Method and device for determining vehicle driving path, storage medium and electronic equipment

Abstract

Embodiments of the present application disclose a kind of vehicle driving path determination method, device, storage medium and electronic equipment, comprising: determining the trajectory blind area of target vehicle driving;Wherein, the trajectory blind area is the driving area containing at least two driving paths;Determine the turning node and the road section information between adjacent two turning nodes that each driving path in the trajectory blind area contains;Obtain the driving information of the target vehicle in the trajectory blind area;According to the driving information, the turning node and the road section information between adjacent two turning nodes, determine the target driving path of the target vehicle in the trajectory blind area.The scheme of the embodiment of the present application can accurately and effectively analyze the driving path of vehicle in trajectory blind area.

Description

Technical Field

[0001] The present invention relates to the field of data processing technology, and in particular to a method, apparatus, storage medium and electronic device for determining a vehicle driving path. Background Technology

[0002] Vehicle trajectory detection plays a crucial role in criminal investigations. Obtaining a vehicle's precise travel path allows for effective trajectory analysis and determination of its activity range. Currently, vehicle trajectory mapping primarily relies on camera capture locations and related road network data. The main drawback of this method is that when there are no other capture devices between two cameras and the road network information is complex, it is impossible to accurately determine the vehicle's precise trajectory, thus hindering effective trajectory analysis. Figure 1 This is a schematic diagram of a trajectory blind zone provided in related technologies, such as... Figure 1 As shown, there are multiple trajectories that can lead from checkpoint A to checkpoint B. With the increasing complexity of the road network, the possibilities of vehicle trajectories also increase, making the analysis of vehicle routes more difficult. Therefore, accurately determining the vehicle's route within the trajectory blind zone is crucial for vehicle trajectory analysis. Summary of the Invention

[0003] This invention provides a method, apparatus, storage medium, and electronic device for determining vehicle travel paths, which can accurately and effectively analyze the vehicle's travel path within the trajectory blind zone.

[0004] In a first aspect, embodiments of the present invention provide a method for determining a vehicle's travel path, comprising:

[0005] Identify the blind spot of the target vehicle's trajectory; wherein, the blind spot is a driving area containing at least two driving paths;

[0006] Determine the turning nodes and road segment information between adjacent turning nodes in each driving path within the trajectory blind zone;

[0007] Obtain the driving information of the target vehicle within the trajectory blind zone;

[0008] Based on the driving information, the turning nodes, and the road segment information between two adjacent turning nodes, the target driving path of the target vehicle within the trajectory blind zone is determined.

[0009] Secondly, embodiments of the present invention also provide a vehicle travel path determination device, comprising:

[0010] A trajectory blind spot determination module is used to determine the trajectory blind spot of the target vehicle; wherein, the trajectory blind spot is a driving area containing at least two driving paths;

[0011] The steering information determination module is used to determine the steering nodes contained in each driving path within the trajectory blind zone and the road segment information between two adjacent steering nodes;

[0012] The driving information acquisition module is used to acquire the driving information of the target vehicle within the trajectory blind zone;

[0013] The target driving path determination module is used to determine the target driving path of the target vehicle within the trajectory blind zone based on the driving information, the turning node, and the road segment information between two adjacent turning nodes.

[0014] Thirdly, embodiments of the present invention provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method for determining a vehicle driving path as provided in embodiments of the present invention.

[0015] Fourthly, embodiments of the present invention provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the method for determining a vehicle driving path as provided in the embodiments of the present invention.

[0016] This invention provides a scheme for determining a vehicle's driving path, which involves identifying the trajectory blind zone of a target vehicle. The trajectory blind zone is a driving area containing at least two driving paths. The scheme determines the turning nodes and road segment information between adjacent turning nodes in each driving path within the trajectory blind zone. It also acquires the driving information of the target vehicle within the trajectory blind zone and, based on the driving information, the turning nodes, and the road segment information between adjacent turning nodes, determines the target driving path of the target vehicle within the trajectory blind zone. The technical solution provided by this invention can accurately and effectively analyze the vehicle's driving path within the trajectory blind zone. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of a trajectory blind zone provided in related technologies;

[0018] Figure 2 A flowchart illustrating a method for determining a vehicle's driving path according to an embodiment of the present invention;

[0019] Figure 3 This is a schematic diagram of another trajectory blind zone provided in an embodiment of the present invention;

[0020] Figure 4A schematic diagram of the turning nodes in the driving path R3 provided in an embodiment of the present invention;

[0021] Figure 5 This is a schematic diagram of a driving node in a certain driving path provided in an embodiment of the present invention;

[0022] Figure 6 This is a schematic diagram of a latitude and longitude coordinate system provided in an embodiment of the present invention;

[0023] Figure 7 This is a schematic diagram illustrating the process of determining a turning node according to an embodiment of the present invention;

[0024] Figure 8 A schematic diagram illustrating the calculation principle of the travel distance of the target vehicle provided in an embodiment of the present invention;

[0025] Figure 9 This is a schematic diagram of a binary tree for the path matching algorithm provided in an embodiment of the present invention;

[0026] Figure 10 This is a schematic diagram illustrating the analysis process of driving paths within a trajectory blind zone, provided as an embodiment of the present invention.

[0027] Figure 11 This is a schematic diagram of the structure of a vehicle travel path determination device provided in another embodiment of the present invention;

[0028] Figure 12 This is a schematic diagram of the structure of an electronic device according to another embodiment of the present invention. Detailed Implementation

[0029] Embodiments of the present invention will now be described in more detail with reference to the accompanying drawings. While some embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the invention. It should be understood that the accompanying drawings and embodiments are for illustrative purposes only and are not intended to limit the scope of protection of the invention.

