031] A calculation module is configured to calculate the collision avoidance deceleration of the current vehicle to avoid the target vehicle by the target vehicle information and the vehicle information of the current vehicle, and calculate the deviation degree of the target vehicle deviating from the lane by the target vehicle information and the environment road information;

[0032] The calibration module is configured to calibrate a basic danger level based on the collision avoidance deceleration and the deviation degree, calibrate a basic danger coefficient based on the host vehicle information and the target vehicle information, and calculate a single-target danger level of the target vehicle according to the basic danger level and the basic danger coefficient.

[0033] The evaluation module is configured to normalize a weighted sum of the single-target danger levels to obtain a multi-target danger level of a target vehicle on a single side of the host vehicle, and obtain two-side oppression danger levels of all target vehicles on both sides of the host vehicle by synthesizing the multi-target danger levels on both sides of the host vehicle.

[0034] In a third aspect, the present application provides an electronic device, comprising:

[0035] one or more processors;

[0036] a storage device configured to store one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the vehicle two-side oppression evaluation method according to any one of the above.

[0037] In a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor of a computer, causes the computer to perform the vehicle two-side oppression evaluation method according to any one of the above.

[0038] In the above vehicle two-side oppression evaluation method and device, electronic device, and storage medium, the single-target danger level of each target vehicle is calculated and calibrated one by one based on the road information and target vehicle information on both sides of the host vehicle and the host vehicle information, and the oppression danger levels on both sides of the host vehicle are obtained by synthesizing the single-target danger levels, so that the planning part in automatic driving can be provided with a basis, the control execution behavior of automatic driving is more reasonable and meets people's expectations, and the safety and comfort in the process of vehicle automatic driving are improved.

[0039] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0040] The accompanying drawings, which are incorporated into and form part of the specification, illustrate embodiments consistent with the present application and, together with the specification, serve to explain the principles of the application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor. In the drawings:

[0041] Figure 1 is a schematic diagram of an implementation environment of a vehicle two-side compression assessment method according to an example embodiment of the present application;

[0042] Figure 2 is a schematic diagram of an implementation environment of a vehicle two-side compression assessment method according to another example embodiment of the present application;

[0043] Figure 3 is a schematic diagram of an implementation environment of a vehicle two-side compression assessment method according to another example embodiment of the present application;

[0044] Figure 4 is a schematic diagram of an implementation environment of a vehicle two-side compression assessment method according to another example embodiment of the present application;

[0045] Figure 5 is a flowchart of a vehicle two-side compression assessment method according to an example embodiment of the present application;

[0046] Figure 6 is a block diagram of a vehicle two-side compression assessment apparatus according to an example embodiment of the present application;

[0047] Figure 7 shows a structural schematic diagram of a computer system of an electronic device suitable for implementing embodiments of the present application;

[0048] Figure 8 is a curve of the normalization function tanh. DETAILED DESCRIPTION

[0049] Other advantages and effects of the present application can be easily understood by those skilled in the art from the above description of the embodiments of the present application. The present application can also be implemented or applied in other different specific embodiments, and the details in the present description can be modified or changed based on different views and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, and are not intended to limit the protection scope of the present application.

[0050] It should be noted that the diagrams provided in the following embodiments only schematically illustrate the basic concepts of the present application, and only show the components related to the present application in the diagrams, but are not drawn according to the number, shape and size of the components in actual implementation. The shapes, number and proportions of the components in actual implementation can be arbitrarily changed, and the layout pattern of the components can be more complex.

[0051] In the following description, numerous specific details are discussed in order to provide a thorough understanding of embodiments of the present application. However, it will be apparent to one skilled in the art that embodiments of the present application can be practiced without these specific details. In other instances, well-known structures and devices are not described in exhaustive detail in order to avoid obscuring embodiments of the present application.

[0052] First of all, it needs to be pointed out that automatic driving, also known as unmanned driving, is to complete complete, safe and effective driving of vehicles without human manipulation by relying on computer and artificial intelligence technology. The automatic driving technology can coordinate the travel route and planning time under the support of Internet of Vehicles technology and artificial intelligence technology, thereby greatly improving the travel efficiency and reducing the energy consumption to a certain extent, and also helping to avoid drunk driving, fatigue driving and other safety hazards, reducing the driver's mistakes and improving the safety. Automatic driving is to realize the driving state of no driver control of vehicles through an automatic driving system, and the automatic driving system uses advanced communication, computer, network and control technology to realize real-time and continuous control of vehicles.

