Interactive vehicle determination method and device, electronic equipment and storage medium

Abstract

The invention provides an interactive vehicle determination method and device, electronic equipment and a storage medium, and relates to the technical field of computers, in particular to the technical fields of intelligent transportation, automatic driving and the like. According to the specific implementation scheme, under the condition that a target vehicle is located on a first lane, the vehicle state of a second lane is obtained, and the first lane and the second lane are adjacent lanes in a confluence area; under the condition that the vehicle state shows that the first vehicle exists in a second lane within the front range of the target vehicle, determining the interaction degree between the first vehicle and the target vehicle; and under the condition that the interaction degree of the first vehicle and the target vehicle is greater than or equal to a first degree threshold value and the first vehicle is not located in the risk avoidance area in the front range of the target vehicle, determining that the first vehicle is an interaction vehicle of the target vehicle. According to the technical scheme provided by the invention, the number of determined interaction vehicles can be reduced, so that the decision-making efficiency of the target vehicle and the success rate of decision-making are improved.

Description

Technical Field

[0001] The present disclosure relates to the field of computer technology, and in particular to technical fields such as intelligent transportation and autonomous driving. Background Art

[0002] In a converging scenario, the target vehicle needs to determine the interactive vehicles based on the surrounding dynamic traffic environment, and then make reasonable multi-vehicle interactive decisions and plans so that the target vehicle can safely pass through the converging area. In the prior art, interactive vehicles are mainly determined based on the relative distance between the target vehicle and other vehicles, such as determining other vehicles whose relative distance is less than a distance threshold as interactive vehicles. However, the method of determining interactive vehicles based only on relative distance will identify non-interactive vehicles whose distance to the target vehicle is less than a distance threshold as interactive vehicles, resulting in misjudgment, and then resulting in too many interactive vehicles being determined, which will increase the decision-making time of the target vehicle or directly lead to decision failure. Summary of the invention

[0003] The present disclosure provides an interactive vehicle determination method, device, electronic device and storage medium.

[0004] According to a first aspect of the present disclosure, there is provided a method for determining an interactive vehicle, comprising:

[0005] When the target vehicle is located in the first lane, obtaining the vehicle state of the second lane, wherein the first lane and the second lane are adjacent lanes in the merging area;

[0006] determining a degree of interaction between the first vehicle and the target vehicle when the vehicle state of the second lane indicates that there is a first vehicle in the second lane in front of the target vehicle;

[0007] When the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold and the first vehicle is not located in a risk avoidance area in front of the target vehicle, the first vehicle is determined to be an interactive vehicle of the target vehicle, wherein the interactive vehicle is a vehicle that can influence the driving decision of the target vehicle, and the risk avoidance area is an area under the confluence area where vehicles are prone to collision.

[0008] According to a second aspect of the present disclosure, there is provided an interactive vehicle determination device, comprising:

[0009] A state acquisition module, used for acquiring a vehicle state of a second lane when the target vehicle is located in the first lane, wherein the first lane and the second lane are adjacent lanes in a merging area;

[0010] an interaction degree determination module, configured to determine an interaction degree between the first vehicle and the target vehicle when the vehicle state of the second lane indicates that there is a first vehicle in the second lane in front of the target vehicle;

[0011] An interactive vehicle determination module is used to determine that the first vehicle is an interactive vehicle of the target vehicle when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold and the first vehicle is not located in a risk avoidance area in front of the target vehicle, wherein the interactive vehicle is a vehicle that can affect the driving decision of the target vehicle, and the risk avoidance area is an area under the merging area where vehicles are prone to collision.

[0012] According to a third aspect of the present disclosure, there is provided an electronic device, including:

[0013] at least one processor; and

[0014] a memory communicatively connected to the at least one processor; wherein,

[0015] The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the interactive vehicle determination method of the first aspect described above.

[0016] According to a fourth aspect of the present disclosure, a non-transitory computer-readable storage medium storing computer instructions is provided, wherein the computer instructions are used to cause the computer to execute the interactive vehicle determination method of the aforementioned first aspect.

[0017] According to a fifth aspect of the present disclosure, a computer program product is provided, comprising a computer program, which, when executed by a processor, implements the interactive vehicle determination method of the aforementioned first aspect.

[0018] According to a sixth aspect of the present disclosure, a vehicle is provided, the vehicle comprising the electronic device according to the third aspect.

[0019] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present disclosure, nor is it intended to limit the scope of the present disclosure. Other features of the present disclosure will become easily understood through the following description.

[0020] The technical solution provided by the embodiment of the present disclosure can screen out vehicles that are located in the front range of the target vehicle, have a degree of interaction with the target vehicle greater than or equal to a first degree threshold, and are not located in the risk avoidance area as interactive vehicles of the target vehicle. Compared with the method of determining interactive vehicles based only on relative distance in the prior art, interactive vehicles of the target vehicle can be screened more accurately, thereby reducing the number of interactive vehicles, thereby improving the decision-making efficiency of the target vehicle and increasing the success rate of decision-making. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings are used to better understand the present solution and do not constitute a limitation of the present disclosure.

[0022] Figure 1 is a flow chart of a method for determining an interactive vehicle according to an embodiment of the present disclosure;

[0023] Figure 2 is a schematic diagram of an exemplary scenario of an interactive vehicle determination method provided according to an embodiment of the present disclosure;

[0024] Figure 3 is another exemplary scenario schematic diagram of an interactive vehicle determination method provided according to an embodiment of the present disclosure;

[0025] Figure 4 is another exemplary scenario schematic diagram of an interactive vehicle determination method provided according to an embodiment of the present disclosure;

[0026] Figure 5 is another exemplary scenario schematic diagram of an interactive vehicle determination method provided according to an embodiment of the present disclosure;

[0027] Figure 6 is another exemplary scenario schematic diagram of an interactive vehicle determination method provided according to an embodiment of the present disclosure;

[0028] Figure 7 is another flow chart of a method for determining an interactive vehicle according to an embodiment of the present disclosure;

[0029] Figure 8 is a schematic block diagram of an interactive vehicle determination device provided according to an embodiment of the present disclosure;

[0030] Fig. 9 is another schematic block diagram of an interactive vehicle determination device provided according to an embodiment of the present disclosure;

[0031] Fig.10 It is a block diagram of an electronic device provided by an embodiment of the present disclosure. DETAILED DESCRIPTION

[0032] The following is a description of exemplary embodiments of the present disclosure in conjunction with the accompanying drawings, including various details of the embodiments of the present disclosure to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be recognized by those of ordinary skill in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present disclosure. Similarly, for the sake of clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.

[0033] The first aspect of the present disclosure provides a method for determining an interactive vehicle, such as Figure 1 As shown, including:

[0034] S101, when the target vehicle is located in a first lane, obtaining a vehicle state of a second lane, wherein the first lane and the second lane are adjacent lanes in a merging area.

[0035] S102: When the vehicle state of the second lane indicates that there is a first vehicle in the second lane in front of the target vehicle, determine the degree of interaction between the first vehicle and the target vehicle.

[0036] S103, when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold, and the first vehicle is not located in a risk avoidance area in front of the target vehicle, determining that the first vehicle is an interactive vehicle of the target vehicle, wherein the interactive vehicle is a vehicle that can influence the driving decision of the target vehicle, and the risk avoidance area is an area under the confluence area where vehicles are prone to collision.

[0037] The target vehicle may be an autonomous vehicle.

[0038] The above interactive vehicle determination method can be implemented by an electronic device. Exemplarily, the electronic device can be a device installed in the vehicle, such as a terminal with computing and / or processing capabilities. Exemplarily, the electronic device can also be a device that can communicate with the vehicle, wherein the communication can be wired communication or wireless communication, and the electronic device can be any one of a terminal, a server, and the like.

[0039] By adopting the above scheme, vehicles that are located in the front range of the target vehicle, have a degree of interaction with the target vehicle greater than or equal to the first degree threshold, and are not located in the risk avoidance area can be screened as interactive vehicles of the target vehicle. Compared with the method of determining interactive vehicles based only on relative distance in the prior art, interactive vehicles of the target vehicle can be screened more accurately, thereby reducing the number of interactive vehicles, thereby improving the decision-making efficiency of the target vehicle and increasing the success rate of decision-making.

