Road traffic environment evaluation method and device

Abstract

The application relates to the technical field of road traffic, and discloses a road traffic environment evaluation method and device, which comprises the following steps: acquiring current driving viewpoint information and static traffic element information and dynamic traffic element information in a current road; inputting the current driving viewpoint information and the static traffic element information into a preset traffic environment static element calculation model to obtain static element complexity; inputting the current driving viewpoint information and the dynamic traffic element information into a preset traffic environment dynamic element calculation model to obtain dynamic element complexity; determining current traffic environment complexity according to the static element complexity and the dynamic element complexity; and evaluating the traffic environment of the current road according to the current traffic environment complexity. Since the traffic environment complexity can be obtained according to the current driving viewpoint information and the traffic element information in the current road, the current road traffic environment can be evaluated, and the problem that the road traffic environment cannot be evaluated in real time is solved.

Description

Technical Field

[0001] This invention relates to the field of road traffic technology, and in particular to a method and apparatus for assessing road traffic environment. Background Technology

[0002] With rapid economic development and improved living standards, more and more effort has been devoted to the research of autonomous driving vehicles in recent years. Due to the high uncertainty, non-repeatability and unpredictability of the road traffic environment, it poses a great challenge to autonomous driving systems. Therefore, quantitative assessment of the road traffic environment has become increasingly important.

[0003] Existing technologies can assess road traffic environments through scenario-based testing and evaluation. However, due to the complexity and difficulty in quantifying and classifying the characteristics of road traffic environments, scenario-based testing and evaluation lack comprehensive consideration of factors and insufficient analysis of computational models, failing to achieve quantitative assessment of the road traffic environment. This can easily lead to safety issues for autonomous vehicles driving on roads. Therefore, how to conduct real-time online quantitative assessment of the road traffic environment for autonomous vehicles has become an urgent problem to be solved.

[0004] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this invention is to provide a road traffic environment assessment method and apparatus, which aims to solve the technical problem that existing technologies cannot perform real-time online quantitative assessment of the road traffic environment for autonomous vehicles.

[0006] To achieve the above objectives, the present invention provides a method for assessing road traffic environment, the method comprising the following steps:

[0007] Acquire current driving viewpoint information, as well as static and dynamic traffic element information in the current road;

[0008] The current driving viewpoint information and the static traffic element information are input into a preset traffic environment static element calculation model to obtain the static element complexity.

[0009] The current driving viewpoint information and the dynamic traffic element information are input into a preset traffic environment dynamic element calculation model to obtain the dynamic element complexity.

[0010] The complexity of the current traffic environment is determined based on the complexity of the static elements and the complexity of the dynamic elements.

[0011] The traffic environment of the current road is assessed based on the complexity of the current traffic environment.

[0012] Optionally, before the step of obtaining the current driving viewpoint information, as well as the static traffic element information and dynamic traffic element information in the current road, the method further includes:

[0013] Obtain the specific category of the static traffic element, and determine the static virtual power consumption of the corresponding static traffic element based on the specific category;

[0014] Obtain the static distance between the static traffic element and the driver's viewpoint;

[0015] Based on the static distance and the static virtual charge, a calculation model for static elements of the preset traffic environment is established using potential field theory.

[0016] Optionally, the step of establishing a preset traffic environment static element calculation model based on the static distance and the static virtual charge using potential field theory includes:

[0017] Based on the static distance and the static virtual power, a preset traffic environment static element calculation model is established using potential field theory and a first preset formula.

[0018] The first preset formula is:

[0019]

[0020] In the formula, C J Let be the static element complexity, where 'a' is the static traffic element and 'n' is the number of static traffic elements. The static virtual power level, The static distance is denoted as .

[0021] Optionally, the static traffic element includes linear environmental elements and nonlinear environmental elements, and the step of obtaining the static distance between the static traffic element and the driver's viewpoint includes:

[0022] When the static traffic element is a linear environmental element, the linear environmental element is abstracted as a uniformly charged linear conductor, and the linear static distance between the linear conductor and the driver's viewpoint is obtained.

[0023] When the static traffic element is a nonlinear environmental element, the nonlinear environmental element is abstracted as a positive point charge, and the nonlinear static distance between the positive point charge and the driving viewpoint is obtained.

[0024] Optionally, the step of obtaining the static distance between the static traffic element and the driver's viewpoint includes:

[0025] When the actual distance between the static traffic element and the driver's viewpoint reaches a preset threshold, the radius value of the static traffic element is obtained;

[0026] When the radius value is greater than the actual distance, the radius value is taken as the static distance between the static traffic element and the driver's viewpoint.