[0030] It should be understood that the various steps described in the method embodiments of the present invention may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present invention is not limited in this respect.

[0031] The term "comprising" and its variations as used herein are open-ended inclusions, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Definitions of other terms will be given in the description below.

[0032] It should be noted that the concepts of "first" and "second" mentioned in this invention are only used to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependencies.

[0033] It should be noted that the terms "a" and "a plurality of" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0034] The names of the messages or information exchanged between the multiple devices in the embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of these messages or information.

[0035] In related technologies, vehicle trajectories are drawn using camera capture locations and relevant road network information. Specifically, when multiple road network information exists, the nearest road network route is selected for drawing, or a straight line connecting two points is taken as the vehicle's driving path. However, this differs significantly from the vehicle's actual driving path, greatly increasing the difficulty of vehicle trajectory analysis.

[0036] Figure 2 This is a flowchart illustrating a method for determining a vehicle's driving path according to an embodiment of the present invention. This embodiment is applicable to situations requiring the determination of a vehicle's driving path. The method can be executed by a vehicle driving path determination device, which can consist of hardware and / or software and is generally integrated into an electronic device. For example... Figure 2 As shown, the method specifically includes the following steps:

[0037] Step 210: Determine the blind spot of the target vehicle's trajectory; wherein, the blind spot is a driving area containing at least two driving paths.

[0038] In this invention, a trajectory blind zone is a driving area containing two or more driving paths, meaning that multiple driving paths can reach the target vehicle from its starting node to its ending node. There can be one or more trajectory blind zones; this embodiment does not limit the number of trajectory blind zones for the target vehicle. In this embodiment, historical driving data of the target vehicle can be obtained, including the starting point and ending point. Then, the road network corresponding to the starting point to the ending point is obtained. Based on the road network, driving areas containing multiple driving paths are determined within the driving segments from the starting point to the ending point. These driving areas containing multiple driving paths are designated as the trajectory blind zones for the target vehicle, i.e., driving areas where the target vehicle's driving path cannot be determined are considered trajectory blind zones. For example... Figure 3 This is a schematic diagram of another trajectory blind zone provided by an embodiment of the present invention, such as... Figure 3 As shown, there are four driving paths (R1, R2, R3 and R4) from the starting node A to the ending node B within the trajectory blind zone.

[0039] Step 220: Determine the turning nodes and road segment information between adjacent turning nodes in each driving path within the trajectory blind zone.

[0040] A turning node can be understood as a point in the driving path where a vehicle needs to turn left or right; that is, a turning node is a turning point in the driving path. The road segment information between two adjacent turning nodes can include the length of the road segment between them. For example, Figure 4 This is a schematic diagram of the turning nodes in the driving path R3 provided in an embodiment of the present invention, as shown below. Figure 4 As shown, the driving path R3 includes turning nodes C1, C2, C3 and C4. The road segment information between two adjacent turning nodes may include the lengths of line segments C1C2, C2C3 and C3C4.

[0041] In this embodiment of the invention, the turning nodes included in each driving path within the trajectory blind zone can be determined based on the identification information of the turning nodes input by the user in the driving path. Then, the road segment information between two adjacent turning nodes in each driving path can be determined based on the road segment information stored in the road network.

[0042] Optionally, determining the turning nodes and road segment information between adjacent turning nodes in each driving path within the trajectory blind zone includes: determining the driving nodes in each driving path within the trajectory blind zone; obtaining the node information corresponding to the driving nodes in each driving path within the trajectory blind zone and the road segment information between adjacent driving nodes; wherein, the driving nodes include turning nodes and non-turning nodes; for each driving path, determining the turning nodes in the current driving path based on the node information corresponding to the driving nodes in the current driving path; and determining the road segment information between adjacent turning nodes in the current driving path based on the turning nodes in the current driving path and the road segment information between adjacent driving nodes.

[0043] The driving nodes can include turning nodes and non-turning nodes (such as nodes corresponding to non-turning intersections). In this embodiment of the invention, the driving nodes included in each driving path within the trajectory blind zone can be determined based on the node identification information input by the user in the driving path. Then, based on the road segment information stored in the road network, the road segment information between two adjacent driving nodes in each driving path can be determined. It can be understood that the driving path is composed of driving nodes and road segment information. In this embodiment of the invention, the node information corresponding to the driving nodes included in each driving path within the trajectory blind zone can be determined based on the pre-stored road network information. The node information can include the position information of the driving node in the driving path. For each driving path within the trajectory blind zone, the turning nodes included in the current driving path are determined based on the node information corresponding to the driving nodes included in the current driving path. For example, it can be determined whether the current driving node in the current driving path and its two adjacent driving nodes on the left and right are located on the same straight line. If so, the current driving node is determined to be a non-turning node; otherwise, the current driving node is determined to be a turning node in the current driving path. Based on the turning nodes included in the current driving path and the road segment information of two adjacent driving nodes, the road segment information between two adjacent turning nodes in the current driving path is determined. For example, if two adjacent driving nodes are both turning nodes, that is, if two adjacent turning nodes do not contain any other driving nodes, then the road segment information of the two adjacent driving nodes can be directly used as the road segment information between the two adjacent turning nodes; if two adjacent turning nodes contain at least one driving node, then the sum of the road segment information of all adjacent driving nodes contained in the two adjacent turning nodes is used as the road segment information corresponding to the two adjacent turning nodes.

