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

Abstract

The present disclosure provides an interactive vehicle determination method and device, electronic equipment and storage medium, relates to the technical field of computers, and particularly relates to the technical field of intelligent transportation, automatic driving and the like. The specific implementation scheme is as follows: in a case where a target vehicle is located on a first lane, a vehicle state of a second lane is acquired, wherein the first lane and the second lane are adjacent lanes under a confluence area; in a case where the vehicle state indicates that the first lane has a first vehicle existing in a front range of the target vehicle, an interaction degree of the first vehicle and the target vehicle is determined; in a case where the interaction degree of 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 the front range of the target vehicle, the first vehicle is determined as an interactive vehicle of the target vehicle. The technical scheme provided by the present disclosure can reduce the number of determined interactive vehicles, thereby improving the decision-making efficiency of the target vehicle and improving the success rate of decision-making.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of computer, and particularly relates to the technical field of intelligent transportation, automatic driving and the like. BACKGROUND

[0002] In the merging scenario, the target vehicle needs to determine the interactive vehicle according to the surrounding dynamic traffic environment, and then make reasonable multi-vehicle interaction decision and planning, so that the target vehicle can safely pass through the merging area. In the prior art, the interactive vehicle is mainly determined based on the relative distance between the target vehicle and the other vehicle, such as determining the other vehicle with a relative distance less than a distance threshold as the interactive vehicle. However, the method of determining the interactive vehicle based on the relative distance only will identify the non-interactive vehicle with a distance less than the distance threshold from the target vehicle as the interactive vehicle, resulting in misjudgment, and thus resulting in too many determined interactive vehicles, thereby increasing the decision time of the target vehicle or directly leading to the failure of decision. SUMMARY

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

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

[0005] In the case that the target vehicle is located in the first lane, the vehicle state of the second lane is acquired, wherein the first lane and the second lane are adjacent lanes under the merging area;

[0006] In the case that the vehicle state of the second lane indicates that there is a first vehicle in the second lane in the front range of the target vehicle, the interaction degree of the first vehicle and the target vehicle is determined;

[0007] In the case that the interaction degree of 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, the first vehicle is determined as the interactive vehicle 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 in which vehicles are prone to collision under the merging area.

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

[0009] The state acquisition module is configured to acquire the vehicle state of the second lane in the case that the target vehicle is located in the first lane, wherein the first lane and the second lane are adjacent lanes under the merging area;

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

[0011] an interaction vehicle determination module, configured to determine the first vehicle as an interaction vehicle of the target vehicle in a case that the interaction degree 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 region of the front range of the target vehicle, wherein the interaction vehicle is a vehicle capable of affecting a driving decision of the target vehicle, and the risk avoidance region is a region in which vehicles are prone to collision in the confluence region.

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

[0013] at least one processor; and

[0014] a memory connected with the at least one processor in communication; wherein

[0015] the memory stores instructions executable 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 interaction vehicle determination method of the first aspect.

[0016] According to a fourth aspect of the present disclosure, a non-transitory computer readable storage medium storing computer instructions is provided, the computer instructions being used to cause the computer to perform the interaction vehicle determination method of the 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 interaction vehicle determination method of the first aspect.

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

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

[0020] The technical solution provided by the embodiments of the present disclosure can screen a vehicle located in the front range of a target vehicle, having an interaction degree with the target vehicle greater than or equal to a first degree threshold, and not located in a risk avoidance area, as an interaction vehicle of the target vehicle. Compared with the prior art which determines the interaction vehicle based on the relative distance, the technical solution provided by the embodiments of the present disclosure can more accurately screen the interaction vehicle of the target vehicle, thereby reducing the number of interaction vehicles, and improving the decision efficiency and success rate of the target vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0021] The accompanying drawings are used to better understand the present solution and do not limit the present disclosure. Among them:

[0022] Figure 1 is a flow diagram of an interaction vehicle determination method according to an embodiment of the present disclosure;

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

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

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

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

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

[0028] Figure 7 is another flow diagram of an interaction vehicle determination method according to an embodiment of the present disclosure;

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

[0030] Figure 9 is another schematic block diagram of an interaction vehicle determination apparatus according to an embodiment of the present disclosure;

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

[0032] Exemplary embodiments of the present disclosure are described herein below with reference to the accompanying drawings, in which various specific details are set forth to assist in a thorough understanding of these embodiments. It should be understood that various changes and modifications can be made to the embodiments described herein, without departing from the scope and spirit of the present disclosure. Also, it should be understood that the descriptions set forth herein are merely exemplary in nature and that other embodiments can fall within the scope of the present disclosure. As used herein, the term "exemplary" is used to mean "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other implementations. Furthermore, the use of the term "or" is meant to encompass both "and" and "or" unless explicitly stated otherwise.