[0027] Optionally, before the step of obtaining the current driving viewpoint information, as well as the static traffic element information and dynamic traffic element information in the current road, the method further includes:

[0028] Obtain the specific category of the dynamic traffic element, and determine the dynamic virtual power of the corresponding dynamic traffic element based on the specific category;

[0029] Obtain the scaling factor corresponding to the dynamic traffic element and the dynamic distance between the dynamic traffic element and the driver's viewpoint;

[0030] Based on the dynamic distance, the proportional enhancement coefficient, and the dynamic virtual power, a preset dynamic element calculation model for the traffic environment is established using potential field theory.

[0031] Optionally, the step of establishing a preset traffic environment dynamic element calculation model based on the dynamic distance, the proportional enhancement coefficient, and the dynamic virtual power using potential field theory includes:

[0032] Based on the dynamic distance, the proportional enhancement coefficient, and the dynamic virtual power, a preset traffic environment dynamic element calculation model is established using potential field theory and a second preset formula.

[0033] The second preset formula is:

[0034]

[0035] In the formula, C D Let be the complexity of the dynamic elements, b be the dynamic traffic element, and m be the number of dynamic traffic elements. The scaling factor is the ratio enhancement factor. For the dynamic virtual power, The dynamic distance is denoted as .

[0036] Optionally, the step of obtaining the proportional enhancement coefficient corresponding to the dynamic traffic element includes:

[0037] Obtain the speed of the dynamic traffic element in the traffic environment;

[0038] Based on the dynamic distance and the speed of movement, the proportional enhancement coefficient corresponding to the dynamic traffic element is determined by potential field theory and a third preset formula.

[0039] The third preset formula is as follows:

[0040]

[0041] wherein c is a propagation speed of the potential field, θ is a direction angle of the dynamic distance, v bx is a speed component of the dynamic traffic element in the X axis, v by is a speed component of the dynamic traffic element in the Y axis.

[0042] Optionally, the step of determining the current traffic environment complexity according to the static element complexity and the dynamic element complexity comprises:

[0043] respectively acquiring a weight coefficient corresponding to the static element complexity and the dynamic element complexity;

[0044] determining the current traffic environment complexity according to the weight coefficient, the static element complexity and the dynamic element complexity through a fourth preset formula;

[0045] wherein the fourth preset formula is:

[0046] C E = αC J + βC D ;

[0047] wherein C E is the traffic environment complexity, α is a weight coefficient corresponding to the static element complexity C J , and β is a weight coefficient corresponding to the dynamic element complexity C D .

[0048] In addition, to achieve the above object, the application further provides a road traffic environment evaluation device, which comprises:

[0049] an information acquisition module, configured to acquire current driving viewpoint information, and static traffic element information and dynamic traffic element information in a current road;

[0050] a static element complexity determination module, configured to input the current driving viewpoint information and the static traffic element information into a preset traffic environment static element calculation model to obtain a static element complexity;

[0051] a dynamic element complexity determination module, configured to input the current driving viewpoint information and the dynamic traffic element information into a preset traffic environment dynamic element calculation model to obtain a dynamic element complexity;

[0052] a traffic environment complexity determination module, configured to determine a current traffic environment complexity according to the static element complexity and the dynamic element complexity;

[0053] In the present application, the current driving point information, static traffic element information and dynamic traffic element information in the current road are acquired; the current driving point information and the static traffic element information are input into a preset traffic environment static element calculation model to obtain a static element complexity; the current driving point information and the dynamic traffic element information are input into a preset traffic environment dynamic element calculation model to obtain a dynamic element complexity; the current traffic environment complexity is determined according to the static element complexity and the dynamic element complexity; the traffic environment of the current road is evaluated according to the current traffic environment complexity; compared with the problem that the evaluation factors of the road traffic environment are not comprehensive and the calculation model analysis is insufficient in the prior art, since the present application can acquire the current driving point information and the static traffic element information and the dynamic traffic element information in the current road, then input the static traffic element information and the dynamic traffic element information into the corresponding traffic environment static element calculation model and traffic environment dynamic element calculation model to obtain the static element complexity and the dynamic element complexity, and evaluate the traffic environment of the current road according to the traffic environment complexity obtained based on the static element complexity and the dynamic element complexity, the technical problem that the road traffic environment for the autonomous vehicle to travel cannot be evaluated in real time online is solved, and the safety of the autonomous vehicle traveling on the road is improved. BRIEF DESCRIPTION OF DRAWINGS

[0054] Figure 1 The flowchart of the first embodiment of the road traffic environment evaluation method of the present application is shown.