[0044] Optionally, the node information includes location information; determining the turning nodes included in the current driving path based on the node information corresponding to the driving nodes included in the current driving path includes: for each driving node included in the current driving path, determining whether the current driving node is a turning node based on the location information corresponding to the current driving node and the location information corresponding to the two driving nodes adjacent to the current node on the left and right. For example, Figure 5 This is a schematic diagram of a driving node in a driving path provided in an embodiment of the present invention. For example... Figure 5 As shown, the driving path includes driving nodes G0, G1, G2, G3, G4, G5, and G6. Taking G1 as the current driving node in this path, the two driving nodes adjacent to G1 are G0 and G2, respectively. Based on the position information of driving nodes G0, G1, and G2, their latitude and longitude coordinates can be determined as G0(lngG0, latG0), G1(lngG1, latG1), and G2(lngG2, latG2). In this embodiment of the invention, a latitude and longitude coordinate system is established with driving node G1 as the center point, and the positions of driving nodes G0 and G2 are determined within this coordinate system. Figure 6 This is a schematic diagram of the latitude and longitude coordinate system provided in an embodiment of the present invention. The angle α between G0G1 and the horizontal axis is calculated, and the angle β between G1G2 and the horizontal axis is calculated. Based on α and β, it is determined whether the driving node G1 is a turning node.

[0045] Specifically, such as Figure 6 As shown, draw a perpendicular line from G0 to the horizontal axis, intersecting the horizontal axis at point M, where the latitude and longitude coordinates of M are M(lngG0, latG1). According to the semi-versus formula, the distance between points G0 and G1 is: Where R is the equatorial radius, a = latG0 - latG1, b = lngG0 - lngG1, and the distance between G0 and M is: M1 = |latG0 - latG1|. According to the cosine formula, the angle between G0G1 and the horizontal axis is: Draw a perpendicular line from G2 to the horizontal axis, intersecting the horizontal axis at point N, where the latitude and longitude coordinates of N are N(lngG2, latG1). Similarly, the distance between G1 and G2 can be obtained as follows: Where c = latG2 - latG1, d = lngG2 - lngG1, and the distance between G2 and N is: N1 = |latG2 - latG1|. According to the cosine formula, the angle between G1G2 and the horizontal axis is: Figure 7 This is a schematic diagram illustrating a process for determining a turning node, provided by an embodiment of the present invention. Figure 7As shown in the figure, when an extension line is made along the G0G1 direction, it can be found that when lngG0 < lngG1, when the angle β formed by G1G2 and the positive direction of the horizontal axis is in the area below the extension line, the driving node G1 can be determined as a right-turn node; when the angle β formed by G1G2 and the positive direction of the horizontal axis is in the area above the extension line, the driving node G1 can be determined as a left-turn node; when the angle β approaches 360 - α, the driving node G1 can be determined as a non-turning node; on the contrary, when lngG0 > lngG1, when the angle β formed by G1G2 and the positive direction of the horizontal axis is in the area below the left of the extension line, the driving node G1 is determined as a left-turn node; when the angle β formed by G1G2 and the positive direction of the horizontal axis is in the area above the right of the extension line, the driving node G1 is determined as a right-turn node; when the angle β approaches 180 - α, the driving node G1 can be determined as a non-turning node.

[0046] In the embodiment of the present invention, through the above method, it can be determined Figure 5 In the driving path, the driving nodes G1, G2, G3 and G4 are turning nodes, and the driving nodes G0, G5, G6 are non-turning nodes.

[0047] Step 230, obtain the driving information of the target vehicle in the trajectory blind area.

[0048] In the embodiment of the present invention, during the driving of the target vehicle, the on-board computer built in the target vehicle can record the driving information of the target vehicle in real time. Therefore, the driving information of the target vehicle during the driving time period in the trajectory blind area can be read from the on-board computer built in the target vehicle. Among them, the driving information may include vehicle speed, steering and steering time. Exemplarily, the driving information of the target vehicle during the driving time period in the trajectory blind area is shown in the following table:

[0049] time Turning Speed ​​(km / h) 2021 / 8 / 20 14:05:23 - 32 2021 / 8 / 20 14:05:42 Left, 80 degrees 20 2021 / 8 / 20 14:05:45 - 28 2021 / 8 / 20 14:05:50 - 44 … … … 2021 / 8 / 20 14:08:07 Right, 86 degrees 18 2021 / 8 / 20 14:08:15 - 39

[0050] Step 240, determine the target driving path of the target vehicle in the trajectory blind area according to the driving information, the turning nodes and the road section information between two adjacent turning nodes.

[0051] In the embodiment of the present invention, the driving information of the target vehicle is analyzed to judge which driving path in the trajectory blind area the driving information of the target vehicle matches with the turning nodes and road section information, and the matching driving path is used as the target driving path of the target vehicle in the trajectory blind area. For example, according to the data such as the steering mark and real-time speed in the driving information of the target vehicle, and combining the turning nodes and road section information in the driving path in the trajectory blind area for algorithm analysis and matching. Based on the fact that all turning nodes must be vehicle steering marks, while vehicle steering marks are not necessarily turning nodes (it may be that the vehicle changes lanes), the road section matching situation of each steering mark is analyzed to obtain the real driving path of the target vehicle.

[0052] Optionally, the driving information of the target vehicle, as well as the turning nodes of each driving path within the trajectory blind zone and the road segment information between adjacent turning nodes, can be input into a pre-trained driving path determination model. Based on the output of the driving path determination model, the target driving path of the target vehicle can be determined. The driving path determination model is a machine learning model that can quickly and accurately determine the actual driving path of the vehicle.