[0053] Among them, the compression assessment of the two sides of the current vehicle means that the target vehicles or guardrails and the like on the two sides of the current vehicle, especially large vehicles, cause compression to the current vehicle during the driving of the vehicle. The assessment mainly reflects on the danger level, and the assessment structure can provide a basis for the planning part of the automatic driving of the current vehicle, so that the control part of the automatic driving executes reasonable and safe driving speed, drives away from the large vehicle, and eliminates or reduces the compression.

[0054] Figure 1 is a schematic diagram of an implementation environment of a vehicle two-side compression assessment method shown by an exemplary embodiment of the present application. Among them, Figure 1 RT1, RT3, RT4, RT5, RT6, RT7, RT8, RT19 and RT20 in are shown as large vehicles, and they are shown as small vehicles in order to make the positions of RT1, RT3, RT4, RT5, RT6, RT7, RT8, RT19 and RT20 clearer. Figure 1 In, when RT1 is relatively far from the current vehicle or does not exist, the automatic driving vehicle passes the large vehicle target close to the lane line of the current vehicle on the left side or the right side at a higher speed difference.

[0055] Figure 2 is a schematic diagram of an implementation environment of a vehicle two-side compression assessment method shown by another exemplary embodiment of the present application. For the current vehicle, there is a guardrail on the left side, and there is a large vehicle on the right side in front of the current vehicle driving lane line or close to the current vehicle driving lane line.

[0056] Figure 3This is a schematic diagram illustrating the implementation environment of a vehicle side pressure assessment method, which is another exemplary embodiment of this application. For this vehicle, there is a guardrail on the right side and a large vehicle that has been pressing against or close to the lane line of this vehicle for a long time on the left front.

[0057] Figure 4 This is a schematic diagram illustrating the implementation environment of a vehicle side compression assessment method, as shown in another exemplary embodiment of this application. For this vehicle, there are large vehicles that have been pressing against or approaching the lane lines of this vehicle for a long time on both the left and right front sides.

[0058] Please see Figure 5 , Figure 5 This is a flowchart illustrating a method for assessing the compression on both sides of a vehicle, as shown in an exemplary embodiment of this application. This method can be applied to... Figures 1 to 4 The implementation environment is shown, and the method is specifically executed by a vehicle in that implementation environment. It should be understood that the method can also be applied to other exemplary implementation environments and specifically executed by devices in other implementation environments. This embodiment does not limit the implementation environment to which the method is applicable.

[0059] like Figure 5 As shown, in an exemplary embodiment, the vehicle side compression assessment method includes at least steps S510 to S540, which are detailed below:

[0060] Step S510: Obtain environmental road information and target vehicle information on both sides of the current vehicle during its driving process, as well as the vehicle information of the current vehicle itself.

[0061] It should be noted that environmental road information is mainly related to the lane and road conditions of the vehicle, and requires relatively detailed information; therefore, high-precision maps can be used to obtain it. High-precision maps can be installed on smart terminals, which can be smartphones, in-vehicle computers, tablets, laptops, or wearable devices—any terminal device that supports the installation of navigation map software, but is not limited to these. Smart terminals can communicate with the navigation server 220 via wireless networks such as 3G (third-generation mobile information technology), 4G (fourth-generation mobile information technology), and 5G (fifth-generation mobile information technology), and this is not restricted here.

[0062] In some embodiments, the environmental road information includes the current left boundary state and right boundary state of the vehicle;

[0063] The target vehicle information includes target speed, target position, target width, and target height;

[0064] The vehicle information mentioned includes the vehicle's speed and location.

[0065] According to the target width and the target height in the target vehicle information, a large vehicle is screened as the target vehicle.

[0066] The environment road information, the target vehicle information and the host vehicle information can be obtained by sensors such as vehicle-mounted cameras, millimeter wave radars and laser radars. The left side boundary state and the right side boundary state can be obtained by processing the environment road information.

[0067] In step S520, the collision avoidance deceleration of the current vehicle to avoid the target vehicle is calculated according to the target vehicle information and the host vehicle information, and the deviation degree of the target vehicle from the lane is calculated according to the target vehicle information and the environment road information.

[0068] Before that, it can be calculated whether the host vehicle and the target vehicle will collide. Specifically, the longitudinal collision time TTC and the lateral collision time TLC of the current vehicle and the target vehicle are calculated according to the target vehicle information and the host vehicle information. If TTC+0.1≥TLC, it is determined that the current vehicle and the target vehicle have a collision risk.