[0040] In some possible implementations, when the target vehicle is located in the first lane, before obtaining the vehicle status of the second lane, the method may also include: determining whether the target vehicle is located in a lane within the merging area; when it is determined that the target vehicle is located in a lane within the merging area, taking the lane where the target vehicle is located as the first lane, and taking the lane adjacent to the first lane in the merging area as the second lane.

[0041] In addition, the method may further include: when it is determined that the target vehicle is not located in a lane within the merging area, continuously determining whether the target vehicle is located in a lane within the merging area.

[0042] The merging area may at least include the merging endpoints of adjacent lanes. That is, the merging area may at least include the merging endpoints of the first lane and the second lane.

[0043] After the second lane is determined, the front range of the target vehicle may be determined.

[0044] The front range can be determined based on the current position of the target vehicle and the converging end point of the first lane and the second lane. Specifically, the starting position of the front range can be flush with the current position of the target vehicle, or can be in front of the current position of the target vehicle. The current position of the target vehicle can be the position where the center, the front of the vehicle, etc. of the target vehicle are located. The ending position of the front range can be flush with the converging end point of the first lane and the second lane, or can exceed the converging end point. In an example of the present disclosure, the starting position of the front range is flush with the position where the center of the target vehicle is located, and the ending position is flush with the converging end point of the first lane and the second lane.

[0045] The vehicle state of the second lane may include one of the following: there is no vehicle in the second lane in front of the target vehicle, or there are one or more vehicles in the second lane in front of the target vehicle. This embodiment does not limit the method for obtaining the vehicle state of the second lane.

[0046] After obtaining the vehicle status of the second lane, the method may also include: when the vehicle status of the second lane indicates that there are one or more vehicles in the second lane in front of the target vehicle, determining the first vehicle and determining the degree of interaction between the first vehicle and the target vehicle.

[0047] Among them, the determining of the first vehicle may include: when there is a vehicle in the second lane within the front range of the target vehicle, the vehicle in the second lane within the front range of the target vehicle can be directly used as the first vehicle; or, when there are multiple vehicles in the second lane within the front range of the target vehicle, any one of the multiple vehicles in the second lane within the front range of the target vehicle can be used as the first vehicle; or, when there are multiple vehicles in the second lane within the front range of the target vehicle, one vehicle can be selected from the multiple vehicles according to a first preset rule as the first vehicle; or, when there are multiple vehicles in the second lane within the front range of the target vehicle, the multiple vehicles in the second lane within the front range of the target vehicle can be directly used as the first vehicle.

[0048] Among them, the first preset rule can be set according to actual conditions. For example, the first preset rule may include selecting one of multiple vehicles that is closest to the target vehicle as the first vehicle, or selecting one of multiple vehicles of the same type as the target vehicle as the first vehicle, etc. As long as a vehicle can be selected as the first vehicle from multiple vehicles in the second lane located in front of the target vehicle based on the first preset rule, it is within the protection scope of this embodiment, and the possible contents of the first preset rule are not exhaustively enumerated and limited here.

[0049] The directly treating the multiple vehicles existing in the second lane in the front range of the target vehicle as the first vehicles may refer to directly treating the multiple vehicles existing in the second lane in the front range of the target vehicle as the multiple first vehicles. That is to say, the number of first vehicles may be multiple. Specifically, when there are multiple vehicles in the second lane in the front range of the target vehicle, these multiple vehicles are treated as multiple first vehicles. Further, the same subsequent processing may be performed in parallel for each of the multiple first vehicles (such as the processing of determining in parallel whether each first vehicle is an interactive vehicle of the target vehicle), or the same subsequent processing may be performed in sequence for different first vehicles in the multiple first vehicles (such as the processing of determining in sequence whether each first vehicle is an interactive vehicle of the target vehicle). The possible subsequent processing and execution order of all first vehicles are not exhaustively enumerated or limited here.

[0050] In some possible implementations, determining the degree of interaction between the first vehicle and the target vehicle may specifically include: determining the degree of interaction between the first vehicle and the target vehicle based on a relative distance and / or relative speed between the first vehicle and the target vehicle.

[0051] In some other possible implementations, determining the degree of interaction between the first vehicle and the target vehicle may specifically include: determining the degree of interaction between the first vehicle and the target vehicle based on a collision index between the first vehicle and the target vehicle.

[0052] The collision index may include: a head-on collision distance between the first vehicle and the target vehicle.

[0053] Among them, the head-on collision time distance between the first vehicle and the target vehicle can be equal to the quotient of the relative distance between the first vehicle and the target vehicle divided by the speed of the target vehicle; or it can be equal to the time difference between the time when the first vehicle arrives at the merging end point and the time when the target vehicle arrives at the merging end point.

[0054] The degree of interaction may be represented by a numerical value or a grade.

[0055] For example, when the interaction degree is expressed in a graded manner, the grades of the interaction degree from low to high may be weak, strong, etc., respectively.

[0056] For example, when the method for determining the degree of interaction is based on the head-on collision time distance, determining the degree of interaction between the first vehicle and the target vehicle may specifically include: calculating the time difference between the time when the first vehicle arrives at the confluence end point and the time when the target vehicle arrives at the confluence end point; when the time difference is less than a preset time difference threshold, determining that the degree of interaction between the first vehicle and the target vehicle is strong interaction; when the time difference is greater than or equal to the preset time difference threshold, determining that the degree of interaction between the first vehicle and the target vehicle is weak interaction.

[0057] It should be noted that the “distance” in the present application refers to the distance along the driving direction, rather than the line connecting the first vehicle and the target vehicle.

[0058] The setting method of the first degree threshold matches the expression method of the interaction degree. For example, when the expression method of the interaction degree is a grade method, and the grades include weak, relatively weak, relatively strong, and strong, and the first degree threshold is relatively strong, when the interaction degree between the first vehicle and the target vehicle is relatively strong or strong, the interaction degree between the first vehicle and the target vehicle is greater than or equal to the first degree threshold.

[0059] After determining that there is a first vehicle in the second lane in the front range of the target vehicle and determining the degree of interaction between the first vehicle and the target vehicle, the following processing can be performed: when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to the first degree threshold and the first vehicle is not located in the risk avoidance area in the front range of the target vehicle, the first vehicle is determined to be an interactive vehicle of the target vehicle. In other words, no other judgments need to be performed, and only based on the degree of interaction between the first vehicle in the second lane in the front range of the target vehicle and the target vehicle, it can be determined whether the first vehicle is an interactive vehicle of the target vehicle. In this way, the interactive vehicles of the target vehicle can be efficiently and accurately screened, thereby improving the decision-making efficiency of the target vehicle and improving the success rate of decision-making.

[0060] In some possible implementations, the method further includes: obtaining the vehicle status of the first lane in the front range of the target vehicle. Accordingly, when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold, and the first vehicle is not located in the risk avoidance area in the front range of the target vehicle, determining that the first vehicle is an interactive vehicle of the target vehicle includes: when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to the first degree threshold, the first vehicle is not located in the risk avoidance area in the front range of the target vehicle, and the vehicle status of the first lane in the front range of the target vehicle indicates that there is no vehicle in the first lane, determining that the first vehicle is an interactive vehicle of the target vehicle.

[0061] The vehicle state of the first lane in the front range of the target vehicle may include one of the following: no vehicle exists in the first lane in the front range of the target vehicle, and one or more vehicles exist in the first lane in the front range of the target vehicle. This embodiment does not limit the method for determining the vehicle state of the first lane in the front range of the target vehicle.

[0062] The risk avoidance area is an area under the merging area where vehicles are prone to collision. The risk avoidance area can be determined based on the merging end point of the merging area and the turning point of the outer lane line of the merging lane (the first lane or the second lane). Specifically, the risk avoidance area can have an end position and a start position. The determination methods of the end position and the start position of the risk avoidance area are described respectively:

[0063] In one example, the end position of the risk avoidance area may be flush with the confluence end point of the confluence area.

[0064] In one example, the end position of the risk avoidance area may not be flush with the confluence end point of the confluence area, and the distance between the end position of the risk avoidance area and the confluence end point of the confluence area is a first distance.

[0065] For example, the end position of the risk avoidance area may be a position extending outwardly from the confluence end point by a first distance. For another example, the end position of the risk avoidance area may be a position extending inwardly from the confluence end point by a first distance. Among them, the first distance can be set according to actual conditions, but the first distance should be smaller than the distance between the target vehicle and the confluence end point, which is not limited here. The position extending outwardly from the confluence end point by a first distance may refer to a position extending from the confluence end point along the straight driving direction of the target vehicle by a first distance. The position extending inwardly from the confluence end point by a first distance may refer to a position extending from the confluence end point by a first distance in the opposite direction of the straight driving direction of the target vehicle.