[0053] This invention provides a method for determining a vehicle's driving path, which involves identifying a blind spot in the trajectory of a target vehicle. The blind spot is a driving area containing at least two driving paths. The method involves determining the turning nodes and road segment information between adjacent turning nodes in each driving path within the blind spot; acquiring the driving information of the target vehicle within the blind spot; and determining the target driving path of the target vehicle within the blind spot based on the driving information, the turning nodes, and the road segment information between adjacent turning nodes. The technical solution provided by this invention can accurately and effectively analyze the driving path of a vehicle within a blind spot.

[0054] In some embodiments, the driving information includes driving speed and turning time, the trajectory blind zone includes a start node and an end node, and each driving path within the trajectory blind zone corresponds to the same start node and the same end node; determining the target driving path of the target vehicle within the trajectory blind zone based on the driving information, the turning nodes, and the road segment information includes: determining the length of a first road segment from the start node along the current driving path to the current turning node within the current driving path, according to the road segment information, for each driving path within the trajectory blind zone in the order of turning nodes from front to back; determining the target driving distance of the target vehicle from the start time to the current turning time based on the driving speed of the target vehicle in the order of turning times; and setting the first road segment length as follows: The length of the road segment is compared with the target travel distance. Based on the comparison result, a first travel path and a second travel path are determined from various travel paths within the trajectory blind zone. The first travel path is where the target travel distance equals the length of the first road segment, and the second travel path is where the target travel distance is greater than the length of the first road segment. Based on the travel information, the turning points, and the road segment information, it is determined whether the target vehicle has a target travel path within the trajectory blind zone in the first travel path. If the target travel path does not exist in the first travel path, the target vehicle's target travel path within the trajectory blind zone is determined from the second travel path based on the travel information, the turning points, and the road segment information. The advantage of this setup is that it allows for the rapid determination of the target vehicle's actual travel path within the trajectory blind zone.

[0055] In this embodiment of the invention, the trajectory blind zone contains multiple driving paths, each including multiple turning nodes. The turning nodes in each driving path are arranged sequentially from the start node to the end node within the trajectory blind zone, with turning nodes closer to the start node appearing earlier. Following the front-to-back order of the turning nodes, i.e., the order in which they appear along the direction from the start node to the end node, the length of the first segment from the start node to the current turning node in each driving path within the trajectory blind zone is determined. Based on the target vehicle's turning time, the target driving distance from the start time to the current turning time is determined according to the target vehicle's speed. For example, the target driving distance can be obtained by integrating the vehicle's speed over the time interval from the start time to the current turning time. The length of the first segment in each driving path within the trajectory blind zone is compared with the target driving distance. Based on the comparison results, a first driving path and a second driving path are determined from the driving paths within the trajectory blind zone.

[0056] Optionally, the length of the first road segment is compared with the target travel distance. Based on the comparison result, a first travel path and a second travel path are determined from each travel path within the trajectory blind zone. This includes: when the lengths of the first road segments are all less than the target travel distance, the next turning time is used as the current turning time, and the process of determining the target travel distance is repeated until at least one first road segment length is equal to the target travel distance. The travel path corresponding to the first road segment length equal to the target travel distance is then used as the first travel path, and the travel path corresponding to the first road segment length greater than the target travel distance is used as the second travel path. It can be understood that the length L1 of the first road segment between the starting node and the first turning node in each travel path within the trajectory blind zone is compared with the target travel distance S1 of the target vehicle from the starting time to the first turning time. When one or more of the first road segment lengths L1 in each travel path are equal to S1, the travel path corresponding to the first road segment length equal to S1 can be used as the first travel path, the travel path corresponding to the first road segment length greater than S1 can be used as the second travel path, and the travel path corresponding to the first road segment length less than S1 can be excluded. When the length L1 of the first segment in each driving path is less than S1, the target driving distance S2 of the target vehicle from the start time to the second turning time is determined, and the length L1 of the first segment in each driving path is compared with S2. When one or more of the lengths L1 of the first segment in each driving path are equal to S2, the driving path corresponding to the length of the first segment equal to S2 is taken as the first driving path, the driving path corresponding to the length of the first segment greater than S2 is taken as the second driving path, and the driving path corresponding to the length of the first segment less than S2 is excluded. When the length L1 of the first segment in each driving path is less than S2, the target driving distance S3 of the target vehicle from the start time to the third turning time is determined, and the length L1 of the first segment in each driving path is compared with S3. The above process is repeated until the first driving path and the second driving path can be determined from the driving paths in the trajectory blind zone.

[0057] Since the length of the first segment in the first driving path is equal to the target driving distance, there is a high probability that the target vehicle's actual driving path exists in the first driving path. Therefore, based on the target vehicle's driving information, the turning nodes in the first driving path, and the road segment information between two adjacent turning nodes, it can be determined whether the target vehicle has a target driving path in the trajectory blind zone in the first driving path.

[0058] Optionally, determining whether the target vehicle has a target driving path within the trajectory blind zone in the first driving path based on the driving information, the turning node, and the road segment information includes: for the first driving path, taking the current turning node as the starting node, the next turning node as the current turning node, the current turning time as the starting time, the next turning time as the current turning time, and the first driving path as the current driving path, returning to perform the first road segment length determination operation until the last turning node is taken as the starting node and the ending node is taken as the current turning node; wherein, when the last turning node is taken as the starting node and the ending node is taken as the current turning node, if the first road segment length is equal to the target driving distance, then the current driving path is determined to be the target driving path of the target vehicle within the trajectory blind zone.