[0069] Specifically, the longitudinal collision time TTC (seconds) and the lateral collision time TLC (seconds) are calculated by taking the two sides of the vehicle as the lateral direction and the direction of the vehicle as the longitudinal direction, according to the host vehicle speed, the host vehicle position, the target speed and the target position. When TTC+0.1≥TLC, it is determined that the current vehicle and the target vehicle have a collision risk, and the subsequent calculation is performed.

[0070] In step S530, the basic danger level is calibrated based on the collision avoidance deceleration and the deviation degree, the basic danger coefficient is calibrated based on the host vehicle information and the target vehicle information, and the single-target danger level of the target vehicle is calculated according to the basic danger level and the basic danger coefficient.

[0071] In some embodiments, the basic danger level includes the lateral basic danger level and the longitudinal basic danger level.

[0072] The host vehicle speed is V1, the target speed is V2, and the collision avoidance deceleration is TarAcc. TarAcc=(V1-V2) / TTC, and the longitudinal basic danger level is calibrated by the collision avoidance deceleration.

[0073] The deviation degree is calculated according to the target vehicle information, and the lateral basic danger level is calibrated according to the deviation degree.

[0074] Regarding the calculation of the longitudinal basic danger level, the value of the collision avoidance deceleration TarAcc (m / s^2) is specifically limited to the upper and lower limits of [0-3.5], the interval value of the longitudinal basic danger level is [0-1], and then the value of the calculated collision avoidance deceleration TarAcc (m / s^2) is obtained. The collision avoidance deceleration corresponds to the longitudinal basic danger level of the interval value of the longitudinal basic danger level.

[0075] Regarding the calculation of the lateral basic danger level, the target compression lane line value cross_lane_value, the target lane width lane_width, and the target width width are obtained, and the deviation degree is lat_per, then the deviation degree lat_per = cross_lane_value / [(lane_width-width) / 2]; The value of the deviation degree lat_per is limited to the upper and lower limits of [-150, 200], and the interval value of the lateral basic danger level is [0-1], and then the calculated deviation degree corresponds to the interval value of the lateral basic danger level. The deviation degree corresponds to the lateral basic danger level.

[0076] In some embodiments, the speed difference between the two vehicles is calculated by the vehicle speed and the target speed, the longitudinal distance between the two vehicles is calculated by the vehicle position and the target position, the lateral danger coefficient is calculated by the vehicle speed, the speed difference, and the longitudinal distance, and the longitudinal basic danger coefficient is calculated by the lateral basic danger coefficient; The basic danger coefficient includes the lateral basic danger coefficient and the longitudinal basic danger coefficient.

[0077] Wherein, the lateral danger coefficient is obtained by looking up the table according to the vehicle speed, the vehicle speed difference and the target longitudinal distance, and the longitudinal danger coefficient = 1-lateral danger coefficient.

[0078] Finally, the single-target danger level OppressDangerFactor (ODF) is calculated by the lateral / longitudinal basic danger level and the lateral and longitudinal danger coefficients.

[0079] Step S540, the single-target danger levels are weighted and summed, and then normalized to obtain the multi-target danger level of the target vehicle on one side of the current vehicle. The multi-target danger levels on both sides of the current vehicle are obtained to obtain the two-sided compression danger levels of all target vehicles on both sides of the current vehicle.

[0080] The calculation of the single-sided multi-target hazard level involves: obtaining the basic hazard level of the traffic flow (OppressDangerFactorTraffic) by looking up a table based on the speed difference ΔV between the vehicle and the traffic flow and the longitudinal distance between the vehicle and the nearest pressing target; then, a weighted summation of the hazard levels of the pressing targets on one side of the vehicle, followed by normalization, to obtain the single-sided multi-target hazard level of the vehicle. Figure 1 Taking the case of [example missing] as an example, the calculation formula is as follows: Left / RightOppressTargets = tanh(W1*ODF_RT1+W3*ODF_RT3+W4*ODF_RT4+W5*ODF_RT5+W6*ODF_RT6+W7*ODF_RT7+W8*ODF_RT8+W19*ODF_RT19+W20*ODF_RT20). Where tanh is the normalization function, such as [example missing]. Figure 8 As shown, ODF_RTn is the single-target hazard level of target RTn obtained from step 2, and Wn is the target weight obtained from Table 1;

[0081] Table 1

[0082] Target Number RTn RT1 RT3 RT4 RT5 RT6 RT7 RT8 RT19 RT20 Weight Wn 0.5 1 1 0.7 0.7 0.8 0.8 0.6 0.6

[0083] By combining the left boundary state and right boundary state obtained in step S510 with the multi-target hazard level Left / RightOppressTargets calculated above, the multi-target hazard level OppressTargets(OT) on one side is calculated.