[0033] The first aspect of the present disclosure provides a method for determining an interacting vehicle, comprising: Figure 1 as shown, comprising:

[0034] In S101, in a case where the target vehicle is located in a first lane, a vehicle state of a second lane is acquired, wherein the first lane and the second lane are adjacent lanes under a confluence area.

[0035] In S102, in a case where the vehicle state of the second lane indicates that a first vehicle exists in the second lane within a front range of the target vehicle, an interaction degree between the first vehicle and the target vehicle is determined.

[0036] In S103, in a case where the interaction degree 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 within the front range of the target vehicle, the first vehicle is determined as an interacting vehicle of the target vehicle, wherein the interacting vehicle is a vehicle capable of affecting the driving decision of the target vehicle, and the risk avoidance area is an area in which vehicles are prone to collision under the confluence area.

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

[0038] The above method for determining an interacting vehicle can be implemented by an electronic device. Exemplarily, the electronic device can be a device installed in a vehicle, such as a terminal with computing and / or processing capabilities. Exemplarily, the electronic device can also be a device capable of communicating with the vehicle, wherein the communication can be wired 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 located within the front range of the target vehicle, having an interaction degree greater than or equal to a first degree threshold with the target vehicle, and not located in the risk avoidance area, can be screened as the interacting vehicle of the target vehicle. Compared with the prior art which determines the interacting vehicle based on the relative distance, the interacting vehicle of the target vehicle can be more accurately screened, and the number of interacting vehicles can be reduced, thereby improving the decision efficiency of the target vehicle and increasing the success rate of decision.

[0040] In some possible implementation manners, before the vehicle state of the second lane is acquired when the target vehicle is located in the first lane, the method can further include: determining whether the target vehicle is located in a lane within the confluence region; and when it is determined that the target vehicle is located in a lane within the confluence region, taking the lane where the target vehicle is located as the first lane, and taking a lane adjacent to the first lane within the confluence region as the second lane.

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

[0042] The confluence region can include at least a confluence end of the adjacent lanes. That is, the confluence region can include at least a confluence end of the first lane and the second lane.

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

[0044] The front range can be determined according to a current position of the target vehicle and a confluence end of the first lane and the second lane. Specifically, a start position of the front range can be flush with the current position of the target vehicle, or can be before the current position of the target vehicle. The current position of the target vehicle can be a position where a center, a front end, or the like of the target vehicle is located. A terminal position of the front range can be flush with the confluence end of the first lane and the second lane, or can exceed the confluence end. In an example of the present disclosure, the start position of the front range is flush with a position where the center of the target vehicle is located, and the terminal position is flush with the confluence end of the first lane and the second lane.

[0045] The vehicle state of the second lane can include one of: no vehicle in the front range of the target vehicle in the second lane, and one or more vehicles in the front range of the target vehicle in the second lane. The manner of acquiring the vehicle state of the second lane is not limited in the present embodiment.

[0046] After the vehicle state of the second lane is obtained, the method can further include: when the vehicle state of the second lane indicates that there is one or more vehicles in the second lane in the front range of the target vehicle, determining a first vehicle, and determining an interaction degree between the first vehicle and the target vehicle.

[0047] The determining the first vehicle can include: in a case where one vehicle exists in the second lane in the front range of the target vehicle, directly taking the one vehicle existing in the second lane in the front range of the target vehicle as the first vehicle; or in a case where a plurality of vehicles exist in the second lane in the front range of the target vehicle, taking any one of the plurality of vehicles existing in the second lane in the front range of the target vehicle as the first vehicle; or in a case where a plurality of vehicles exist in the second lane in the front range of the target vehicle, screening one vehicle from the plurality of vehicles as the first vehicle according to a first preset rule; or in a case where a plurality of vehicles exist in the second lane in the front range of the target vehicle, directly taking the plurality of vehicles existing in the second lane in the front range of the target vehicle as the first vehicle.

[0048] The first preset rule can be set according to actual conditions, for example, the first preset rule can include selecting one of the plurality of vehicles closest to the target vehicle as the first vehicle, or selecting one of the plurality of vehicles of the same type as the target vehicle as the first vehicle, and the like, as long as one vehicle can be selected from the plurality of vehicles in the second lane in the front range of the target vehicle as the first vehicle based on the first preset rule, which is within the protection scope of the embodiment, and the possible content of the first preset rule is not exhausted and limited here.