[0059] In this embodiment of the invention, the current turning node is the turning node used to determine the length of the first segment in the first driving path when the first driving path can be determined, and the current turning time is the turning time used to determine the target driving distance when the first driving path can be determined. For example, if one or more of the first segment lengths L1 in each driving path are equal to S2, the first driving path is determined. At this time, the first turning node in the first driving path is taken as the current turning node, and the second turning time of the target vehicle is taken as the current turning time. In this embodiment of the invention, the current turning node in the first driving path is taken as the starting node (e.g., the first turning node in the first driving path is taken as the starting node), the next turning node is taken as the current turning node (e.g., the second turning node in the first driving path is taken as the current turning node), the current turning time is taken as the starting time (e.g., the second turning time is taken as the starting time), the next turning time is taken as the current turning time (e.g., the third turning time is taken as the current turning time), and the first driving path is taken as the current driving path. Then, the process returns to execute the determination of the first segment length from the starting node (e.g., the first turning node in the first driving path) along the current driving path (the first driving path) to the current turning node (the second turning node in the first driving path) based on the road segment information, until the last turning node is taken as the starting node and the ending node is taken as the current turning node.

[0060] Taking the above example, it can be understood that, for the first driving path, the length of the segment between the first turning node and the second turning node in the first driving path is calculated and used as the first segment length; the distance the target vehicle travels from the second turning node to the third turning node is determined and used as the target driving distance; the first segment length is compared with the target driving distance. If, among the various driving paths in the first driving path, there are one or more driving paths whose first segment length is equal to the target driving distance, then the first driving path corresponding to the first segment length equal to the target driving distance is used as the new first driving path, and the first driving path corresponding to the first segment length greater than the target driving distance is used as the second driving path. If the first segment lengths in all driving paths in the first driving path are less than the target driving distance, then the distance the target vehicle travels from the second turning node to the third turning node is determined and used as the target driving distance; the first segment length is compared with the target driving distance, and the above process is repeated until a new first driving path can be determined from the various driving paths in the first driving path. Then, for the new first driving path, through the above repeated process, it is determined whether the actual driving path of the target vehicle exists in the new first driving path. Specifically, when the last turning node is taken as the starting node and the ending node is taken as the current turning node, if the length of the first road segment is equal to the target driving distance, then the current driving path is determined to be the target driving path of the target vehicle within the trajectory blind zone.

[0061] Optionally, when there is no target driving path in the first driving path, the target driving path of the target vehicle within the trajectory blind zone is determined from the second driving path based on the driving information, the turning node, and the road segment information. This includes: when there is no target driving path in the first driving path, for the second driving path, the next turning time is taken as the current turning time, the second driving path is taken as the current driving path, and the operation of determining the target driving distance is returned until the last turning time is taken as the current turning time; wherein, when the last turning time is taken as the current turning time, if the length of the first road segment is equal to the target driving distance, the current driving path is determined to be the target driving path of the target vehicle within the trajectory blind zone.

[0062] In this embodiment of the invention, the next turning time here refers to the turning time used to determine the target driving distance when the second driving path can be determined. When there is no target driving path in the first driving path, for the second driving path, the target driving distance of the target vehicle from the start time to the current turning time is determined, where the start time here is the time when the target vehicle starts driving from the starting node of the trajectory blind zone. Then, the length of the first road segment is compared with the target driving distance, where the length of the first road segment here is the length of the first road segment from the starting node of the trajectory blind zone to the current turning node. Based on the comparison result, a new first driving path and a new second driving path are determined from the second driving path, and the operation of determining whether there is a real driving path of the target vehicle is performed on the first path and the second path respectively, until the last turning time is taken as the current turning time. Wherein, when the last turning time is taken as the current turning time, if the length of the first road segment is equal to the target driving distance, the current driving path (i.e., the second path) is determined as the target driving path of the target vehicle in the trajectory blind zone.

[0063] The following is a process for determining the target driving path provided by an embodiment of the present invention, which mainly includes the following steps:

[0064] Step 1: Obtain the length of the road segment from the starting node to the kth turning node on each path of the target vehicle in the trajectory blind zone, forming a road segment length set Listk, where k = 1, 2, ...

[0065] Step 2: Starting from the initial travel time T0 of the target vehicle and going through each turning time Ti, integrate the speed during that time period to obtain the travel distance Si.

[0066] Specifically, Where f(T) represents the speed of the target vehicle during the time period from T0 to Ti. Figure 8 This is a schematic diagram illustrating the calculation principle of the travel distance of the target vehicle provided in an embodiment of the present invention.

[0067] Step 3: Compare Si with List1, determine the driving paths corresponding to the List1 set, take the driving paths equal to Si as the first driving path and save them to the path set RL, take the paths greater than Si as the second path and save them to the path set RR, and directly exclude the driving paths less than Si.

[0068] Analyzing each set of road segment lengths yields a path set RL and a path set RR. Figure 9 This is a schematic diagram of a binary tree for the path matching algorithm provided in an embodiment of the present invention.

[0069] Step 4: If the path set RL does not exist, it means that the target vehicle's steering operation is a non-path turn (a lane change operation), so continue analyzing RR.

[0070] Step 5: If the path set RL exists, then take Ti as T0, analyze the (i+1)th vehicle turn and the (k+1)th turn node of the path set RL, and repeat steps 1 to 5.