[0084] In some implementations, the single-target hazard level is ODF, the multi-target hazard level includes the left multi-target hazard level LOT and the right multi-target hazard level ROT, and the bilateral compression hazard level TODF is calculated as follows:

[0085] TODF=tanh(1.6*LOT+1.6*ROT)*100%.

[0086] In actual implementation, the risk level of pressure on both sides provides a basis for the lateral / longitudinal planning of the vehicle's autonomous driving system to use different acceleration / deceleration or lane-changing planning methods in scenarios with visual pressure from large vehicles. This makes the behavior of autonomous vehicles more reasonable and in line with human expectations, thereby improving driving safety and ride comfort.

[0087] In one embodiment, a vehicle side compression assessment device is provided, which corresponds one-to-one with the vehicle side compression assessment method in the above embodiments, such as... Figure 6 As shown, Figure 6is a structural schematic diagram of a vehicle two-side pressure assessment device shown in an example embodiment of the present application, comprising an acquisition module 601, a calculation module 602, a calibration module 603, and an assessment module 604, and the functions of each module are described in detail as follows:

[0088] The acquisition module 601 is configured to acquire the environmental road information and target vehicle information on both sides of the current vehicle during the driving process of the current vehicle, and the self-vehicle information of the current vehicle.

[0089] The calculation module 602 is configured to calculate the collision avoidance deceleration of the current vehicle to avoid the target vehicle based on the target vehicle information and the self-vehicle information, and to calculate the deviation degree of the target vehicle from the lane based on the target vehicle information and the environmental road information.

[0090] The calibration module 603 is configured to calibrate the basic danger level based on the collision avoidance deceleration and the deviation degree, to calibrate the basic danger coefficient based on the self-vehicle information and the target vehicle information, and to calculate the single-target danger level of the target vehicle based on the basic danger level and the basic danger coefficient.

[0091] The assessment module 604 is configured to normalize the weighted sum of a plurality of the single-target danger levels to obtain the multi-target danger level of the target vehicle on one side of the current vehicle, and to obtain the two-side pressure danger level of all target vehicles on both sides of the current vehicle by comprehensively considering the multi-target danger levels on both sides of the current vehicle.

[0092] It should be noted that the vehicle two-side pressure assessment device provided in the above embodiment and the vehicle two-side pressure assessment method provided in the above embodiment belong to the same concept, and the specific manner in which each module and unit performs the operation has been described in detail in the method embodiment, which will not be described here. The vehicle two-side pressure assessment device provided in the above embodiment can be used in actual application, and the above functions can be completed by different functional modules according to the needs, i.e., the internal structure of the device is divided into different functional modules to complete all or part of the functions described above, and this is not limited herein.

[0093] The embodiments of the present application also provide an electronic device, comprising: one or more processors; a storage device configured to store one or more programs, when the one or more programs are executed by the one or more processors, the electronic device implements the vehicle two-side pressure assessment method provided in each of the above embodiments.

[0094] Figure 7 The structural schematic diagram of a computer system of an electronic device suitable for implementing the embodiments of the present application is shown. It should be noted that, Figure 7The computer system 400 of the electronic device shown is merely one example, and should not be taken as limiting the functionality or use of embodiments of the present application.

[0095] As Figure 7 shown, the computer system 700 includes a central processing unit (CPU) 701 which can perform various appropriate actions and processes in accordance with a program stored in a read-only memory (ROM) 702 or a program loaded from the storage section 708 into a random access memory (RAM) 703, such as performing the methods described in the above embodiments. In the RAM 703, various programs and data required for the operation of the system are also stored. The CPU 701, the ROM 702, and the RAM 703 are connected to each other through a bus 704. An input / output (I / O) interface 705 is also connected to the bus 704.

[0096] The following components are connected to the I / O interface 705: an input section 706 including a keyboard, a mouse, etc.; an output section 707 including a display such as a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 708 including a hard disk, etc.; and a communication section 709 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 709 performs communication processing via a network such as the Internet. A drive 710 is also connected to the I / O interface 705 as necessary. A removable recording medium 711 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc. is attached to the drive 710 as necessary, so that a computer program read therefrom is installed into the storage section 708 as necessary.