[0049] The directly taking the plurality of vehicles existing in the second lane in the front range of the target vehicle as the first vehicle can refer to directly taking the plurality of vehicles existing in the second lane in the front range of the target vehicle as a plurality of first vehicles. That is, the number of first vehicles can be multiple, specifically, in a case where a plurality of vehicles exist in the second lane in the front range of the target vehicle, the plurality of vehicles are taken as a plurality of first vehicles. Further, the same subsequent processing can be performed in parallel for each of the plurality of first vehicles (such as processing of judging whether each first vehicle is an interactive vehicle of the target vehicle in parallel), or the same subsequent processing can be performed in sequence for different first vehicles of the plurality of first vehicles (such as processing of judging whether each first vehicle is an interactive vehicle of the target vehicle in sequence), and the possible subsequent processing and execution order of all first vehicles are not exhausted or limited here.

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

[0051] In some possible implementation manners, the determining the interaction degree of the first vehicle and the target vehicle can include: determining the interaction degree of the first vehicle and the target vehicle based on a collision index of the first vehicle and the target vehicle.

[0052] The collision index can include a head-on collision time distance of the first vehicle and the target vehicle.

[0053] The head-on collision time distance of the first vehicle and the target vehicle can be equal to a quotient of a relative distance between the first vehicle and the target vehicle divided by a speed of the target vehicle, or can be equal to a time difference between a time at which the first vehicle reaches the merging end point and a time at which the target vehicle reaches the merging end point.

[0054] The interaction degree can be represented in a numerical or a level manner.

[0055] For example, when the interaction degree is represented in a level manner, the levels of the interaction degree from low to high can be weak, strong, and the like.

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

[0057] It should be noted that the "distance" in the present application represents a distance in a driving direction, rather than a line connecting the first vehicle and the target vehicle.

[0058] The setting manner of the first degree threshold is matched with the expression manner of the interaction degree. For example, when the expression manner of the interaction degree is a level manner, the levels include weak, relatively weak, relatively strong, and strong, and the first degree threshold is relatively strong, in a case where the interaction degree of the first vehicle and the target vehicle is relatively strong or strong, the interaction degree of the first vehicle and the target vehicle is greater than or equal to the first degree threshold.

[0059] After determining that the first vehicle exists in the second lane within the front range of the target vehicle and determining the interaction degree between the first vehicle and the target vehicle, the following processing can be performed: in the case that the interaction degree 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 within the front range of the target vehicle, the first vehicle is determined as the interaction vehicle of the target vehicle. That is, other judgments can no longer be performed, and whether the first vehicle is the interaction vehicle of the target vehicle can be determined based on only the interaction degree between the first vehicle in the second lane within the front range of the target vehicle and the target vehicle, so that the interaction vehicle of the target vehicle can be efficiently and accurately screened, and the decision efficiency of the target vehicle and the success rate of the decision are improved.

[0060] In some possible implementation manners, the method further includes: obtaining a vehicle state of the first lane within the front range of the target vehicle. Correspondingly, the determining the first vehicle as the interaction vehicle of the target vehicle in the case that the interaction degree 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 within the front range of the target vehicle includes: in the case that the interaction degree 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 within the front range of the target vehicle, and the vehicle state of the first lane within the front range of the target vehicle indicates that the first lane does not exist a vehicle, the first vehicle is determined as the interaction vehicle of the target vehicle.

[0061] The vehicle state of the first lane within the front range of the target vehicle can include one of the following: the first lane within the front range of the target vehicle does not exist a vehicle, and the first lane within the front range of the target vehicle exists one or more vehicles. The manner of determining the vehicle state of the first lane within the front range of the target vehicle is not limited in this embodiment.

[0062] The risk avoidance area is an area in which vehicles are prone to collision under the confluence area. The risk avoidance area can be determined according to the confluence end point of the confluence area and the inflection point of the outer lane line of the merging lane (the first lane or the second lane). Specifically, the risk avoidance area can have a termination position and a starting position. The determination manners of the termination position and the starting position of the risk avoidance area are described as follows:

[0063] In an example, the termination position of the risk avoidance area can be flush with the confluence end point of the confluence area.

[0064] In an example, the termination position of the risk avoidance region can be not flush with the merging end point of the merging region, and the distance between the termination position of the risk avoidance region and the merging end point of the merging region is a first distance.