[0055] Figure 2 The flowchart of the second embodiment of the road traffic environment evaluation method of the present application is shown.

[0056] Figure 3 The flowchart of the third embodiment of the road traffic environment evaluation method of the present application is shown.

[0057] Figure 4 The structural block diagram of the first embodiment of the road traffic environment evaluation device of the present application is shown.

[0058] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0059] It should be understood that the specific embodiments described herein are intended to explain the present application, but not to limit the present application.

[0060] The present application provides a road traffic environment evaluation method, which is described with reference to Figure 1 , Figure 1 The flowchart of the first embodiment of the road traffic environment evaluation method of the present application is shown.

[0061] In this embodiment, the road traffic environment evaluation method comprises the following steps:

[0062] Step S10: Obtain current driving viewpoint information, and static traffic element information and dynamic traffic element information in the current road.

[0063] It should be noted that the method of the present embodiment can be applied in the scenario of evaluating the road traffic environment in which the autonomous driving vehicle travels, or other scenarios in which the road traffic environment needs to be evaluated. The execution subject of the present embodiment can be a road traffic environment evaluation device with data processing, network communication and program running functions, or other road traffic environment evaluation systems capable of achieving the same or similar functions and containing the road traffic environment evaluation device. Hereinafter, the road traffic environment evaluation system (hereinafter referred to as system) will be used to specifically describe the road traffic environment evaluation method provided in the present embodiment and the following embodiments.

[0064] It should be understood that the above-mentioned current driving viewpoint information can be the coordinate point information of the elliptical viewpoint of the human driver's eyes, and the current driving viewpoint information can change according to the road conditions, vehicle models and driving personnel.

[0065] It can be understood that the above-mentioned static traffic element information can be all static external influences on the autonomous driving system, such as road conditions, traffic facilities and land features, etc., which are not limited in the present embodiment.

[0066] It should be noted that the above-mentioned dynamic traffic element information can be all dynamic external influences on the autonomous driving system, such as the activities of pedestrians, vehicles and other traffic participants such as non-motor vehicles, which are not limited in the present embodiment.

[0067] In a specific implementation, the system can determine the coordinate point information of the current driving viewpoint according to the driving section of the current autonomous driving vehicle, the vehicle model, and the height and weight of the driving personnel, and count all static traffic element information and dynamic traffic element information in the current road which have an influence on the driving of the autonomous driving vehicle.

[0068] Step S20: input the current driving viewpoint information and the static traffic element information into a preset traffic environment static element calculation model to obtain a static element complexity.

[0069] It should be noted that the above-mentioned preset traffic environment static element calculation model can be a model for calculating the static element complexity through the current driving viewpoint information and the static traffic element information.

[0070] It should be understood that the static element complexity described above can be a value reflecting the complexity of all static traffic elements in the current road that affect the driving system. Since different static traffic elements in different roads have different effects on the automatic driving system, the corresponding static element complexity is also different.

[0071] In a specific implementation, after determining the coordinate information of the current driving viewpoint and the information of all static traffic elements in the current road, the system inputs the values corresponding to the coordinate information and the static traffic element information into the traffic environment static element calculation model. The traffic environment static element calculation model then outputs the corresponding static element complexity according to the calculation.

[0072] Step S30: input the current driving viewpoint information and the dynamic traffic element information into a preset traffic environment dynamic element calculation model to obtain a dynamic element complexity.

[0073] It should be noted that the preset traffic environment dynamic element calculation model described above can be a model for calculating the dynamic element complexity from the current driving viewpoint information and the dynamic traffic element information.

[0074] It should be understood that the dynamic element complexity described above can be a value reflecting the complexity of all dynamic traffic elements in the current road that affect the driving system. Since different dynamic traffic elements in different roads are different and the dynamic traffic elements are constantly moving, the effects of different dynamic traffic elements or the same dynamic traffic element moving to different positions on the automatic driving system are also different, and the corresponding dynamic element complexity is also different.

[0075] Step S40: determine a current traffic environment complexity according to the static element complexity and the dynamic element complexity.

[0076] It can be understood that the traffic environment complexity described above can be a value reflecting the complexity of all external elements in the current road that affect the driving system. By obtaining a specific value reflecting the complexity of the current traffic environment, the traffic environment of the current road can be quantitatively evaluated.

[0077] Further, in order to evaluate the traffic environment based on multiple dimensions, the above step S40 of the embodiment can include: respectively obtaining weight coefficients corresponding to the static element complexity and the dynamic element complexity; determining a current traffic environment complexity according to the weight coefficients, the static element complexity, and the dynamic element complexity through a fourth preset formula.