[0097] In particular, according to embodiments of the present application, the processes described above with reference to the flowcharts can be implemented as a computer software program. For example, embodiments of the present application include a computer program product comprising a computer program carried on a computer readable medium, the computer program containing a computer program for executing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via the communication section 709, and / or installed from the removable recording medium 711. When the computer program is executed by the central processing unit (CPU) 701, various functions defined in the system of the present application are performed.

[0098] It should be noted that the computer-readable medium in the embodiments shown in the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the two. The computer-readable storage medium may, for example, be an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, or any combination of the above. More specific examples of computer-readable storage media can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (Compact Disc Read-Only Memory, CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, the computer-readable signal medium can include a data signal propagating in a baseband or as a carrier wave in a propagated data signal, in which the computer-readable computer program is carried. Such a propagated data signal can take various forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. The computer-readable signal medium can also be any computer-readable medium other than the computer-readable storage medium, which can send, propagate or transmit programs for use by or in connection with an instruction execution system, device or component. The computer program contained on the computer-readable medium can be transmitted by any suitable medium, including but not limited to wireless, wired, or the like, or any suitable combination of the above.

[0099] The flowcharts and block diagrams in the drawings illustrate the possible implementation architectures, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In the flowcharts or block diagrams, each block can represent a module, a program segment or a part of code, which contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions noted in the blocks can occur in different order than that shown in the drawings. For example, two blocks represented in succession can actually be executed substantially in parallel, and sometimes they can be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagram or flowchart, and the combination of blocks in the block diagram or flowchart, can be implemented by a dedicated hardware-based system that performs the specified functions or operations, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0100] The units described in the embodiments of the present application can be implemented in the form of software, or can be implemented in the form of hardware, and the described units can also be arranged in a processor. In some cases, the names of the units do not constitute a limitation on the units themselves.

[0101] Another aspect of the present application also provides a computer readable storage medium, which stores a computer program. When the computer program is executed by a processor of a computer, the computer performs the vehicle two-side compression evaluation method as described above. The computer readable storage medium can be included in the electronic device described in the above embodiments, or can exist separately and not be assembled into the electronic device.

[0102] Another aspect of the present application also provides a computer program product or a computer program, which includes computer instructions stored in a computer readable storage medium. A processor of a computer device reads the computer instructions from the computer readable storage medium, and the processor executes the computer instructions, so that the computer device performs the vehicle two-side compression evaluation method provided in each of the above embodiments.

[0103] The above embodiments only exemplarily illustrate the principles and effects of the present application, and are not used to limit the present application. Any person skilled in the art can modify or change the above embodiments without departing from the spirit and scope of the present application. Therefore, all equivalent modifications or changes completed by those skilled in the art without departing from the spirit and technical thought of the present application should be covered by the claims of the present application.

Claims

1. A method of vehicle two-side compression assessment, the method comprising: The method comprises: obtaining the environmental road information and target vehicle information on both sides of the current vehicle during driving, and the self-vehicle information of the current vehicle; calculating the longitudinal collision time TTC and the lateral collision time TLC of the current vehicle and the target vehicle according to the target vehicle information and the self-vehicle information, and determining that the current vehicle and the target vehicle have a collision risk if TTC+0.1≥TLC; calculating the collision avoidance deceleration of the current vehicle to avoid the target vehicle according to the target vehicle information and the self-vehicle information, and calculating the deviation degree of the target vehicle from the lane according to the target vehicle information and the environmental road information; the environmental road information comprises the left boundary state and the right boundary state of the current vehicle; the target vehicle information comprises the target speed, the target position, the target width and the target height; the self-vehicle information comprises the self-vehicle speed and the self-vehicle position; based on the collision avoidance deceleration and the deviation degree, a basic danger level is calibrated, a basic danger coefficient is calibrated based on the self-vehicle information and the target vehicle information, and a single-target danger level of the target vehicle is calculated according to the basic danger level and the basic danger coefficient; the self-vehicle speed is V1, the target speed is V2, the collision avoidance deceleration is TarAcc, TarAcc=(V1-V2) / TTC, the longitudinal basic danger level is calibrated through the collision avoidance deceleration, the deviation degree is calculated through the target vehicle information, the lateral basic danger level is calibrated through the deviation degree, and the basic danger level comprises the lateral basic danger level and the longitudinal basic danger level; wherein the basic danger coefficient is calibrated based on the self-vehicle information and the target vehicle information, which comprises: calculating the speed difference between the two vehicles through the self-vehicle speed and the target speed, calculating the longitudinal distance between the two vehicles through the self-vehicle position and the target position, and calculating the lateral basic danger coefficient through the self-vehicle speed, the speed difference and the longitudinal distance, and then calculating the longitudinal basic danger coefficient through the lateral basic danger coefficient, longitudinal basic danger coefficient=1-lateral basic danger coefficient; the basic danger coefficient comprises the lateral basic danger coefficient and the longitudinal basic danger coefficient.