[0065] For example, the termination position of the risk avoidance region can be a position extending outward from the merging end point by the first distance. For another example, the termination position of the risk avoidance region can be a position extending inward from the merging end point by the first distance. The first distance can be set according to actual conditions, but the first distance should be less than the distance between the target vehicle and the merging end point, which is not limited herein. The position extending outward from the merging end point by the first distance can refer to a position extending from the merging end point by the first distance in the straight driving direction of the target vehicle. The position extending inward from the merging end point by the first distance can refer to a position extending from the merging end point by the first distance in the opposite direction of the straight driving direction of the target vehicle.

[0066] In an example, the starting position of the risk avoidance region can be flush with the inflection point.

[0067] In an example, the starting position of the risk avoidance region can be not flush with the inflection point, and the distance between the starting position of the risk avoidance region and the inflection point is a second distance.

[0068] For example, the starting position of the risk avoidance region is a position extending outward from the inflection point by the second distance. For another example, the termination position of the risk avoidance region can be a position extending inward from the inflection point by the second distance. The second distance can be set according to actual conditions, but the second distance should be less than the distance between the target vehicle and the inflection point, which is not limited herein. The position extending outward from the inflection point by the second distance can refer to a position extending from the inflection point by the second distance in the straight driving direction of the target vehicle. The position extending inward from the inflection point by the second distance can refer to a position extending from the inflection point by the second distance in the opposite direction of the straight driving direction of the target vehicle.

[0069] In an example of the present disclosure, the termination position of the risk avoidance region is flush with the merging end point, and the starting position of the risk avoidance region is flush with the inflection point.

[0070] In combination Figure 2 Taking the first lane as the merging lane under the merging region, and the starting position of the front range being flush with the position where the center of the target vehicle P0 is located, the termination position being flush with the merging end point of the first lane and the second lane, and the starting position of the risk avoidance region being flush with the inflection point of the lane line on the outside of the merging lane (the first lane), and the termination position being flush with the merging end point of the first lane and the second lane as an example, the above scheme is described. As shown in FIG. 6, the front range of the first lane is flush with the position where the center of the target vehicle P0 is located, and the termination position of the front range is flush with the merging end point of the first lane and the second lane. The starting position of the risk avoidance region is flush with the inflection point of the lane line on the outside of the first lane, and the termination position of the risk avoidance region is flush with the merging end point of the first lane and the second lane. Figure 2As shown, there are vehicle P1 and vehicle P2 in the second lane in the front range of the target vehicle P0, and there is no vehicle in the first lane in the front range of the target vehicle P0; in the case that the vehicle P1 is the first vehicle, if the interaction degree between the vehicle P1 (i.e., the first vehicle) and the target vehicle P0 is greater than or equal to the first degree threshold, it is determined that the vehicle P1 (i.e., the first vehicle) is the interaction vehicle of the target vehicle P0; in the case that the vehicle P2 is the first vehicle, since the vehicle P2 (i.e., the first vehicle) is located in the risk avoidance region, it is determined that the vehicle P2 (i.e., the first vehicle) is not the interaction vehicle of the target vehicle P0.

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

[0072] By the above scheme, the vehicle state of the first lane (i.e., the current lane in the front range of the target vehicle) in the front range of the target vehicle is obtained, which provides that in the case that there is no vehicle in the first lane in the front range of the target vehicle, the first vehicle on the second lane (i.e., the adjacent lane in the front range of the target vehicle) is determined to be the interaction vehicle based on the interaction degree between the first vehicle and the target vehicle and the positional relationship between the first vehicle and the risk avoidance region. In this way, the vehicle on the adjacent lane in the front range of the target vehicle with a high interaction degree with the target vehicle is more accurately determined to be the interaction vehicle.

[0073] In some possible implementation manners, the method further includes: obtaining the vehicle state of the first lane in the front range of the target vehicle; and in the case that the vehicle state of the first lane in the front range of the target vehicle indicates that the first lane has a second vehicle, obtaining the relative positional relationship between the first vehicle and the second vehicle.

[0074] In the case that the interaction degree 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-avoiding region in the front range of the target vehicle, the determination of the first vehicle as the interaction vehicle of the target vehicle comprises: in the case that the interaction degree 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-avoiding region in the front range of the target vehicle, and the overtake 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 as the interaction vehicle of the target vehicle, wherein the overtake condition of the target vehicle is a condition that enables the target vehicle to overtake the first vehicle.

[0075] The manner of determining that the vehicle state of the first lane in the front range of the target vehicle indicates that the second vehicle exists in the first lane in the front range of the target vehicle can comprise: in the case that the vehicle state of the first lane in the front range of the target vehicle indicates that one or more vehicles exist in the first lane in the front range of the target vehicle, the second vehicle is determined.