[0071] Step 6: If the analysis of RL does not yield a target driving path that matches the target vehicle (i.e., there is no actual driving path of the target vehicle in RL), then exclude all driving paths in RL, and then analyze the k-th turning node of the i+1th vehicle turn in RR, and continue to repeat steps 1 to 6.

[0072] Step 7: If all turning nodes on a path satisfy the analysis in the above steps, then the path can be determined as the actual path of the target vehicle.

[0073] Figure 10 This is a schematic diagram illustrating the analysis process of a driving path within a trajectory blind zone, provided as an embodiment of the present invention. For example... Figure 10 As shown, R1, R2, R3, and R4 represent the trajectory blind zone S. AB Let R1 be the actual driving trajectory of the target vehicle, and n1 to n8 be all vehicle turning marks on the driving path R1. According to the algorithm steps above, path analysis is performed on each turning mark. For example, the distance obtained by the path integral from point A to n1 is less than the length of the first segment in the four paths (the distance from point A to the first turning node), so n1 is determined to be an invalid turning mark (e.g., a lane change). Similarly, n2 is also an invalid turning mark. Because the length of the first segment in R1 (the distance from point A to the third turning node) matches the result of the n3 integral (i.e., the distance from point A to the third turning node is equal to the target driving distance of the target vehicle from the starting time to the third turning time), R1 can be placed in the path set RL. The driving path R4, whose first segment length is greater than the n3 integral result, is placed in the path set RR. R2 and R3 are significantly smaller than the integral result and are therefore excluded. Similarly, the path set RL is analyzed to determine whether all turning nodes and vehicle turning marks satisfy the road segment matching (all turning nodes must be vehicle turning marks, but vehicle turning marks are not necessarily turning nodes). If RL does not satisfy the road segment matching, RR is analyzed again until the actual driving path of the target vehicle is determined.

[0074] Figure 11 This is a schematic diagram of a vehicle travel path determination device according to another embodiment of the present invention. Figure 11As shown, the device includes: a trajectory blind spot determination module 1110, a steering information determination module 1120, a driving information acquisition module 1130, and a target driving path determination module 1140. Among them,

[0075] The trajectory blind spot determination module 1110 is used to determine the trajectory blind spot of the target vehicle; wherein, the trajectory blind spot is a driving area containing at least two driving paths;

[0076] The steering information determination module 1120 is used to determine the steering nodes contained in each driving path within the trajectory blind zone and the road segment information between two adjacent steering nodes.

[0077] The driving information acquisition module 1130 is used to acquire the driving information of the target vehicle in the trajectory blind zone;

[0078] The target driving path determination module 1140 is used to determine the target driving path of the target vehicle within the trajectory blind zone based on the driving information, the turning node, and the road segment information between two adjacent turning nodes.

[0079] This invention provides a device for determining a vehicle's driving path, which identifies a blind spot in the trajectory of a target vehicle. The blind spot is a driving area containing at least two driving paths. The device determines the turning nodes and road segment information between adjacent turning nodes in each driving path within the blind spot. It acquires the driving information of the target vehicle within the blind spot and determines the target driving path of the target vehicle within the blind spot based on the driving information, the turning nodes, and the road segment information between adjacent turning nodes. The technical solution provided by this invention can accurately and effectively analyze the driving path of a vehicle within a blind spot.

[0080] Optionally, the steering information determination module includes:

[0081] A driving node determination unit is used to determine the driving nodes contained in each driving path within the trajectory blind zone;

[0082] The node information acquisition unit is used to acquire node information corresponding to driving nodes included in each driving path within the trajectory blind zone and road segment information between two adjacent driving nodes; wherein, the driving nodes include turning nodes and non-turning nodes;

[0083] A steering node determination unit is used to determine the steering nodes included in the current driving path based on the node information corresponding to the driving nodes included in the current driving path for each driving path.

[0084] The road segment information determination unit is used to determine the road segment information between two adjacent turning nodes in the current driving path based on the turning nodes included in the current driving path and the road segment information between two adjacent driving nodes.

[0085] Optionally, the node information includes location information;

[0086] The steering node determination unit is used for:

[0087] For each driving node included in the current driving path, determine whether the current driving node is a turning node based on the location information corresponding to the current driving node and the location information corresponding to the two driving nodes adjacent to the current node on the left and right.

[0088] Optionally, the driving information includes driving speed and turning time, the trajectory blind zone includes a start node and an end node, and each driving path in the trajectory blind zone corresponds to the same start node and the same end node;

[0089] The target driving path determination module includes:

[0090] The road segment length determination unit is used to determine the first road segment length from the starting node along the current driving path to the current turning node in the current driving path, according to the road segment information, for each driving path within the trajectory blind zone, in the order of turning nodes from front to back.

[0091] The target driving distance determination unit is used to determine the target driving distance of the target vehicle from the start time to the current turning time according to the driving speed of the target vehicle in the order of turning time.

[0092] The road segment comparison unit is used to compare the length of the first road segment with the target travel distance, and determine the first travel path and the second travel path from each travel path in the trajectory blind zone according to the comparison result; wherein, the first travel path is the travel path where the target travel distance is equal to the length of the first road segment, and the second travel path is the travel path where the target travel distance is greater than the length of the first road segment.

[0093] The driving path determination unit is used to determine, based on the driving information, the turning node and the road segment information, whether there is a target driving path of the target vehicle within the trajectory blind zone in the first driving path;

[0094] The target driving path determination unit is used to determine the target driving path of the target vehicle within the trajectory blind zone from the second driving path based on the driving information, the turning node and the road segment information when there is no target driving path in the first driving path.