[0078] The fourth preset formula is:

[0079] C E = aC J + bC D ;

[0080] In the formula, C E is the traffic environment complexity, a is the weight coefficient corresponding to the static element complexity C J is the weight coefficient corresponding to the dynamic element complexity C D .

[0081] It should be noted that the weight coefficients can be the influence degree of the static element complexity and the dynamic element complexity on the traffic environment complexity, and the weight coefficients can be obtained through the calculation of the maximum eigenvalue and the eigenvector by constructing a judgment matrix, and then through normalization processing, for example: a = 0.35, β = 0.65, which is not limited in the embodiment.

[0082] In the specific implementation, since the characteristics of the static traffic elements and the dynamic traffic elements are different, the influence degree of the static element complexity and the dynamic element complexity on the driver driving the vehicle is different when the vehicle drives on the road, and therefore it is necessary to obtain the weight coefficients corresponding to the static element complexity and the dynamic element complexity respectively, and then obtain the current traffic environment complexity by calculating the sum of the product of the static element complexity and the corresponding weight coefficient and the product of the dynamic element complexity and the corresponding weight coefficient.

[0083] Step S50: evaluating the traffic environment of the current road according to the current traffic environment complexity.

[0084] It should be understood that the evaluation of the traffic environment of the current road can be that the current traffic environment complexity belongs to which level according to the data value of the current environment complexity, for example: when 80≤C E ≤100, the current traffic environment complexity is extremely complex; when 60≤C E ≤80, the current traffic environment complexity is complex; when 40≤C E ≤60, the current traffic environment complexity is average; when 0<C E ≤40, the current traffic environment complexity is simple.

[0085] In a specific implementation, when it is necessary to evaluate the traffic environment of the current road where the vehicle is driving, the coordinate point information of the eye ellipse view point of the driver when driving the vehicle is first acquired, and the information of all external traffic elements in the current road that have an impact on the driver when driving the vehicle is acquired, the acquired external traffic element information is divided into static traffic element information and dynamic traffic element information, the static element complexity and the dynamic element complexity are calculated through the corresponding calculation model, and finally the traffic environment complexity is obtained by weighted summation of the static element complexity and the dynamic element complexity. The traffic environment complexity is used to evaluate the traffic environment of the current road according to the corresponding traffic environment complexity evaluation table.

[0086] The embodiment discloses acquiring current driving view point information, static traffic element information and dynamic traffic element information in the current road; inputting the current driving view point information and the static traffic element information into a preset traffic environment static element calculation model to obtain static element complexity; inputting the current driving view point information and the dynamic traffic element information into a preset traffic environment dynamic element calculation model to obtain dynamic element complexity; determining current traffic environment complexity according to the static element complexity and the dynamic element complexity; and evaluating the traffic environment of the current road according to the current traffic environment complexity. Compared with the prior art, the embodiment can acquire the current driving view point information, the static traffic element information and the dynamic traffic element information in the current road, input the static traffic element information and the dynamic traffic element information into the corresponding traffic environment static element calculation model and traffic environment dynamic element calculation model, obtain the static element complexity and the dynamic element complexity, and evaluate the traffic environment of the current road according to the traffic environment complexity obtained based on the static element complexity and the dynamic element complexity, thereby solving the technical problem that the traffic environment of the road where the autonomous vehicle is driving cannot be evaluated in real time online, and improving the safety of the autonomous vehicle driving on the road.

[0087] Reference Figure 2 , Figure 2 The flowchart of the second embodiment of the road traffic environment evaluation method of the present application is shown.

[0088] Based on the above-mentioned first embodiment, in order to obtain the complexity of static traffic elements with different characteristics, before the step S10, the method further includes:

[0089] Step S01: acquiring specific categories of static traffic elements, and determining the static virtual electric quantity of the corresponding static traffic elements according to the specific categories.

[0090] It should be noted that the above specific categories can be the types of specific static traffic elements, for example: green plants, traffic signs and road markings, etc.

[0091] It should be understood that the above static virtual electric quantity is determined by the category of the static traffic element, for example: the virtual electric quantity of green plants is 0.1306, the virtual electric quantity of traffic signs is 0.19, and the virtual electric quantity of road markings is 0.0608, etc. The calculation of the virtual electric quantity of the traffic element can be performed by classifying all traffic elements in the road, and using the analytic hierarchy process for calibration, calculating the eigenvalue and eigenvector by constructing the judgment matrix, and obtaining the virtual electric quantity of each element after consistency test, wherein the analytic hierarchy process (AHP) is a decision-making method for qualitative and quantitative analysis based on the decomposition of elements related to decision-making into target, criterion, scheme and other levels, and is also a hierarchical weight decision analysis method.