[0076] The determination of the second vehicle can comprise: in the case that one vehicle exists in the first lane in the front range of the target vehicle, the one vehicle existing in the first lane in the front range of the target vehicle can be directly selected as the second vehicle; or in the case that multiple vehicles exist in the first lane in the front range of the target vehicle, any one of the multiple vehicles existing in the first lane in the front range of the target vehicle can be selected as the second vehicle; or in the case that multiple vehicles exist in the first lane in the front range of the target vehicle, one vehicle can be selected as the second vehicle from the multiple vehicles according to a second preset rule; or in the case that multiple vehicles exist in the first lane in the front range of the target vehicle, the multiple vehicles existing in the first lane in the front range of the target vehicle can be directly selected as the second vehicle.

[0077] 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 foregoing embodiments, the second preset rule can comprise selecting one of the multiple vehicles closest to the target vehicle as the second vehicle, or selecting one of the multiple vehicles of the same type as the target vehicle as the second vehicle, and the like, as long as one vehicle can be selected as the second vehicle from the multiple vehicles existing in the first lane in the front range of the target vehicle based on the second preset rule, it is within the protection scope of the embodiment, and the possible contents of the second preset rule are not exhausted and limited herein.

[0078] The directly taking the multiple vehicles existing in the first lane in the front range of the target vehicle as the second vehicle can refer to directly taking the multiple vehicles existing in the first lane in the front range of the target vehicle as multiple second vehicles. That is, the number of second vehicles can be multiple, and specifically, in the case where multiple vehicles exist in the first lane in the front range of the target vehicle, the multiple vehicles are taken as multiple second vehicles. Further, the same subsequent processing can be performed in parallel for each of the multiple second vehicles, or the same subsequent processing can also be performed in sequence for different second vehicles of the multiple second vehicles, and the possible subsequent processing and execution order of all second vehicles are not enumerated or limited here.

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

[0080] By adopting the above scheme, in the case where the first vehicle exists in the second lane in the front range of the target vehicle (i.e. the adjacent lane in the front range of the target vehicle), and the second vehicle exists in the first lane in the front range of the target vehicle (i.e. 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 interaction degree between the first vehicle and the target vehicle and the position relationship between the first vehicle and the risk avoidance area, the relative position relationship between the first vehicle and the second vehicle is also based on. In this way, while ensuring the safety of the target vehicle, the vehicles on the adjacent lane in the front range that do not need to make interaction decisions with the target vehicle are further excluded.

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

[0082] The distance threshold can be a preset fixed value, a value varying with the speed of the first vehicle, or the like, which is not limited herein. In an example of the present disclosure, when the distance threshold is a preset fixed value, the distance threshold can be 10 meters.

[0083] In an example of the present disclosure, the overtaking condition of the target vehicle comprises: 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. 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 in combination with Figure 3 For example, still in combination with

[0085] 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 safely merge into the second lane. Conversely, when the first vehicle is located in front of 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 that the overtaking condition of the target vehicle is not met based on the relative position relationship between the first vehicle and the second vehicle.

[0086] Since the relative distance between the first vehicle and the second vehicle is small 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 target vehicle cannot change lanes to in front of the first vehicle, and 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 follow the first vehicle, that is, the driving decision of the target vehicle to the first vehicle is to follow the first vehicle, and no interaction is needed with the first vehicle. Based on this, the present example sets the overtaking condition of the target vehicle to exclude vehicles that are behind the second vehicle and have a relative distance between the front of the vehicle and the rear of the second vehicle less than the distance threshold, thereby ensuring that the target vehicle can safely merge into the second lane while excluding vehicles that do not need to make interaction decisions with the target vehicle.

[0087] By using the above scheme, the overtaking condition of the target vehicle is set according to the relative position relationship between the first vehicle and the second vehicle, which can more accurately exclude non-interaction vehicles on the adjacent lane within the front range, thereby ensuring the accuracy of the final selected interaction vehicles.

[0088] Based on the foregoing description of the embodiments, the vehicle state of the second lane can include: the vehicle state of the second lane within the front range of the target vehicle; the vehicle state of the second lane within the front range of the target vehicle can include one of: no vehicle in the second lane within the front range of the target vehicle, and one or more vehicles in the second lane within the front range of the target vehicle.

[0089] Further, the vehicle state of the second lane can 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 can include one of: no vehicle in the second lane within the rear range of the target vehicle, and one or more vehicles in the second lane within the rear range of the target vehicle. The way to determine the vehicle state of the second lane within the rear range of the target vehicle is not limited in this embodiment.