[0066] In one example, the starting position of the risk avoidance area may be flush with the inflection point.

[0067] In one example, the starting position of the risk avoidance area may not be flush with the inflection point, and the distance between the starting position and the inflection point is the second distance.

[0068] For example, the starting position of the risk avoidance area is the position where the inflection point extends outwards by a second distance. For another example, the ending position of the risk avoidance area may be the position where the inflection point extends inwards by a second distance. Among them, the second distance can be set according to actual conditions, but the second distance should be smaller than the distance between the target vehicle and the inflection point, which is not limited here. The position where the inflection point extends outwards by a second distance may refer to the position where the second distance is extended from the inflection point along the straight driving direction of the target vehicle. The position where the inflection point extends inwards by a second distance may refer to the position where the second distance is extended from the inflection point in the opposite direction of the straight driving direction of the target vehicle.

[0069] In an example of the present disclosure, the end position of the risk avoidance area is flush with the confluence end point, and the start position is flush with the inflection point.

[0070] Combination Figure 2 The above scheme is described by taking the first lane as the merging lane under the merging area, and the starting position of the front range is flush with the position of the center of the target vehicle P0, and the ending position is flush with the merging end point of the first lane and the second lane, and the starting position of the risk avoidance area is flush with the turning point of the outer lane line of the merging lane (the first lane), and the ending position is flush with the merging end point of the first lane and the second lane as an example. Figure 2As shown, there are vehicles P1 and P2 in the second lane in front of the target vehicle P0, and there is no vehicle in the first lane in front of the target vehicle P0; in the case where vehicle P1 is the first vehicle, if the degree of interaction between vehicle P1 (i.e., the first vehicle) and the target vehicle P0 is greater than or equal to a first degree threshold, vehicle P1 (i.e., the first vehicle) is determined to be the interactive vehicle of the target vehicle P0; in the case where vehicle P2 is the first vehicle, since vehicle P2 (i.e., the first vehicle) is located in the risk avoidance area, it is determined that vehicle P2 (i.e., the first vehicle) is not the interactive vehicle of the target vehicle P0.

[0071] from Figure 2 It can be seen that for vehicles located in the risk avoidance area, such as vehicle P2, in order to ensure that the target vehicle P0 can pass safely, the driving decision of the target vehicle P0 is generally: do not change lanes, or change lanes and follow vehicle P2. Therefore, the driving decision of the target vehicle P0 for vehicle P2 is to follow the vehicle, and there is no need to interact with vehicle P2. Therefore, by determining whether it is located in the risk avoidance area, it is possible to ensure that the target vehicle can pass safely while excluding vehicles that do not need to make interactive decisions with the target vehicle.

[0072] Through the above scheme, the vehicle status of the first lane (that is, the current lane in the front range of the target vehicle) in the front range of the target vehicle is obtained, and it is provided that in the scenario where there is no vehicle in the first lane in the front range of the target vehicle, based on the degree of interaction between the first vehicle and the target vehicle in the second lane in the front range of the target vehicle (that is, the adjacent lane in the front range of the target vehicle) and the positional relationship between the first vehicle and the risk avoidance area, it is determined whether the first vehicle is an interactive vehicle. In this way, it is more accurately determined that the vehicle in the adjacent lane in the front range of the target vehicle that has a high degree of interaction with the target vehicle is an interactive vehicle.

[0073] In some possible implementations, the method further includes: obtaining a vehicle status of the first lane within a range in front of the target vehicle; and obtaining a relative position relationship between the first vehicle and the second vehicle when the vehicle status of the first lane within a range in front of the target vehicle indicates that there is a second vehicle in the first lane.

[0074] The method of determining the first vehicle as an interactive vehicle of the target vehicle when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold and the first vehicle is not located in a risk avoidance area in front of the target vehicle comprises: determining the first vehicle as an interactive vehicle of the target vehicle when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold, the first vehicle is not located in a risk avoidance area in front of the target vehicle, and the overtaking condition of the target vehicle is determined to be met based on the relative position relationship between the first vehicle and the second vehicle, wherein the overtaking condition of the target vehicle is a condition that enables the target vehicle to overtake the first vehicle.

[0075] The method of determining that the vehicle state of the first lane in the front range of the target vehicle indicates that there is a second vehicle in the first lane may include: determining the second vehicle when the vehicle state of the first lane in the front range of the target vehicle indicates that there are one or more vehicles in the first lane in the front range of the target vehicle.

[0076] Among them, the determining of the second vehicle may include: when there is a vehicle in the first lane within the front range of the target vehicle, the vehicle in the first lane within the front range of the target vehicle can be directly used as the second vehicle; or, when there are multiple vehicles in the first lane within the front range of the target vehicle, any one of the multiple vehicles in the first lane within the front range of the target vehicle can be used as the second vehicle; or, when there are multiple vehicles in the first lane within the front range of the target vehicle, one vehicle can be selected from the multiple vehicles according to a second preset rule as the second vehicle; or, when there are multiple vehicles in the first lane within the front range of the target vehicle, the multiple vehicles in the first lane within the front range of the target vehicle can be directly used as the second vehicle.

[0077] Among them, the second preset rule can be set according to actual conditions. For example, the second preset rule can be similar to the first preset rule in the aforementioned embodiment. The second preset rule can include selecting one of multiple vehicles that is closest to the target vehicle as the second vehicle, or selecting one of multiple vehicles of the same type as the target vehicle as the second vehicle, etc. As long as a vehicle can be selected as the second vehicle from multiple vehicles in the first lane in front of the target vehicle based on the second preset rule, it is within the protection scope of this embodiment, and the possible contents of the second preset rule are not exhaustively enumerated and limited here.

[0078] Directly treating the multiple vehicles existing in the first lane in the front range of the target vehicle as the second vehicles may refer to directly treating the multiple vehicles existing in the first lane in the front range of the target vehicle as the multiple second vehicles. In other words, the number of second vehicles may be multiple. Specifically, when there are multiple vehicles in the first lane in the front range of the target vehicle, these multiple vehicles are treated as multiple second vehicles. Further, the same subsequent processing may be performed in parallel for each of the multiple second vehicles, or the same subsequent processing may be performed sequentially for different second vehicles in the multiple second vehicles. The possible subsequent processing and execution order of all second vehicles are not exhaustively enumerated or limited here.

[0079] Combination Figure 3 The above scheme is described by taking the first lane as the merging lane under the merging area, and the starting position of the front range is flush with the position of the center of the target vehicle P0, and the ending position is flush with the merging end point of the first lane and the second lane, and the starting position of the risk avoidance area is flush with the turning point of the outer lane line of the merging lane (the first lane), and the ending position is flush with the merging end point of the first lane and the second lane as an example. Figure 3 As shown, there are vehicles P1 and P2 in the second lane in front of the target vehicle P0, and there is vehicle Q1 (i.e., the second vehicle) in the first lane in front of the target vehicle P0; in the case where vehicle P1 is the first vehicle, if the degree of interaction between vehicle P1 (i.e., the first vehicle) and the target vehicle P0 is greater than or equal to the first degree threshold, and based on the relative position relationship between vehicle P1 (i.e., the first vehicle) and vehicle Q1 (i.e., the second vehicle), it is determined that the overtaking condition of the target vehicle P0 is met, then vehicle P1 (i.e., the first vehicle) is determined to be the interactive vehicle of the target vehicle P0; in the case where vehicle P2 is the first vehicle, since vehicle P2 (i.e., the first vehicle) is located in the risk avoidance area, it is determined that vehicle P2 (i.e., the first vehicle) is not the interactive vehicle of the target vehicle P0.

[0080] By adopting the above scheme, in the scenario where there is a first vehicle in the second lane in the front range of the target vehicle (that is, the adjacent lane in the front range of the target vehicle), and there is a second vehicle in the first lane in the front range of the target vehicle (that is, the current lane in the front range of the target vehicle), when determining whether the first vehicle is an interactive vehicle, in addition to the degree of interaction between the first vehicle and the target vehicle and the positional relationship between the first vehicle and the risk avoidance area, it is also based on the relative positional relationship between the first vehicle and the second vehicle. In this way, it is possible to ensure that the target vehicle can pass safely while further excluding vehicles in the adjacent lanes in the front range that do not need to make interactive decisions with the target vehicle.