[0092] Step S02: Obtain the static distance between the static traffic element and the driving viewpoint.

[0093] It can be understood that the above static distance can be the distance between the static traffic element and the driving viewpoint coordinates, which can be calculated according to the category of the static traffic element and through the corresponding calculation formula.

[0094] Step S03: According to the static distance and the static virtual electric quantity, a preset traffic environment static element calculation model is established based on the potential field theory.

[0095] It should be noted that based on the potential field theory, each traffic element can be abstracted as a positive point charge or a uniformly charged wire, and different traffic elements will generate different potential fields in the regional space, as shown in the formula:

[0096]

[0097] wherein V A is the electric potential, i is the category of different traffic elements, q i is the virtual electric quantity corresponding to the traffic element, r i is the distance, and the final environment potential field can be formed by accumulating and superimposing different electric potential fields through the above formula, which is similar to the traffic environment complexity. Therefore, the embodiment can calculate the static distance between the static traffic element and the driving viewpoint and the static virtual electric quantity corresponding to the static traffic element, and then establish a traffic environment static element calculation model based on the potential field theory, so that the static element complexity can be calculated through the traffic environment static element calculation model.

[0098] Further, in order to establish the preset traffic environment static element calculation model based on the potential field theory, the step S03 can include: establishing a preset traffic environment static element calculation model based on the static distance, the static virtual electric quantity, and the potential field theory and a first preset formula.

[0099] The first preset formula is as follows:

[0100]

[0101] wherein, C J is the static element complexity, a is the static traffic element, n is the number of the static traffic element, is the static virtual electric quantity, is the static distance.

[0102] Further, in order to obtain the static distance between the static traffic element of different categories and the driving viewpoint, the step S02 can include: when the static traffic element is a linear environment element, the linear environment element is abstracted as a linear conductor with uniform charge, and a linear static distance between the linear conductor and the driving viewpoint is obtained; when the static traffic element is a nonlinear environment element, the nonlinear environment element is abstracted as a positive point charge, and a nonlinear static distance between the positive point charge and the driving viewpoint is obtained.

[0103] It should be noted that the linear environment element can be a lane boundary, a traffic barrier, a lane line, etc., and when calculating the static distance between the static traffic element and the driving viewpoint, the linear environment element can be regarded as a conductor with uniform charge. In a specific implementation, taking a lane line L i as an example, assuming that the equation of the central reference line is Ax+By+c=0, the static distance is the distance from the driving viewpoint coordinate M(x, y) to the conductor Ax+By+c=0, wherein The calculation formula of the static distance is as follows:

[0104]

[0105] It should be understood that when the lane line is a curve, the static distance a ) 2 +(y-y a ) 2 =R 2 is taken as an example, the static distance is the distance from the driving viewpoint coordinate M(x, y) to the conductor circular curve (x-x a ) 2 +(y-y a ) 2 =R 2 , wherein The calculation formula is as follows:

[0106]

[0107] It is understandable that the aforementioned nonlinear environmental elements can be traffic signs, vegetation, road markings, and ancillary facilities. When calculating the static distance between static traffic elements and the driver's viewpoint, the nonlinear environmental elements can be treated as positive point charges. In specific implementations, the static distance... From the driver's viewpoint coordinates M(x,y) to the static traffic elements The distance from the center, of which The calculation formula is as follows:

[0108]

[0109] Furthermore, in order to obtain the distance between a static traffic element and the driver's viewpoint when the static distance is very small, step S02 of this embodiment may include: when the actual distance between the static traffic element and the driver's viewpoint reaches a preset threshold, obtaining the radius value of the static traffic element; when the radius value is greater than the actual distance, using the radius value as the static distance between the static traffic element and the driver's viewpoint.

[0110] It should be noted that when the distance between a static traffic element and the driver's viewpoint is very small, the equivalent radius r0 of the static traffic element can be used as the static distance between the static traffic element and the driver's viewpoint.

[0111] This embodiment determines the static virtual charge corresponding to a static traffic element based on its category, obtains the static distance using the coordinates of the static traffic element and the driver's viewpoint, and finally establishes a pre-defined static element calculation model for the traffic environment based on the static distance, static virtual charge, and potential field theory. This achieves a quantitative assessment of static traffic elements in the road, making subsequent calculations of static element complexity more convenient. Furthermore, classifying static traffic elements when calculating static distances allows for the calculation of distances between different categories of static traffic elements and the driver's viewpoint, resulting in a more comprehensive static distance calculation and improving the accuracy of static element complexity calculations.