[0090] In one possible implementation, the acquisition sequence of the vehicle state of the second lane can be: first acquiring the vehicle state of the second lane within the front range of the target vehicle; and then acquiring the vehicle state of the second lane within the rear range of the target vehicle. In this implementation, since the vehicle state of the second lane within the front range of the target vehicle can be acquired first and then the vehicle state of the second lane within the rear range of the target vehicle is acquired, it is beneficial to screen interaction vehicles from front to back on the second lane, beneficial to timely screen interaction vehicles in front, and consistent with the order of considering interaction vehicles from front to back in subsequent multi-vehicle interaction decisions.

[0091] In yet another possible implementation, the order of obtaining the vehicle state of the second lane can also be: obtaining the vehicle state of the second lane in the rear range of the target vehicle first; and obtaining the vehicle state of the second lane in the front range of the target vehicle second.

[0092] In some possible implementations, no matter the processing of the vehicle state of the second lane in the rear range of the target vehicle, the present implementation can also screen the interactive vehicle according to the vehicle state of the second lane in the rear range of the target vehicle before or after obtaining the vehicle state of the second lane in the front range of the target vehicle.

[0093] Specifically, the method provided by the present implementation can further include: in a case where the vehicle state of the second lane indicates that there is a third vehicle in the second lane in the rear range of the target vehicle, determining an interaction degree of the third vehicle with the target vehicle; and in a case where the interaction degree of the third vehicle with 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 state of the second lane, the method can further include: in a case where the vehicle state of the second lane in the rear range of the target vehicle indicates that there is one or more vehicles in the second lane in the rear range of the target vehicle, determining a third vehicle.

[0095] The determining of the third vehicle can include: in a case where there is one vehicle in the second lane in the rear range of the target vehicle, directly taking the one vehicle in the second lane in the rear range of the target vehicle as the third vehicle; or in a case where there are multiple vehicles in the second lane in the rear range of the target vehicle, taking any one of the multiple vehicles in the second lane in the rear range of the target vehicle as the third vehicle; or in a case where there are multiple vehicles in the second lane in the rear range of the target vehicle, screening one vehicle from the multiple vehicles as the third vehicle according to a third preset rule; or in a case where there are multiple vehicles in the second lane in the rear range of the target vehicle, directly taking the multiple vehicles in the second lane in the rear range of the target vehicle as the third vehicle.

[0096] 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 foregoing embodiments, the third preset rule can include selecting one of the plurality of vehicles closest to the target vehicle as the third vehicle, or selecting one of the plurality of vehicles of the same type as the target vehicle as the third vehicle, and the like, as long as one of the plurality of vehicles in the second lane in the rear range of the target vehicle can be selected as the third vehicle based on the third preset rule, it is within the protection scope of the present embodiment, and the third preset rule is not enumerated and limited here.

[0097] The plurality of vehicles in the second lane in the rear range of the target vehicle can be directly selected as the third vehicle. That is, the number of third vehicles can be multiple, specifically, in the case that a plurality of vehicles exist in the second lane in the rear range of the target vehicle, the plurality of vehicles are selected as a plurality of third vehicles. Further, the same subsequent processing can be performed in parallel for each of the plurality of third vehicles, or the same subsequent processing can be performed in sequence for different third vehicles of the plurality of third vehicles, and the subsequent processing and execution order of all third vehicles are not enumerated or limited here.

[0098] The manner of determining the interaction degree between the third vehicle and the target vehicle is the same as the manner of determining the interaction degree between the first vehicle and the target vehicle, and will not be repeated here. Correspondingly, the manner of setting the second degree threshold is also the same as the manner of setting the first degree threshold. The second degree threshold can be equal to the first degree threshold, for example, the first degree threshold and the second degree threshold are both strong. The second degree threshold can also be different from the first degree threshold, for example, the first degree threshold can be strong, and the second degree threshold can be strong.

[0099] The processing that the third vehicle exists in the second lane in the rear range of the target vehicle can also be combined with the vehicle state of the second lane in the front range of the target vehicle and the first lane in the front range of the target vehicle to perform related processing, which can be divided into the following three cases: the first case, the third vehicle exists in the second lane in the rear range of the target vehicle, the first vehicle exists in the second lane in the front range of the target vehicle, and no vehicle exists in the first lane in the front range of the target vehicle; the second case, the third vehicle exists in the second lane in the rear range of the target vehicle, the first vehicle exists in the second lane in the front range of the target vehicle, and the second vehicle exists in the first lane in the front range of the target vehicle; and the third case, the third vehicle exists in the second lane in the rear range of the target vehicle, no vehicle exists in the second lane in the front range of the target vehicle, and no vehicle exists in the first lane in the front range of the target vehicle.