[0095] Optionally, the road segment comparison unit is used for:

[0096] When the length of the first road segment is less than the target driving distance, the next turning time is taken as the current turning time, and the process returns to determine the target driving distance until at least one first road segment has a length equal to the target driving distance. The driving path corresponding to the length of the first road segment that is equal to the target driving distance is taken as the first driving path, and the driving path corresponding to the length of the first road segment that is greater than the target driving distance is taken as the second driving path.

[0097] Optionally, the driving path determination unit is used for:

[0098] For the first driving path, the current turning node is taken as the starting node, the next turning node is taken as the current turning node, the current turning time is taken as the starting time, the next turning time is taken as the current turning time, and the first driving path is taken as the current driving path. The process of determining the length of the first road segment is repeated until the last turning node is taken as the starting node and the end node is taken as the current turning node. When the last turning node is taken as the starting node and the end node is taken as the current turning node, if the length of the first road segment is equal to the target driving distance, the current driving path is determined to be the target driving path of the target vehicle within the trajectory blind zone.

[0099] Optionally, the target driving path determination unit is used for:

[0100] When there is no target driving path in the first driving path, for the second driving path, the next turning time is taken as the current turning time, the second driving path is taken as the current driving path, and the operation of determining the target driving distance is returned until the last turning time is taken as the current turning time; wherein, when the last turning time is taken as the current turning time, if the length of the first road segment is equal to the target driving distance, the current driving path is determined to be the target driving path of the target vehicle in the trajectory blind zone.

[0101] The above-described apparatus can execute the methods provided in all the foregoing embodiments of the present invention, and has the corresponding functional modules and beneficial effects for executing the above methods. Technical details not described in detail in the embodiments of the present invention can be found in the methods provided in all the foregoing embodiments of the present invention.

[0102] This invention also provides a storage medium containing computer-executable instructions, which, when executed by a computer processor, are used to perform the vehicle travel path determination method provided in this invention.

[0103] Storage medium – any type of memory device or storage device. The term “storage medium” is intended to include: mounting media, such as CD-ROM, floppy disk, or magnetic tape devices; computer system memory or random access memory, such as DRAM, DDRRAM, SRAM, EDORAM, Rambus RAM, etc.; non-volatile memory, such as flash memory, magnetic media (e.g., hard disk or optical storage); registers or other similar types of memory elements, etc. Storage medium may also include other types of memory or combinations thereof. Furthermore, storage medium may reside in a first computer system in which the program is executed, or it may reside in a different second computer system connected to the first computer system via a network (such as the Internet). The second computer system can provide program instructions to the first computer for execution. The term “storage medium” can include two or more storage media that may reside in different locations (e.g., in different computer systems connected via a network). Storage medium may store program instructions (e.g., specifically implemented as a computer program) executable by one or more processors.

[0104] Of course, the computer-executable instructions provided in the embodiments of the present invention are not limited to the vehicle driving path determination operation as described above, but can also execute related operations in the vehicle driving path determination method provided in any embodiment of the present invention.

[0105] This invention provides an electronic device that can integrate the vehicle travel path determination device provided in this invention. Figure 12 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. The electronic device 1200 may include: a memory 1201, a processor 1202, and a computer program stored in the memory 1201 and executable on the processor. When the processor 1202 executes the computer program, it implements the method for determining a vehicle driving path as described in an embodiment of the present invention.

[0106] The electronic device provided in this embodiment of the invention determines the trajectory blind zone of a target vehicle; wherein, the trajectory blind zone is a driving area containing at least two driving paths; it determines the turning nodes and road segment information between adjacent turning nodes included in each driving path within the trajectory blind zone; it acquires the driving information of the target vehicle within the trajectory blind zone; and based on the driving information, the turning nodes, and the road segment information between adjacent turning nodes, it determines the target driving path of the target vehicle within the trajectory blind zone. The technical solution provided in this embodiment of the invention can accurately and effectively analyze the driving path of a vehicle within the trajectory blind zone.

[0107] The vehicle path determination device, storage medium, and electronic device provided in the above embodiments can execute the vehicle path determination method provided in any embodiment of the present invention, and have the corresponding functional modules and beneficial effects for executing the method. Technical details not described in detail in the above embodiments can be found in the vehicle path determination method provided in any embodiment of the present invention.

[0108] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A method for determining a vehicle's travel path, characterized in that, include: Identify the blind spot of the target vehicle's trajectory; wherein, the blind spot is a driving area containing at least two driving paths; Determine the turning nodes and road segment information between adjacent turning nodes in each driving path within the trajectory blind zone; Obtain the driving information of the target vehicle within the trajectory blind zone; Based on the driving information, the turning nodes, and the road segment information between two adjacent turning nodes, the target driving path of the target vehicle within the trajectory blind zone is determined; The driving information includes driving speed and turning time. The trajectory blind zone contains a start node and an end node. Each driving path in the trajectory blind zone corresponds to the same start node and the same end node. Based on the driving information, the turning node, and the road segment information, the target driving path of the target vehicle within the trajectory blind zone is determined, including: According to the order of the turning nodes from front to back, for each driving path within the trajectory blind zone, the length of the first segment from the starting node along the current driving path to the current turning node within the current driving path is determined based on the road segment information. Based on the order of turning times, the target driving distance of the target vehicle from the start time to the current turning time is determined according to the driving speed of the target vehicle; The length of the first road segment is compared with the target driving distance, and a first driving path and a second driving path are determined from the various driving paths within the trajectory blind zone based on the comparison result; wherein, the first driving path is the driving path where the target driving distance is equal to the length of the first road segment, and the second driving path is the driving path where the target driving distance is greater than the length of the first road segment; Based on the driving information, the turning node, and the road segment information, determine whether there is a target driving path for the target vehicle within the trajectory blind zone in the first driving path; When there is no target driving path in the first driving path, the target driving path of the target vehicle in the trajectory blind zone is determined from the second driving path based on the driving information, the turning node and the road segment information.