[0112] refer to Figure 3 , Figure 3 This is a flowchart illustrating the third embodiment of the road traffic environment assessment method of the present invention.

[0113] Based on the above embodiments, in order to obtain the complexity of dynamic traffic elements with different characteristics, in this embodiment, before step S10, the method further includes:

[0114] Step S01': obtaining a specific category of the dynamic traffic element, and determining a dynamic virtual electric quantity of the corresponding dynamic traffic element according to the specific category.

[0115] It should be noted that the specific category of the dynamic traffic element can be a specific type of dynamic traffic element, for example: human, motor vehicle and animal, etc.

[0116] It should be understood that the above-mentioned dynamic virtual electric quantity is determined by the category of the dynamic traffic element, for example: the virtual electric quantity of human is 0.747, the virtual electric quantity of motor vehicle is 0.5088, and the virtual electric quantity of animal is 0.3407, etc.

[0117] Step S02': obtaining a proportional enhancement coefficient corresponding to the dynamic traffic element and a dynamic distance between the dynamic traffic element and the driving viewpoint.

[0118] It should be noted that according to the driving habits and subjective feelings of the driver, when the traffic element moves, the influence of the dynamic traffic element located in the front area thereof will be enhanced, and the influence of the dynamic traffic element located in the rear area thereof should be weakened, at this time, the proportional enhancement coefficient is introduced to calculate the dynamic element complexity corresponding to the dynamic traffic element.

[0119] It can be understood that the above-mentioned dynamic distance can be the distance between the dynamic traffic element and the driving viewpoint coordinate.

[0120] Further, in order to calculate the dynamic element complexity corresponding to the dynamic traffic element, the above-mentioned step S02' of the embodiment can include: obtaining a movement speed of the dynamic traffic element in the traffic environment; according to the dynamic distance, the movement speed, the proportional enhancement coefficient corresponding to the dynamic traffic element is determined by the potential field theory and a third preset formula.

[0121] Wherein, the third preset formula is:

[0122]

[0123] In the formula, c is the propagation speed of the potential field, θ is the direction angle of the dynamic distance, v bx is the speed decomposition of the dynamic traffic element in the X axis, and v by is the speed decomposition of the dynamic traffic element in the Y axis.

[0124] Step S03': according to the dynamic distance, the proportional enhancement coefficient and the dynamic virtual electric quantity, a preset traffic environment dynamic element calculation model is established by the potential field theory.

[0125] Further, in order to establish the preset traffic environment dynamic element calculation model based on the potential field theory, the step S03' in the embodiment can include: according to the dynamic distance, the proportional enhancement coefficient and the dynamic virtual electric quantity, establishing the preset traffic environment dynamic element calculation model by the potential field theory and a second preset formula.

[0126] The second preset formula is:

[0127]

[0128] In the formula, C D is the dynamic element complexity, b is the dynamic traffic element, m is the number of the dynamic traffic elements, is the proportional enhancement coefficient, is the dynamic virtual electric quantity, is the dynamic distance.

[0129] It should be noted that in order to quantify the complexity of the dynamic traffic elements located in different lanes, an "electronic energy level" model can be introduced to calculate the corresponding dynamic element complexity, at this time, each lane is regarded as an energy level track, and different lanes have different energy levels. If the energy level of the lane L1 in which the current vehicle travels is E1, the energy level of the lane L k is E k 1 / k 2 , at this time, the dynamic traffic elements in the lane L k correspond to the dynamic element complexity calculation formula:

[0130] In the embodiment, the dynamic virtual electric quantity corresponding to the dynamic traffic element is determined according to the category of the dynamic traffic element, the dynamic distance is obtained through the coordinates of the dynamic traffic element and the driving viewpoint, and the corresponding proportional enhancement coefficient is obtained based on the movement speed of the dynamic traffic element in the road environment, so as to establish the traffic environment dynamic element calculation model according to the dynamic virtual electric quantity, the dynamic distance and the proportional enhancement coefficient, realize the quantitative evaluation of the dynamic traffic elements in the road, and make the subsequent calculation of the dynamic element complexity more convenient. Meanwhile, the embodiment also considers the influence of the vehicles and pedestrians on the other lanes except the lane in which the vehicle travels on the vehicle driving, so that the established traffic environment dynamic element calculation model is more accurate, the accuracy of the traffic environment evaluation of the road when the vehicle travels is improved, and the safety of the autonomous vehicle driving on the road is further improved.