[0081] In some possible implementations, the overtaking condition of the target vehicle includes at least one of the following: the first vehicle is located behind the second vehicle; the relative distance between the front of the first vehicle and the rear of the second vehicle is greater than or equal to a distance threshold.

[0082] The distance threshold may be a pre-set fixed value or a value that varies with the speed of the first vehicle, etc., which is not limited here. In an example of the present disclosure, when the distance threshold is a pre-set fixed value, the distance threshold may be 10 meters.

[0083] In an example of the present disclosure, the overtaking condition of the target vehicle includes: the first vehicle is located behind the second vehicle, and the relative distance between the front of the first vehicle and the rear of the second vehicle is greater than or equal to a distance threshold. That is, when the first vehicle is located behind the second vehicle, and the relative distance between the front of the first vehicle and the rear of the second vehicle is greater than or equal to the distance threshold, it is determined that the overtaking condition of the target vehicle is met based on the relative position relationship between the first vehicle and the second vehicle.

[0084] For example, still combined Figure 3 For example, when the first vehicle P1 is located behind the second vehicle Q1, and the relative distance between the front of the first vehicle P1 and the rear of the second vehicle Q1 is greater than or equal to the distance threshold, the driving decision of the target vehicle P0 to merge into the second lane can be to change lanes to the second lane and drive ahead of the first vehicle P1 (i.e., to exceed the first vehicle P1), or to change lanes to the second lane and drive behind the first vehicle P1 (i.e., not exceed the first vehicle). In this case, the target vehicle P0 needs to interact with the first vehicle P1 to select a suitable driving strategy for merging into the second lane, so that the target vehicle P0 can merge into the second lane safely. On the contrary, when the first vehicle is located before the second vehicle, or the first vehicle is located behind the second vehicle, but the relative distance between the front of the first vehicle and the rear of the second vehicle is less than the distance threshold, it is determined based on the relative position relationship between the first vehicle and the second vehicle that the overtaking condition of the target vehicle is not met.

[0085] When the first vehicle is ahead of the second vehicle, in order to ensure that the target vehicle can pass safely, the driving decision of the target vehicle to merge into the second lane is to change lanes to the second lane and drive behind the first vehicle, that is, in this case, the driving decision of the target vehicle to the first vehicle is to follow the vehicle, and there is no need to interact with the first vehicle. Therefore, the overtaking condition of the target vehicle in this example can exclude the vehicle ahead of the second vehicle, thereby ensuring that the target vehicle can merge into the second lane safely, and reducing the number of vehicles that make interactive decisions with the target vehicle.

[0086] Because when the first vehicle is behind the second vehicle and the relative distance between the front of the first vehicle and the rear of the second vehicle is less than the distance threshold, the relative distance between the first vehicle and the second vehicle is small, which is not enough for the target vehicle to change lanes to the front of the first vehicle. In order to ensure that the target vehicle can pass safely, the driving decision of the target vehicle to merge into the second lane is to change lanes to the second lane and drive behind the first vehicle, that is, the driving decision of the target vehicle to the first vehicle is to follow the vehicle, and there is no need to interact with the first vehicle. Based on this, this example sets the overtaking condition of the target vehicle to exclude vehicles that are behind the second vehicle and the relative distance between the front of the vehicle and the rear of the second vehicle is less than the distance threshold, thereby ensuring that the target vehicle can merge into the second lane safely while excluding vehicles that do not need to make interactive decisions with the target vehicle.

[0087] By adopting the above scheme, the overtaking condition of the corresponding target vehicle is set according to the relative position relationship between the first vehicle and the second vehicle, so that non-interactive vehicles on adjacent lanes in the front range can be excluded more accurately, thereby ensuring the accuracy of the interactive vehicles finally screened out.

[0088] Based on the description of the foregoing embodiments, it can be known that the vehicle status of the second lane may include: the vehicle status of the second lane within the range in front of the target vehicle; the vehicle status of the second lane within the range in front of the target vehicle may include one of the following: there is no vehicle in the second lane within the range in front of the target vehicle, and there are one or more vehicles in the second lane within the range in front of the target vehicle.

[0089] Furthermore, the vehicle state of the second lane may also include: the vehicle state of the second lane within the rear range of the target vehicle. Here, the vehicle state of the second lane within the rear range of the target vehicle may include one of the following: there is no vehicle in the second lane within the rear range of the target vehicle, and there are one or more vehicles in the second lane within the rear range of the target vehicle. This embodiment does not limit the method for determining the vehicle state of the second lane within the rear range of the target vehicle.

[0090] In a possible implementation, the order of acquiring the vehicle status of the second lane may be: first acquiring the vehicle status of the second lane in the front range of the target vehicle; then acquiring the vehicle status of the second lane in the rear range of the target vehicle. In this implementation, since the vehicle status of the second lane in the front range of the target vehicle can be acquired first, and then the vehicle status of the second lane in the rear range of the target vehicle can be acquired, it is beneficial to screen the interactive vehicles from front to back on the second lane, and it is beneficial to screen out the interactive vehicles in front in time, which is in line with the order of considering the interactive vehicles from front to back in the subsequent multi-vehicle interactive decision.

[0091] In another possible implementation, the order of acquiring the vehicle status of the second lane may also be: first acquire the vehicle status of the second lane within the rear range of the target vehicle; and then acquire the vehicle status of the second lane within the front range of the target vehicle.

[0092] In some possible implementations, regardless of the processing of the vehicle status of the second lane within the rear range of the target vehicle, before or after obtaining the vehicle status of the second lane within the front range of the target vehicle, this implementation can also filter the interactive vehicles in combination with the vehicle status of the second lane within the rear range of the target vehicle.

[0093] Specifically, the method provided by this embodiment may also include: when the vehicle state of the second lane indicates that there is a third vehicle in the second lane within the rear range of the target vehicle, determining the degree of interaction between the third vehicle and the target vehicle; when the degree of interaction between the third vehicle and the target vehicle is greater than or equal to a second degree threshold, determining that the third vehicle is an interactive vehicle of the target vehicle.

[0094] After obtaining the vehicle status of the second lane, the method may further include: determining a third vehicle when the vehicle status of the second lane in the rear range of the target vehicle indicates that there are one or more vehicles in the second lane in the rear range of the target vehicle.

[0095] Among them, the determining of the third vehicle may include: when there is a vehicle in the second lane within the rear range of the target vehicle, the vehicle in the second lane within the rear range of the target vehicle can be directly used as the third vehicle; or, when there are multiple vehicles in the second lane within the rear range of the target vehicle, any one of the multiple vehicles in the second lane within the rear range of the target vehicle can be used as the third vehicle; or, when there are multiple vehicles in the second lane within the rear range of the target vehicle, one vehicle can be selected from the multiple vehicles according to a third preset rule as the third vehicle; or, when there are multiple vehicles in the second lane within the rear range of the target vehicle, the multiple vehicles in the second lane within the rear range of the target vehicle can be directly used as the third vehicle.

[0096] Among them, the third preset rule can be set according to actual conditions. For example, the third preset rule can be similar to the first preset rule in the aforementioned embodiment. The third preset rule can include selecting one of multiple vehicles that is closest to the target vehicle as the third vehicle, or selecting one of multiple vehicles of the same type as the target vehicle as the third vehicle, etc. As long as a vehicle can be selected as the third vehicle from multiple vehicles in the second lane located behind the target vehicle based on the third preset rule, it is within the protection scope of this embodiment, and the possible contents of the third preset rule are not exhaustively enumerated and limited here.

[0097] Directly treating the multiple vehicles existing in the second lane within the rear range of the target vehicle as the third vehicles may refer to directly treating the multiple vehicles existing in the second lane within the rear range of the target vehicle as multiple third vehicles. In other words, the number of third vehicles may be multiple. Specifically, when there are multiple vehicles in the second lane within the rear range of the target vehicle, these multiple vehicles are treated as multiple third vehicles. Further, the same subsequent processing may be performed in parallel for each of the multiple third vehicles, or the same subsequent processing may be performed sequentially for different third vehicles among the multiple third vehicles. The possible subsequent processing and execution order of all third vehicles are not exhaustively enumerated or limited here.