[0100] The following will be described in combination with Figure 4 , Figure 5 , Figure 6 , respectively, to exemplarily illustrate the first case, the second case, and the third case.

[0101] Figure 4 , Figure 5 and Figure 6 , the merging lane under the first lane is exemplarily shown as the convergence area, and the starting position of the front range is flush with the position where the center of the target vehicle P0 is located, the terminal position is flush with the convergence end point of the first lane and the second lane, the starting position of the risk avoidance region is flush with the inflection point of the outer lane line of the merging lane (the first lane), and the terminal position is flush with the convergence end point of the first lane and the second lane, and the terminal position of the rear range is flush with the position where the center of the target vehicle P0 is located. The manner of determining the interaction vehicle of the target vehicle P0 in this case is exemplarily shown.

[0102] In combination with Figure 4 , the first case is exemplarily illustrated, specifically: there are vehicle P1 and vehicle P2 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, and there is vehicle P3 in the second lane in the rear range of the target vehicle P0; in the case that vehicle P1 is the first vehicle, if the interaction degree between vehicle P1 (i.e., the first vehicle) and the target vehicle P0 is greater than or equal to the first degree threshold, it is determined that vehicle P1 (i.e., the first vehicle) is the interaction vehicle of the target vehicle P0; in the case that vehicle P2 is the first vehicle, since vehicle P2 (i.e., the first vehicle) is located in the risk avoidance region, it is determined that vehicle P2 (i.e., the first vehicle) is not the interaction vehicle of the target vehicle P0. Vehicle P3 is the third vehicle, and in the case that the interaction degree 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 interaction vehicle of the target vehicle P0.

[0103] In combination with Figure 5For the second case, specifically, there are vehicle P1 and vehicle P2 in the second lane in front of the target vehicle P0, there is vehicle Q1 (i.e., the second vehicle) in the first lane in front of the target vehicle P0, and there is vehicle P3 in the second lane behind the target vehicle P0. In the case that vehicle P1 is the first vehicle, if the interaction degree between vehicle P1 (i.e., the first vehicle) and the target vehicle P0 is greater than or equal to the first degree threshold, and it is determined based on the relative position relationship between vehicle P1 (i.e., the first vehicle) and vehicle Q1 (i.e., the second vehicle) that the overtaking condition of the target vehicle P0 is met, vehicle P1 (i.e., the first vehicle) is determined to be the interaction vehicle of the target vehicle P0. In the case that vehicle P2 is the first vehicle, since vehicle P2 (i.e., the first vehicle) is located in the risk avoidance region, vehicle P2 (i.e., the first vehicle) is determined not to be the interaction vehicle of the target vehicle P0. Vehicle P3 is the third vehicle, and in the case that the interaction degree 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 interaction vehicle of the target vehicle P0.

[0104] In combination Figure 6 For the third case, specifically, there is no vehicle in the second lane in front of the target vehicle P0, there is no vehicle in the first lane in front of the target vehicle P0, and there is vehicle P3 in the second lane behind the target vehicle P0. Vehicle P3 is the third vehicle, and in the case that the interaction degree 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 interaction vehicle of the target vehicle P0.

[0105] By using the above technical solution, in the case that the vehicle state of the second lane indicates that there is a third vehicle in the second lane behind the target vehicle (i.e., in the adjacent lane behind the target vehicle), the interaction vehicle with a high interaction degree with the target vehicle on the adjacent lane behind the target vehicle can be screened out, and the vehicle on the adjacent lane behind the target vehicle that does not need to make an interaction decision with the target vehicle is excluded.

[0106] In some embodiments, the method further includes: in the case that the vehicle state 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 behind the target vehicle, determining that there is no interaction vehicle of the target vehicle.

[0107] By using the above technical solution, a method for determining that there is no interaction vehicle of a target vehicle is provided, which is beneficial for making a driving decision in time for the case that there is no interaction vehicle in practical applications.

[0108] The manner of determining the rear range of the target vehicle is further described.

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

[0110] The determining the rear range based on the current position of the target vehicle and the distance value can include: extending the distance value from the current position of the target vehicle to the direction of the tail of the target vehicle to obtain a start position of the rear range; and determining a termination position of the rear range based on the current position of the target vehicle.

[0111] The determining the termination position of the rear range based on the current position of the target vehicle can refer to: taking a position flush with the current position of the target vehicle as the termination position of the rear range; or taking a position after the current position of the target vehicle as the termination position of the rear range, where a 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 start position of the rear range can be obtained by extending 20 meters from the current position of the target vehicle to the direction of the tail of the target vehicle, and the current position of the target vehicle is taken as the termination position of the rear range.