[0131] Referring to Figure 4 , Figure 4 is a structural block diagram of the first embodiment of the road traffic environment evaluation device.

[0132] As Figure 4As shown, the road traffic environment evaluation device provided by the embodiment of the present application comprises:

[0133] The information acquisition module 401 is configured to acquire current driving viewpoint information, static traffic element information and dynamic traffic element information in a current road.

[0134] The static element complexity determination module 402 is configured to input the current driving viewpoint information and the static traffic element information into a preset traffic environment static element calculation model to obtain static element complexity.

[0135] The dynamic element complexity determination module 403 is configured to input the current driving viewpoint information and the dynamic traffic element information into a preset traffic environment dynamic element calculation model to obtain dynamic element complexity.

[0136] The traffic environment complexity determination module 404 is configured to determine current traffic environment complexity according to the static element complexity and the dynamic element complexity.

[0137] The traffic environment evaluation module 405 is configured to evaluate the traffic environment of the current road according to the current traffic environment complexity.

[0138] The road traffic environment evaluation device of the embodiment discloses the following technical solutions: current driving viewpoint information, static traffic element information and dynamic traffic element information in a current road are acquired; the current driving viewpoint information and the static traffic element information are input into a preset traffic environment static element calculation model to obtain static element complexity; the current driving viewpoint information and the dynamic traffic element information are input into a preset traffic environment dynamic element calculation model to obtain dynamic element complexity; current traffic environment complexity is determined according to the static element complexity and the dynamic element complexity; and the traffic environment of the current road is evaluated according to the current traffic environment complexity. Compared with the prior art, the technical problem that the road traffic environment cannot be evaluated in real time and online is solved, and the safety of the autonomous vehicle driving on the road is improved.

[0139] Other embodiments or specific implementations of the road traffic environment evaluation device of the present application can refer to the above-mentioned method embodiments, which will not be described here.

[0140] It is to be understood that the terminology "including", "comprising", or other derivatives thereof are intended to be open-ended and also to permit some recited items not to be present or to be made in the absence of others. It is also to be understood that such terminology is not meant to be limiting and will be understood to allow for additions, deletions, substitutions, or modifications in the processes, methods, articles, or systems described herein.

[0141] The above-mentioned embodiment numbers of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0142] Those skilled in the art can clearly understand the above-mentioned embodiment methods by means of software and the necessary general hardware platform, of course, they can also be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory / random access memory, a magnetic disk, an optical disk), and includes a plurality of instructions for making a terminal device (which can be a mobile phone, a computer, a server, an air conditioner, or a network device, etc.) execute the methods described in various embodiments of the present application.

[0143] The above is only the preferred embodiment of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent flow transformation, or direct or indirect application in other related technical fields, which is made by using the content of the specification and drawings of the present application, is also included in the patent protection scope of the present application.

Claims

1. A method for assessing road traffic environment, characterized in that, The road traffic environment assessment methods include: Acquire current driving viewpoint information, as well as static and dynamic traffic element information in the current road, wherein the current driving viewpoint information is the coordinate point information of the elliptical viewpoint of the driver's eye; The current driving viewpoint information and the static traffic element information are input into a preset traffic environment static element calculation model to obtain the static element complexity. The current driving viewpoint information and the dynamic traffic element information are input into a preset traffic environment dynamic element calculation model to obtain the dynamic element complexity. The complexity of the current traffic environment is determined based on the complexity of the static elements and the complexity of the dynamic elements. The traffic environment of the current road is assessed based on the complexity of the current traffic environment. Before the step of acquiring the current driving viewpoint information, as well as the static and dynamic traffic element information in the current road, the method further includes: The specific category of static traffic element is obtained, and the static virtual power of the corresponding static traffic element is determined according to the specific category. The static virtual power is obtained by constructing a judgment matrix to calculate the eigenvalue and eigenvector, and then undergoing a consistency test. Obtain the static distance between the static traffic element and the driver's viewpoint; Based on the static distance and the static virtual power, a preset traffic environment static element calculation model is established using potential field theory and a first preset formula. The first preset formula is: In the formula, C J Let be the static element complexity, where 'a' is the static traffic element and 'n' is the number of static traffic elements. The static virtual power level, The static distance is denoted as .

2. The road traffic environment assessment method as described in claim 1, characterized in that, The static traffic elements include linear environmental elements and nonlinear environmental elements. The step of obtaining the static distance between the static traffic elements and the driver's viewpoint includes: When the static traffic element is a linear environmental element, the linear environmental element is abstracted as a uniformly charged linear conductor, and the linear static distance between the linear conductor and the driver's viewpoint is obtained. When the static traffic element is a nonlinear environmental element, the nonlinear environmental element is abstracted as a positive point charge, and the nonlinear static distance between the positive point charge and the driving viewpoint is obtained.