[0098] Wherein, the method for determining the degree of interaction between the third vehicle and the target vehicle is the same as the method for determining the degree of interaction between the first vehicle and the target vehicle, and is not described in detail here. Correspondingly, the method for setting the second degree threshold is also the same as the method for setting the first degree threshold. The second degree threshold may be equal to the first degree threshold, for example, the first degree threshold and the second degree threshold are both relatively strong. The second degree threshold may also not be equal to the first degree threshold, for example, the first degree threshold may be relatively strong, and the second degree threshold may be strong.

[0099] The processing of the presence of a third vehicle in the second lane within the rear range of the target vehicle can also be combined with the vehicle status of the second lane within the front range of the target vehicle and the first lane within the front range of the target vehicle to perform relevant processing, which can be specifically divided into the following three situations: In the first situation, there is a third vehicle in the second lane within the rear range of the target vehicle, there is a first vehicle in the second lane within the front range of the target vehicle, and there is no vehicle in the first lane within the front range of the target vehicle; In the second situation, there is a third vehicle in the second lane within the rear range of the target vehicle, there is a first vehicle in the second lane within the front range of the target vehicle, and there is a second vehicle in the first lane within the front range of the target vehicle; In the third situation, there is a third vehicle in the second lane within the rear range of the target vehicle, there is no vehicle in the second lane within the front range of the target vehicle, and there is no vehicle in the first lane within the front range of the target vehicle.

[0100] The following will be combined Figure 4 , Figure 5 , Figure 6 , the first case, the second case, and the third case are respectively exemplified.

[0101] Figure 4 , Figure 5 and Figure 6 In the figure, a method of determining the interacting vehicle of the target vehicle P0 is exemplarily shown when the merging lane is the first lane with the merging area, and the starting position of the front range is flush with the position of the center of the target vehicle P0, and the ending position is flush with the merging end point of the first lane and the second lane, and the starting position of the risk avoidance area is flush with the turning point of the outer lane line of the merging lane (the first lane), and the ending position is flush with the merging end point of the first lane and the second lane, and the ending position of the rear range is flush with the position of the center of the target vehicle P0.

[0102] Combination Figure 4 The first case is described as follows: there are vehicles P1 and P2 in the second lane in the front range of the target vehicle P0, there are no vehicles in the first lane in the front range of the target vehicle, and there is vehicle P3 in the second lane in the rear range of the target vehicle P0; when vehicle P1 is the first vehicle, if the degree of interaction between vehicle P1 (i.e., the first vehicle) and the target vehicle P0 is greater than or equal to the first degree threshold, vehicle P1 (i.e., the first vehicle) is determined to be the interactive vehicle of the target vehicle P0; when vehicle P2 is the first vehicle, since vehicle P2 (i.e., the first vehicle) is located in the risk avoidance area, it is determined that vehicle P2 (i.e., the first vehicle) is not the interactive vehicle of the target vehicle P0. Vehicle P3 is the third vehicle, and when the degree of interaction between vehicle P3 (i.e., the third vehicle) and the target vehicle P0 is greater than or equal to the second degree threshold, vehicle P3 (i.e., the third vehicle) is determined to be the interactive vehicle of the target vehicle P0.

[0103] Combination Figure 5An exemplary description is given for the second situation mentioned above, specifically: there are vehicles P1 and P2 in the second lane in the front range of the target vehicle P0, there is vehicle Q1 (i.e., the second vehicle) in the first lane in the front range of the target vehicle P0, and there is vehicle P3 in the second lane in the rear range of the target vehicle P0; in the case where vehicle P1 is the first vehicle, if the degree of interaction between vehicle P1 (i.e., the first vehicle) and the target vehicle P0 is greater than or equal to the first degree threshold, and based on the relative position relationship between vehicle P1 (i.e., the first vehicle) and vehicle Q1 (i.e., the second vehicle), it is determined that the overtaking condition of the target vehicle P0 is met, then vehicle P1 (i.e., the first vehicle) is determined to be the interactive vehicle of the target vehicle P0; in the case where vehicle P2 is the first vehicle, since vehicle P2 (i.e., the first vehicle) is located in the risk avoidance area, it is determined that vehicle P2 (i.e., the first vehicle) is not the interactive vehicle of the target vehicle P0. Vehicle P3 is a third vehicle. When the degree of interaction between vehicle P3 (ie, the third vehicle) and the target vehicle P0 is greater than or equal to a second degree threshold, vehicle P3 (ie, the third vehicle) is determined to be the interactive vehicle of the target vehicle P0.

[0104] Combination Figure 6 An exemplary explanation is given for the aforementioned third situation, specifically: there is no vehicle in the second lane in the front range of the target vehicle P0, there is no vehicle in the first lane in the front range of the target vehicle P0, and there is a vehicle P3 in the second lane in the rear range of the target vehicle P0; vehicle P3 is the third vehicle, and when the degree of interaction between vehicle P3 (i.e., the third vehicle) and the target vehicle P0 is greater than or equal to the second degree threshold, it is determined that vehicle P3 (i.e., the third vehicle) is the interactive vehicle of the target vehicle P0.

[0105] By adopting the above technical solution, in a scenario where the vehicle status of the second lane indicates that there is a third vehicle in the second lane within the rear range of the target vehicle (that is, the adjacent lane within the rear range of the target vehicle), interactive vehicles with a high degree of interaction with the target vehicle in the adjacent lane within the rear range can be screened out, and vehicles in the adjacent lane within the rear range that do not need to make interactive decisions with the target vehicle can be excluded.

[0106] In some embodiments, the method further includes: determining that there is no interactive vehicle in front of the target vehicle when the vehicle status of the second lane indicates that there is no vehicle in the second lane in front of the target vehicle and there is no vehicle in the second lane in the rear of the target vehicle.

[0107] Through the above technical solution, a method for determining that there is no interactive vehicle for the target vehicle is provided, which is conducive to making driving decisions for the non-existent interactive vehicles in a timely manner in practical applications.

[0108] The method for determining the rear range of the target vehicle mentioned in the above embodiment is further explained.

[0109] In some possible implementations, the manner of determining the rear range may include: determining the rear range based on the current position of the target vehicle and a distance value, wherein the distance value may be preset.

[0110] Determining the rear range based on the current position and distance value of the target vehicle may include: extending the distance value from the current position of the target vehicle toward the rear of the target vehicle to obtain the starting position of the rear range; and determining the ending position of the rear range based on the current position of the target vehicle.

[0111] Determining the end position of the rear range based on the current position of the target vehicle may refer to: using a position flush with the current position of the target vehicle as the end position of the rear range; or using a position after the current position of the target vehicle as the end position of the rear range. The distance difference between the position after the current position of the target vehicle and the current position of the target vehicle is less than the distance value.

[0112] In a possible example, assuming that the preset distance value is 20 meters, the starting position of the rear range can be obtained by extending 20 meters from the current position of the target vehicle toward the rear of the target vehicle, and the current position of the target vehicle is used as the end position of the rear range.

[0113] In some possible implementations, the method of determining the rear range may include: calculating the product of the speed of the target vehicle and the protection time to obtain a distance value; and determining the rear range based on the current position of the target vehicle and the distance value.

[0114] Before performing the step of calculating the product of the speed of the target vehicle and the protection time to obtain the distance value, the method may further include: obtaining the protection time. The method of obtaining the protection time is not limited. The obtained protection time may be 2s, 3s, 4s, etc., which is not limited here.

[0115] The method of determining the rear range based on the current position of the target vehicle and the distance value is the same as that in the aforementioned embodiment and will not be described in detail.

[0116] In a possible example, the protection time is 3s and the speed of the target vehicle is 30km / h, then the distance value is equal to 30÷3.6×3=25m; the position 25m after the current position of the target vehicle is used as the starting position of the rear range, and the current position of the target vehicle is used as the ending position of the rear range.

[0117] Through the above scheme, the rear range is dynamically determined based on the speed of the target vehicle and the pre-acquired protection time. When the acquired protection time is the same, a larger rear range can be determined when the speed of the target vehicle is higher; a smaller rear range can be determined when the speed of the target vehicle is lower, so that the determined rear range has better applicability. For example, in a traffic jam scenario, the speeds of all vehicles in the first lane and the second lane are very slow. If the rear range is determined by a preset distance value, more vehicles will be determined in the second lane within the rear range, which results in a large amount of calculation and poor applicability. However, the method of determining the rear range based on the speed of the target vehicle provided in this embodiment will determine a smaller rear range, so that fewer vehicles can be determined in the second lane within the rear range, which results in a small amount of calculation and better applicability.