2. The vehicle two-side compression evaluation method of claim 1, wherein, obtaining the environmental road information and target vehicle information on both sides of the current vehicle during driving, and the self-vehicle information of the current vehicle, comprises: screening large vehicles as target vehicles according to the target width and the target height in the target vehicle information.

3. The vehicle two-side compression evaluation method of claim 1, wherein: weighting and summing a plurality of single-target danger levels to obtain a multi-target danger level of the target vehicle on one side of the current vehicle, and comprehensively obtaining the multi-target danger levels on both sides of the current vehicle to obtain the two-side oppression danger levels of all target vehicles on both sides of the current vehicle, which comprises: the single-target danger level is ODF, the multi-target danger level comprises a left multi-target danger level LOT and a right multi-target danger level ROT, and the calculation method of the two-side oppression danger level TODF is: TODF = tanh (1.6 * LOT + 1.6 * ROT) * 100%.

4. A vehicle two-side compression assessment device, characterized by, The apparatus comprises: An acquisition module configured to acquire environment road information and target vehicle information on both sides of a current vehicle during driving of the current vehicle, and current vehicle information of the current vehicle; the environment road information comprises left and right boundary states of the current vehicle; the target vehicle information comprises target vehicle speed, target position, target width, and target height; and the current vehicle information comprises current vehicle speed and current vehicle position; A calculation module configured to calculate a collision avoidance deceleration of the current vehicle to avoid the target vehicle based on the target vehicle information and the current vehicle information, calculate a deviation degree of the target vehicle from a lane based on the target vehicle information and the environment road information, and calculate a longitudinal time-to-collision (TTC) and a lateral time-to-collision (TLC) between the current vehicle and the target vehicle based on the target vehicle information and the current vehicle information, and determine that the current vehicle and the target vehicle have a collision risk if TTC + 0.1 ≥ TLC; A calibration module configured to calibrate a basic danger level based on the collision avoidance deceleration and the deviation degree, calibrate a basic danger coefficient based on the current vehicle information and the target vehicle information, and calculate a single-target danger level of the target vehicle based on the basic danger level and the basic danger coefficient; the current vehicle speed is V1, the target vehicle speed is V2, the collision avoidance deceleration is TarAcc, TarAcc = (V1 - V2) / TTC, a longitudinal basic danger level is calibrated based on the collision avoidance deceleration, a lateral basic danger level is calibrated based on the deviation degree, and the basic danger level comprises the lateral basic danger level and the longitudinal basic danger level; An evaluation module configured to normalize a weighted sum of a plurality of the single-target danger levels to obtain a multi-target danger level of a single-side target vehicle of the current vehicle, and obtain two-side oppression danger levels of all target vehicles on both sides of the current vehicle by integrating the multi-target danger levels on both sides of the current vehicle. The calibration of the basic danger coefficient based on the current vehicle information and the target vehicle information comprises calculating a speed difference between the two vehicles based on the current vehicle speed and the target vehicle speed, calculating a longitudinal distance between the two vehicles based on the current vehicle position and the target position, calibrating a lateral basic danger coefficient based on the current vehicle speed, the speed difference, and the longitudinal distance, and calculating a longitudinal basic danger coefficient based on the lateral basic danger coefficient, wherein the longitudinal basic danger coefficient = 1 - the lateral basic danger coefficient, and the basic danger coefficient comprises the lateral basic danger coefficient and the longitudinal basic danger coefficient.

5. An electronic device, comprising: The electronic device comprises: one or more processors; a storage device configured to store one or more programs, which, when executed by the one or more processors, cause the electronic device to implement a vehicle two-side oppression evaluation method according to any one of claims 1 to 3.

6. A computer-readable storage medium, characterized in that, a computer program is stored, which, when executed by a processor of a computer, causes the computer to perform the vehicle two-side compression evaluation method of any one of claims 1 to 3.

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