3. The road traffic environment assessment method as described in claim 1, characterized in that, The step of obtaining the static distance between the static traffic element and the driver's viewpoint includes: When the actual distance between the static traffic element and the driver's viewpoint reaches a preset threshold, the radius value of the static traffic element is obtained; When the radius value is greater than the actual distance, the radius value is taken as the static distance between the static traffic element and the driver's viewpoint.

4. The road traffic environment assessment method as described in claim 1, characterized in that, Before the step of acquiring the current driving viewpoint information, as well as the static and dynamic traffic element information in the current road, the method further includes: Obtain the specific category of the dynamic traffic element, and determine the dynamic virtual power of the corresponding dynamic traffic element based on the specific category; Obtain the scaling factor corresponding to the dynamic traffic element and the dynamic distance between the dynamic traffic element and the driver's viewpoint; Based on the dynamic distance, the proportional enhancement coefficient, and the dynamic virtual power, a preset dynamic element calculation model for the traffic environment is established using potential field theory.

5. The road traffic environment assessment method as described in claim 4, characterized in that, The step of establishing a preset dynamic element calculation model for the traffic environment based on the dynamic distance, the proportional enhancement coefficient, and the dynamic virtual power using potential field theory includes: Based on the dynamic distance, the proportional enhancement coefficient, and the dynamic virtual power, a preset traffic environment dynamic element calculation model is established using potential field theory and a second preset formula. The second preset formula is: In the formula, C D Let be the complexity of the dynamic elements, b be the dynamic traffic element, and m be the number of dynamic traffic elements. The scaling factor is the ratio enhancement factor. For the dynamic virtual power, The dynamic distance is denoted as .

6. The road traffic environment assessment method as described in claim 4, characterized in that, The step of obtaining the proportional enhancement coefficient corresponding to the dynamic traffic element includes: Obtain the speed of the dynamic traffic element in the traffic environment; Based on the dynamic distance and the speed of movement, the proportional enhancement coefficient corresponding to the dynamic traffic element is determined by potential field theory and a third preset formula. The third preset formula is as follows: In the formula, c is the propagation speed of the potential field. The direction angle of the dynamic distance. This refers to the velocity decomposition of the dynamic traffic element on the X-axis. This represents the velocity decomposition of the dynamic traffic element on the Y-axis.

7. The road traffic environment assessment method as described in claim 1, characterized in that, The step of determining the complexity of the current traffic environment based on the static element complexity and the dynamic element complexity includes: Obtain the weight coefficients corresponding to the static element complexity and the dynamic element complexity, respectively; The complexity of the current traffic environment is determined by a fourth preset formula based on the weighting coefficients, the static element complexity, and the dynamic element complexity. The fourth preset formula is: In the formula, The complexity of the traffic environment, The static element complexity The corresponding weighting coefficients, The complexity of the dynamic element The corresponding weighting coefficients.

8. A road traffic environment assessment device, characterized in that, The device includes: The information acquisition module is used to acquire current driving viewpoint information, as well as static traffic element information and dynamic traffic element information in the current road. The current driving viewpoint information is the coordinate point information of the elliptical viewpoint of the driver's eyes. The static element complexity determination module is used to input the current driving viewpoint information and the static traffic element information into a preset traffic environment static element calculation model to obtain the static element complexity. The dynamic element complexity determination module is used to input the current driving viewpoint information and the dynamic traffic element information into a preset traffic environment dynamic element calculation model to obtain the dynamic element complexity. A traffic environment complexity determination module is used to determine the current traffic environment complexity based on the static element complexity and the dynamic element complexity. The traffic environment assessment module is used to assess the traffic environment of the current road based on the complexity of the current traffic environment. The information acquisition module is further configured to acquire the specific category of the static traffic element, and determine the static virtual power of the corresponding static traffic element according to the specific category. The static virtual power is obtained by constructing a judgment matrix to calculate the eigenvalues ​​and eigenvectors, and after passing a consistency test. The module also acquires the static distance between the static traffic element and the driver's viewpoint. Based on the static distance and the static virtual power, a preset traffic environment static element calculation model is established using potential field theory and a first preset formula. The first preset formula is: In the formula, C J Let be the static element complexity, where 'a' is the static traffic element and 'n' is the number of static traffic elements. The static virtual power level, The static distance is denoted as .

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