[0118] In some possible implementations, the method further includes: when the first lane is a merging lane under the merging area, using a first candidate protection time as the protection time; when the second lane is a merging lane under the merging area, using a second candidate protection time as the protection time, wherein the second candidate protection time is shorter than the first candidate protection time.

[0119] Wherein, when the first lane is a merging lane under the merging area, the target vehicle located in the first lane needs to change lanes to the second lane, and the target vehicle is in a low right of way. Correspondingly, when the second lane is a merging lane under the merging area, the target vehicle located in the first lane is going straight, and the target vehicle is in a high right of way.

[0120] Optionally, the second candidate protection time and the first candidate protection time are both preset or preconfigured. Optionally, the second candidate protection time and the first candidate protection time may be in a candidate protection time set, and there may be two or more candidate protection times in the candidate protection time set. This time, two different candidate protection times may be randomly selected from the candidate protection time set, and the larger one of the candidate protection times is used as the first candidate protection time, and the other one is used as the second candidate protection time.

[0121] Through the above scheme, different rear interaction ranges are set according to different road rights of the target vehicle. Specifically, when the speeds of the target vehicles are the same, when the target vehicle is in a low road right, a larger rear range is set, so that when the target vehicle merges from the merging lane (i.e., the first lane) into the main road (i.e., the second lane), more vehicles behind the target vehicle on the main road are considered as interaction vehicles; when the target vehicle is in a high road right, a smaller rear range is set, so that when the target vehicle is going straight on the main road (i.e., the first lane), fewer vehicles behind the target vehicle on the merging lane (i.e., the second lane) are considered as interaction vehicles. This is more in line with the traffic rules that require giving way to straight-moving vehicles when changing lanes and the interaction decisions made according to the traffic rules, thereby ensuring the safe passage of the target vehicle while reducing the amount of calculation.

[0122] In some possible implementations, the method further includes: when the first lane is a merging lane under the merging area, using a first candidate degree threshold as the first degree threshold; when the second lane is a merging lane under the merging area, using a second candidate degree threshold as the first degree threshold, wherein the second candidate degree threshold is greater than the first candidate degree threshold.

[0123] From the above, it can be known that when the first lane is a merging lane under the merging area, the target vehicle is in a low right of way; when the second lane is a merging lane under the merging area, the target vehicle is in a high right of way.

[0124] Optionally, the first candidate degree threshold and the second candidate degree threshold are both preset or preconfigured. Optionally, the first candidate degree threshold and the second candidate degree threshold may be in a candidate degree threshold set, and there may be two or more candidate degree thresholds in the candidate degree threshold set. This time, two different candidate degree thresholds may be randomly selected from the candidate degree threshold set, and the larger one of the candidate degree thresholds is used as the second candidate degree threshold, and the other is used as the first candidate degree threshold.

[0125] Therefore, through the above scheme, different first degree thresholds are set according to different road rights of the target vehicle. Specifically, when the target vehicle is in a low road right, a smaller first degree threshold is set, so that when the target vehicle merges from the merging lane (i.e., the first lane) into the main road (i.e., the second lane), more vehicles in front of the main road are regarded as interactive vehicles; when the target vehicle is in a high road right, a larger first degree threshold is set, so that when the target vehicle is going straight on the main road (i.e., the first lane), fewer vehicles in front of the merging lane (i.e., the second lane) are regarded as interactive vehicles. This is more in line with the traffic rules that require giving way to straight-moving vehicles when changing lanes and the interactive decisions made according to the traffic rules, thereby ensuring the safety of the target vehicle while reducing the amount of calculation.

[0126] In some possible implementations, the method further includes: when the first lane is a merging lane under the merging area, using the third candidate degree threshold as the second degree threshold; when the second lane is a merging lane under the merging area, using the fourth candidate degree threshold as the second degree threshold, wherein the fourth candidate degree threshold is greater than the third candidate degree threshold.

[0127] Optionally, the fourth candidate degree threshold and the third candidate degree threshold are both preset or preconfigured. Optionally, the fourth candidate degree threshold and the third candidate degree threshold can be obtained in the same manner as the second candidate degree threshold and the first candidate degree threshold, which will not be described in detail herein.

[0128] Through the above scheme, different second degree thresholds are set according to different road rights of the target vehicle. Specifically, when the target vehicle is in a low road right, a smaller second degree threshold is set, so that when the target vehicle merges from the merging lane (i.e., the first lane) into the main road (i.e., the second lane), more vehicles behind the main road are regarded as interactive vehicles; when the target vehicle is in a high road right, a larger second degree threshold is set, so that when the target vehicle goes straight on the main road (i.e., the first lane), fewer vehicles behind the target vehicle on the merging lane (i.e., the second lane) are regarded as interactive vehicles. This is more in line with the traffic rules that require giving way to straight-going vehicles when changing lanes and the interactive decisions made according to the traffic rules, thereby ensuring the safety of the target vehicle while reducing the amount of calculation.

[0129] In some possible implementations, the method further includes: adjusting at least one of the following according to the driving decision algorithm capability applied to the target vehicle: a front range, a rear range, a first degree threshold, a second degree threshold.

[0130] Specifically, the decision algorithm capability applied to the target vehicle may be a single-vehicle decision or a multi-vehicle decision. When the decision algorithm capability applied to the target vehicle is a single-vehicle decision, at least one of the following may be adjusted: a front range, a rear range, a first degree threshold, a second degree threshold, so as to screen out one interactive vehicle for the target vehicle. When the decision algorithm capability applied to the target vehicle is a multi-vehicle decision, at least one of the following may be adjusted: a front range, a rear range, a first degree threshold, a second degree threshold, so as to screen out multiple interactive vehicles for the target vehicle.

[0131] Specifically, adjusting at least one of the following: the front range, the rear range, the first degree threshold, the second degree threshold may refer to performing at least one of the following processing: increasing the front range, increasing the rear range, reducing the first degree threshold, reducing the second degree threshold to increase the number of interactive vehicles screened out; it may also refer to performing at least one of the following processing: reducing the front range, reducing the rear range, increasing the first degree threshold, increasing the second degree threshold to reduce the number of interactive vehicles screened out.

[0132] Through the above technical solution, the number of interactive vehicles of the target vehicle can be adjusted to adapt to different driving decision-making algorithms, which has high practical application value in the engineering development of autonomous driving multi-vehicle interactive decision-making.

[0133] In some possible implementations, there are multiple interactive vehicles for the determined target vehicle, and the method further includes: screening the multiple interactive vehicles to select a target number of interactive vehicles from the multiple interactive vehicles.

[0134] Among them, the target number can be set according to the driving decision algorithm capability applied to the target vehicle. After obtaining multiple interactive vehicles, the interactive vehicles located in the front range can be arranged before the interactive vehicles located in the rear range; and when there are multiple interactive vehicles in the front range, the multiple interactive vehicles in the front range can be sorted from large to small according to the degree of interaction based on the degree of interaction between each interactive vehicle and the target vehicle; similarly, when there are multiple interactive vehicles in the rear range, the multiple interactive vehicles in the rear range can be sorted from large to small according to the degree of interaction based on the degree of interaction between each interactive vehicle and the target vehicle; thereby achieving the sorting of the multiple interactive vehicles obtained. After sorting, the target number of interactive vehicles ranked at the top are filtered. The filtered target number of interactive vehicles are adapted to the driving decision algorithm capability applied to the target vehicle.

[0135] Through the above technical solution, multiple interactive vehicles are screened, and a target number of interactive vehicles are selected from the multiple interactive vehicles. Different driving decision algorithms can be adapted, which has high practical application value in the engineering development of autonomous driving multi-vehicle interactive decision-making.

[0136] It should be noted that Figures 2 to 6 The first lane is taken as the merging lane in the merging area as an example, that is, Figures 2 to 6 Only the scenario where the target vehicle is in low right of way is shown. Figures 2 to 6 As can be seen from the above description, this solution is also applicable to the scenario where the first lane is the merged lane in the merging area, that is, the target vehicle is in a high road right, which will not be elaborated here.

[0137] Combine the following Figure 7 , the interactive vehicle determination method provided in the above embodiment is exemplarily described, including:

[0138] S701: When a target vehicle is located in a first lane, determine the right of way of the target vehicle based on the position of the first lane under a merging area.