2. The method according to claim 1, characterized in that, Determine the turning nodes and road segment information between adjacent turning nodes included in each driving path within the trajectory blind zone, including: Determine the driving nodes included in each driving path within the trajectory blind zone; Obtain the node information corresponding to the driving nodes included in each driving path within the trajectory blind zone and the road segment information between two adjacent driving nodes; wherein, the driving nodes include turning nodes and non-turning nodes; For each driving path, the turning nodes included in the current driving path are determined based on the node information corresponding to the driving nodes included in the current driving path. Based on the turning nodes included in the current driving path and the road segment information between two adjacent driving nodes, determine the road segment information between two adjacent turning nodes in the current driving path.

3. The method according to claim 2, characterized in that, The node information includes location information; Based on the node information corresponding to the driving nodes included in the current driving path, the turning nodes included in the current driving path are determined, including: For each driving node included in the current driving path, based on the location information corresponding to the current driving node and the location information corresponding to the two driving nodes adjacent to the current driving node on the left and right, it is determined whether the current driving node is a turning node.

4. The method according to claim 1, characterized in that, The length of the first road segment is compared with the target travel distance. Based on the comparison result, a first travel path and a second travel path are determined from various travel paths within the trajectory blind zone, including: When the length of the first road segment is less than the target driving distance, the next turning time is taken as the current turning time, and the process returns to determine the target driving distance until at least one first road segment has a length equal to the target driving distance. The driving path corresponding to the length of the first road segment that is equal to the target driving distance is taken as the first driving path, and the driving path corresponding to the length of the first road segment that is greater than the target driving distance is taken as the second driving path.

5. The method according to claim 4, characterized in that, Based on the driving information, the turning node, and the road segment information, determining whether the target vehicle has a target driving path within the trajectory blind zone in the first driving path includes: For the first driving path, the current turning node is taken as the starting node, the next turning node is taken as the current turning node, the current turning time is taken as the starting time, the next turning time is taken as the current turning time, and the first driving path is taken as the current driving path. The process of determining the length of the first road segment is repeated until the last turning node is taken as the starting node and the end node is taken as the current turning node. When the last turning node is taken as the starting node and the end node is taken as the current turning node, if the length of the first road segment is equal to the target driving distance, the current driving path is determined to be the target driving path of the target vehicle within the trajectory blind zone.

6. The method according to claim 5, characterized in that, When no target driving path exists in the first driving path, the target driving path of the target vehicle within the trajectory blind zone is determined from the second driving path based on the driving information, the turning node, and the road segment information, including: When there is no target driving path in the first driving path, for the second driving path, the next turning time is taken as the current turning time, the second driving path is taken as the current driving path, and the operation of determining the target driving distance is returned until the last turning time is taken as the current turning time; wherein, when the last turning time is taken as the current turning time, if the length of the first road segment is equal to the target driving distance, the current driving path is determined to be the target driving path of the target vehicle in the trajectory blind zone.

7. A device for determining a vehicle's travel path, characterized in that, include: A trajectory blind spot determination module is used to determine the trajectory blind spot of the target vehicle; wherein, the trajectory blind spot is a driving area containing at least two driving paths; The steering information determination module is used to determine the steering nodes contained in each driving path within the trajectory blind zone and the road segment information between two adjacent steering nodes; The driving information acquisition module is used to acquire the driving information of the target vehicle within the trajectory blind zone; The target driving path determination module is used to determine the target driving path of the target vehicle within the trajectory blind zone based on the driving information, the turning node, and the road segment information between two adjacent turning nodes; The driving information includes driving speed and turning time. The trajectory blind zone contains a start node and an end node. Each driving path in the trajectory blind zone corresponds to the same start node and the same end node. The target driving path determination module includes: The road segment length determination unit is used to determine the first road segment length from the starting node along the current driving path to the current turning node in the current driving path, according to the road segment information, for each driving path within the trajectory blind zone, in the order of turning nodes from front to back. The target driving distance determination unit is used to determine the target driving distance of the target vehicle from the start time to the current turning time according to the driving speed of the target vehicle in the order of turning time. The road segment comparison unit is used to compare the length of the first road segment with the target travel distance, and determine the first travel path and the second travel path from each travel path in the trajectory blind zone according to the comparison result; wherein, the first travel path is the travel path where the target travel distance is equal to the length of the first road segment, and the second travel path is the travel path where the target travel distance is greater than the length of the first road segment; The driving path determination unit is used to determine, based on the driving information, the turning node and the road segment information, whether there is a target driving path of the target vehicle within the trajectory blind zone in the first driving path; The target driving path determination unit is used to determine the target driving path of the target vehicle within the trajectory blind zone from the second driving path based on the driving information, the turning node and the road segment information when there is no target driving path in the first driving path.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processing device, the program implements the method for determining the vehicle travel path as described in any one of claims 1-6.

9. An electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method for determining the vehicle driving path as described in any one of claims 1-6.

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