[0139] S702: Based on the right-of-way condition of the target vehicle, determine a front range, a rear range, a first degree threshold, and a second degree threshold of the target vehicle.

[0140] After determining the front range, rear range, first degree threshold and second degree threshold of the target vehicle, the vehicle state of the second lane can be obtained. As can be seen from the above embodiments, the vehicle state of the second lane may include: the vehicle state of the second lane in the front range of the target vehicle and the vehicle state of the second lane in the rear range of the target vehicle; in a possible processing method provided in this example, the vehicle state of the second lane in the front range of the target vehicle is first obtained, and then the vehicle state of the second lane in the rear range of the target vehicle is obtained, as described below:

[0141] S703, obtaining the vehicle status of the second lane in the range in front of the target vehicle, wherein the second lane is a lane adjacent to the first lane in the merging area; when the vehicle status of the second lane in the range in front of the target vehicle indicates that there is no vehicle in the second lane, execute S704; when the vehicle status of the second lane in the range in front of the target vehicle indicates that there is a first vehicle in the second lane, execute S707.

[0142] S704, obtaining the vehicle status of the second lane within the rear range of the target vehicle. When the vehicle status of the second lane within the rear range of the target vehicle indicates that there is no vehicle in the second lane within the rear range, execute S705. When the vehicle status of the second lane within the rear range of the target vehicle indicates that there is a third vehicle in the second lane within the rear range, execute S706.

[0143] S705: Determine that there is no interactive vehicle in the front range and the rear range of the target vehicle, and end the process.

[0144] S706, determining the degree of interaction between the third vehicle and the target vehicle; when the degree of interaction between the third vehicle and the target vehicle is greater than or equal to a second degree threshold, determining that the third vehicle is an interactive vehicle of the target vehicle, and terminating the processing.

[0145] S707, obtaining the vehicle status of the second lane within the rear range of the target vehicle. When the vehicle status of the second lane within the rear range of the target vehicle indicates that there is no vehicle in the second lane, execute S708. When the vehicle status of the second lane within the rear range of the target vehicle indicates that there is a third vehicle in the second lane, execute S711.

[0146] S708, obtaining the vehicle status of the first lane in the front range of the target vehicle. When the vehicle status of the first lane in the front range of the target vehicle indicates that there is no vehicle in the first lane, execute S709. When the vehicle status of the first lane in the front range of the target vehicle indicates that there is a second vehicle in the first lane, execute S710.

[0147] S709, when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold and the first vehicle is not located in a risk avoidance area in front of the target vehicle, the first vehicle is determined to be an interactive vehicle of the target vehicle and the processing ends.

[0148] S710, obtaining the relative position relationship between the first vehicle and the second vehicle; when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold, the first vehicle is not located in the risk avoidance area in front of the target vehicle, and the overtaking condition of the target vehicle is determined to be met based on the relative position relationship between the first vehicle and the second vehicle, the first vehicle is determined to be an interactive vehicle of the target vehicle, and the processing is terminated.

[0149] S711, obtaining the vehicle status of the first lane in the front range of the target vehicle. When the vehicle status of the first lane in the front range of the target vehicle indicates that there is no vehicle in the first lane, execute S712. When the vehicle status of the first lane in the front range of the target vehicle indicates that there is a second vehicle in the first lane, execute S713.

[0150] S712, when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold and the first vehicle is not located in the risk avoidance area in front of the target vehicle, determine that the first vehicle is an interactive vehicle of the target vehicle; obtain the degree of interaction between the third vehicle and the target vehicle, and when the degree of interaction between the third vehicle and the target vehicle is greater than or equal to a second degree threshold, determine that the third vehicle is an interactive vehicle of the target vehicle.

[0151] S713, obtaining the relative position relationship between the first vehicle and the second vehicle; determining that the first vehicle is an interactive vehicle of the target vehicle when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold, the first vehicle is not located in a risk avoidance area in front of the target vehicle, and the overtaking condition of the target vehicle is determined to be met based on the relative position relationship between the first vehicle and the second vehicle; obtaining the degree of interaction between the third vehicle and the target vehicle, and determining that the third vehicle is an interactive vehicle of the target vehicle when the degree of interaction between the third vehicle and the target vehicle is greater than or equal to a second degree threshold.

[0152] Through the above technical solution, it is possible to ensure that the target vehicle can pass safely while screening out interactive vehicles with a high degree of interaction, excluding vehicles that do not need to make interactive decisions with the target vehicle, reducing the number of interactive vehicles, and then reducing the decision-making time of the target vehicle and improving the success rate of the decision, ensuring the rationality of the subsequent target vehicle's multi-vehicle interactive decision-making and planning, and reducing the complexity of multi-vehicle interactive decision-making and planning. Since the target vehicle generally considers the interactive vehicles in the front range of the target vehicle first when making multi-vehicle interactive decisions and planning, this embodiment determines the interactive vehicles in the front range and rear range of the target vehicle in sequence, which is more suitable for the target vehicle's needs for multi-vehicle interactive decision-making and planning, and has high practical application value in the engineering development of autonomous driving multi-vehicle interactive decision-making.

[0153] A second aspect of the present disclosure provides an interactive vehicle determination device, such as Figure 8 As shown, including:

[0154] The state acquisition module 801 is used to acquire the vehicle state of the second lane when the target vehicle is located in the first lane, wherein the first lane and the second lane are adjacent lanes in the merging area;

[0155] An interaction degree determination module 802, configured to determine an interaction degree between the first vehicle and the target vehicle when the vehicle state of the second lane indicates that there is a first vehicle in the second lane in front of the target vehicle;

[0156] The interactive vehicle determination module 803 is used to determine that the first vehicle is an interactive vehicle of the target vehicle when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold and the first vehicle is not located in a risk avoidance area in front of the target vehicle, wherein the interactive vehicle is a vehicle that can influence the driving decision of the target vehicle, and the risk avoidance area is an area under the confluence area where vehicles are prone to collision.

[0157] The state acquisition module is used to acquire the vehicle state of the first lane in the front range of the target vehicle; when the vehicle state of the first lane in the front range of the target vehicle indicates that there is a second vehicle in the first lane, acquire the relative position relationship between the first vehicle and the second vehicle.

[0158] The interactive vehicle determination module is used to determine that the first vehicle is an interactive vehicle of the target vehicle when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold, the first vehicle is not located in a risk avoidance area in front of the target vehicle, and the overtaking condition of the target vehicle is determined to be met based on the relative position relationship between the first vehicle and the second vehicle, wherein the overtaking condition of the target vehicle is a condition that enables the target vehicle to overtake the first vehicle.

[0159] The overtaking condition of the target vehicle includes at least one of the following: the first vehicle is located behind the second vehicle; and the relative distance between the front of the first vehicle and the rear of the second vehicle is greater than or equal to a distance threshold.

[0160] The interaction degree determination module is used to determine the interaction degree between the third vehicle and the target vehicle when the vehicle state of the second lane indicates that there is a third vehicle in the second lane within the rear range of the target vehicle;

[0161] The interactive vehicle determination module is used to determine that the third vehicle is an interactive vehicle of the target vehicle when the degree of interaction between the third vehicle and the target vehicle is greater than or equal to a second degree threshold.

[0162] like Fig. 9 As shown, the interactive vehicle determination device provided in this embodiment also includes a range determination module 804.

[0163] The range determination module 804 is used to calculate the product of the speed of the target vehicle and the protection time to obtain a distance value; and determine the rear range based on the current position of the target vehicle and the distance value.

[0164] The range determination module is used to use a first candidate protection time as the protection time when the first lane is a merging lane under the merging area; and use a second candidate protection time as the protection time when the second lane is a merging lane under the merging area, wherein the second candidate protection time is shorter than the first candidate protection time.

[0165] like Fig. 9 As shown, the interactive vehicle determination device also includes a degree threshold determination module 805.

[0166] The degree threshold determination module 805 is used to use a first candidate degree threshold as the first degree threshold when the first lane is a merging lane under the merging area; and use a second candidate degree threshold as the first degree threshold when the second lane is a merging lane under the merging area, wherein the second candidate degree threshold is greater than the first candidate degree threshold.

[0167] According to an embodiment of the present disclosure, the present disclosure also provides an electronic device, a readable storage medium and a computer program product.

[0168] Fig.10 A schematic block diagram of an example electronic device 1000 that can be used to implement an embodiment of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present disclosure described and / or required herein.

[0169] like Fig.10 As shown, the electronic device 1000 includes a computing unit 1001, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) 1002 or a computer program loaded from a storage unit 1008 into a random access memory (RAM) 1003. In the RAM 1003, various programs and data required for the operation of the electronic device 1000 can also be stored. The computing unit 1001, the ROM 1002, and the RAM 1003 are connected to each other via a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.

[0170] Multiple components in the electronic device 1000 are connected to the I / O interface 1005, including: an input unit 1006, such as a keyboard, a mouse, etc.; an output unit 1007, such as various types of displays, speakers, etc.; a storage unit 1008, such as a disk, an optical disk, etc.; and a communication unit 1009, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 1009 allows the electronic device 1000 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0171] The computing unit 1001 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the computing unit 1001 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, digital signal processors (DSPs), and any appropriate processors, controllers, microcontrollers, etc. The computing unit 1001 performs the various methods and processes described above. For example, in some embodiments, the various methods described above may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit 1008. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 1000 via ROM 1002 and / or communication unit 1009. When the computer program is loaded into RAM 1003 and executed by the computing unit 1001, one or more steps of the various methods described above may be performed. Alternatively, in other embodiments, the computing unit 1001 may be configured to perform the various methods described above in any other appropriate manner (e.g., by means of firmware).

[0172] According to yet another embodiment of the present disclosure, a vehicle is provided. The vehicle includes the electronic device 1000 of the above embodiment.

[0173] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0174] The program code for implementing the method of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0175] In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0176] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the computer. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0177] The systems and techniques described herein may be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), and the Internet.

[0178] A computer system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The relationship of client and server is generated by computer programs running on respective computers and having a client-server relationship with each other. The server may be a cloud server, a server of a distributed system, or a server combined with a blockchain.

[0179] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps recorded in this disclosure can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solutions disclosed in this disclosure can be achieved, and this document does not limit this.

[0180] The above specific implementations do not constitute a limitation on the protection scope of the present disclosure. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A method for determining an interactive vehicle, comprising: When the target vehicle is located in a first lane, obtaining a vehicle state in a second lane, wherein the first lane and the second lane are adjacent lanes in a merging area; determining a degree of interaction between the first vehicle and the target vehicle when the vehicle state of the second lane indicates that there is a first vehicle in the second lane in front of the target vehicle; When the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold and the first vehicle is not located in a risk avoidance area in front of the target vehicle, the first vehicle is determined to be an interactive vehicle of the target vehicle, wherein the interactive vehicle is a vehicle that can influence the driving decision of the target vehicle, and the risk avoidance area is an area under the confluence area where vehicles are prone to collision.

2. The method according to claim 1, further comprising: Acquire the vehicle status of the first lane in the front range of the target vehicle; When the vehicle state of the first lane in the front range of the target vehicle indicates that there is a second vehicle in the first lane, obtaining a relative position relationship between the first vehicle and the second vehicle; The step of determining that the first vehicle is an interactive vehicle of the target vehicle when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold and the first vehicle is not located in a risk avoidance area in front of the target vehicle comprises: When the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold, the first vehicle is not located in a risk avoidance area in front of the target vehicle, and the overtaking condition of the target vehicle is determined to be met based on the relative position relationship between the first vehicle and the second vehicle, the first vehicle is determined to be an interactive vehicle of the target vehicle, wherein the overtaking condition of the target vehicle is a condition that enables the target vehicle to overtake the first vehicle.

3. The method according to claim 2, wherein: The overtaking condition of the target vehicle includes at least one of the following: the first vehicle is located behind the second vehicle; and the relative distance between the front of the first vehicle and the rear of the second vehicle is greater than or equal to a distance threshold.

4. The method according to claim 1, wherein: The method further comprises: In a case where the vehicle state of the second lane indicates that there is a third vehicle in the second lane within the rear range of the target vehicle, determining the degree of interaction between the third vehicle and the target vehicle; In a case where the interaction degree between the third vehicle and the target vehicle is greater than or equal to a second degree threshold, the third vehicle is determined to be an interaction vehicle of the target vehicle.

5. The method according to claim 4, further comprising: Calculate the product of the speed of the target vehicle and the protection time to obtain a distance value; The rear range is determined based on the current position of the target vehicle and the distance value.

6. The method according to claim 5, further comprising: In a case where the first lane is a merging lane under the merging area, using a first candidate protection time as the protection time; In a case where the second lane is a merging lane under the merging area, a second candidate protection time is used as the protection time, wherein the second candidate protection time is shorter than the first candidate protection time.

7. The method according to any one of claims 1 to 6, further comprising: In a case where the first lane is a merging lane under the merging area, using a first candidate degree threshold as the first degree threshold; In the case where the second lane is a merging lane under the merging area, a second candidate degree threshold is used as the first degree threshold, wherein the second candidate degree threshold is greater than the first candidate degree threshold.

8. An interactive vehicle determination device, comprising: A state acquisition module, used for acquiring a vehicle state of a second lane when the target vehicle is located in a first lane, wherein the first lane and the second lane are adjacent lanes in a merging area; an interaction degree determination module, configured to determine an interaction degree between the first vehicle and the target vehicle when the vehicle state of the second lane indicates that there is a first vehicle in the second lane in front of the target vehicle; An interactive vehicle determination module is used to determine that the first vehicle is an interactive vehicle of the target vehicle when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold and the first vehicle is not located in a risk avoidance area in front of the target vehicle, wherein the interactive vehicle is a vehicle that can affect the driving decision of the target vehicle, and the risk avoidance area is an area under the merging area where vehicles are prone to collision.

9. The device according to claim 8, wherein: The state acquisition module is used to acquire the state of the vehicle in the first lane in the front range of the target vehicle; when the state of the vehicle in the first lane in the front range of the target vehicle indicates that there is a second vehicle in the first lane, acquire the relative position relationship between the first vehicle and the second vehicle; The interactive vehicle determination module is used to determine that the first vehicle is an interactive vehicle of the target vehicle when the degree of interaction between the first vehicle and the target vehicle is greater than or equal to a first degree threshold, the first vehicle is not located in a risk avoidance area in front of the target vehicle, and the overtaking condition of the target vehicle is determined to be met based on the relative position relationship between the first vehicle and the second vehicle, wherein the overtaking condition of the target vehicle is a condition that enables the target vehicle to overtake the first vehicle.

10. The device according to claim 9, wherein: The overtaking condition of the target vehicle includes at least one of the following: the first vehicle is located behind the second vehicle; and the relative distance between the front of the first vehicle and the rear of the second vehicle is greater than or equal to a distance threshold.

11. The device according to claim 8, wherein: The interaction degree determination module is used to determine the interaction degree between the third vehicle and the target vehicle when the vehicle state of the second lane indicates that there is a third vehicle in the second lane within the rear range of the target vehicle; The interactive vehicle determination module is used to determine that the third vehicle is an interactive vehicle of the target vehicle when the degree of interaction between the third vehicle and the target vehicle is greater than or equal to a second degree threshold.

12. The device according to claim 11, wherein The device further includes: a range determination module, which is used to calculate the product of the speed of the target vehicle and the protection time to obtain a distance value; and determine the rear range based on the current position of the target vehicle and the distance value.

13. The device according to claim 12, wherein: The range determination module is used to use a first candidate protection time as the protection time when the first lane is a merging lane under the merging area; and use a second candidate protection time as the protection time when the second lane is a merging lane under the merging area, wherein the second candidate protection time is shorter than the first candidate protection time.

14. The device according to any one of claims 8 to 13, wherein: The device also includes: A degree threshold determination module is used to use a first candidate degree threshold as the first degree threshold when the first lane is a merging lane under the merging area; and use a second candidate degree threshold as the first degree threshold when the second lane is a merging lane under the merging area, wherein the second candidate degree threshold is greater than the first candidate degree threshold.

15. An electronic device, comprising: at least one processor; as well as a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method according to any one of claims 1 to 7.

16. A non-transitory computer-readable storage medium storing computer instructions, wherein: The computer instructions are used to cause the computer to execute the method according to any one of claims 1-7.

17. A computer program product, comprising a computer program, which, when executed by a processor, implements the method according to any one of claims 1 to 7.

18. A vehicle comprising the electronic device according to claim 15.

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