[0113] In some possible implementation manners, the manner of determining the rear range can include: calculating a product of a speed of the target vehicle and a 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 the calculating the product of the speed of the target vehicle and the protection time to obtain the distance value, the method can further include: obtaining the protection time. The manner of obtaining the protection time is not limited. The obtained protection time can be 2 seconds, 3 seconds, 4 seconds, and the like, which are not limited herein.

[0115] The manner of determining the rear range based on the current position of the target vehicle and the distance value is the same as that of the foregoing embodiments, which is not described herein again.

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

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

[0118] In some possible implementations, the method further includes: in a case where the first lane is a merging lane under the confluence region, taking a first candidate protection time as the protection time; and in a case where the second lane is a merging lane under the confluence region, taking a second candidate protection time as the protection time, where the second candidate protection time is shorter than the first candidate protection time.

[0119] When the first lane is a merging lane under the confluence region, a target vehicle located on the first lane needs to change lanes to the second lane, and the target vehicle is in low road right. Correspondingly, when the second lane is a merging lane under the confluence region, a target vehicle located on the first lane is straight, and the target vehicle is in high road right.

[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 can be in a candidate protection time set, and there can be two or more candidate protection times in the candidate protection time set. In this case, two different candidate protection times can be randomly selected from the candidate protection time set, one of which is taken as the first candidate protection time, and the other is taken as the second candidate protection time.

[0121] By the above scheme, different rear interaction ranges are set for different road right situations of the target vehicle. Specifically, in the case that the speed of the target vehicle is the same, when the target vehicle is in low road right, a larger rear range is set to consider more vehicles behind the main road as interactive vehicles when the target vehicle merges from the merging lane (i.e. the first lane) into the main road (i.e. the second lane); when the target vehicle is in high road right, a smaller rear range is set to consider fewer vehicles behind the merging lane (i.e. the second lane) as interactive vehicles when the target vehicle is straight on the main road (i.e. the first lane), which is more in line with the traffic rules of giving way to straight vehicles when changing lanes and the interactive decision made according to the traffic rules, thereby realizing safe passing of the target vehicle while reducing the calculation amount.

[0122] In some possible implementation manners, the method further includes: in a case that the first lane is a merging lane under the confluence area, taking a first candidate degree threshold as the first degree threshold; in a case that the second lane is a merging lane under the confluence area, taking a second candidate degree threshold as the first degree threshold, where the second candidate degree threshold is greater than the first candidate degree threshold.

[0123] As known from the foregoing: when the first lane is a merging lane under the confluence area, the target vehicle is in low road right; when the second lane is a merging lane under the confluence area, the target vehicle is in high road right.

[0124] Optionally, the first candidate degree threshold and the second candidate degree threshold are preset or preconfigured. Optionally, the first candidate degree threshold and the second candidate degree threshold can be in a candidate degree threshold set, and there can be two or more candidate degree thresholds in the candidate degree threshold set. In this case, two different candidate degree thresholds can be randomly selected from the candidate degree threshold set, and a larger one of the two candidate degree thresholds is taken as the second candidate degree threshold, and the other one is taken as the first candidate degree threshold.

[0125] Therefore, by the above scheme, different first degree threshold values are set according to different road right situations in which the target vehicle is located. Specifically, when the target vehicle is in low road right, a smaller first degree threshold value is set, so that more vehicles in front on the main road are taken as interaction vehicles when the target vehicle merges from the merging lane (i.e., the first lane) into the main road (i.e., the second lane); when the target vehicle is in high road right, a larger first degree threshold value is set, so that fewer vehicles in front on the merging lane (i.e., the second lane) are taken as interaction vehicles when the target vehicle is straight on the main road (i.e., the first lane), which is more in line with the traffic rules that require vehicles changing lanes to give way to straight vehicles and the interaction decisions made according to the traffic rules, and thus the safety of the target vehicle is ensured while the calculation amount is reduced.

[0126] In some possible implementation manners, the method further includes: in a case where the first lane is a merging lane under the confluence area, taking a third candidate degree threshold value as the second degree threshold value; and in a case where the second lane is a merging lane under the confluence area, taking a fourth candidate degree threshold value as the second degree threshold value, where the fourth candidate degree threshold value is greater than the third candidate degree threshold value.

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

[0128] By the above scheme, different second degree threshold values are set according to different road right situations in which the target vehicle is located. Specifically, when the target vehicle is in low road right, a smaller second degree threshold value is set, so that more vehicles behind on the main road are taken as interaction vehicles when the target vehicle merges from the merging lane (i.e., the first lane) into the main road (i.e., the second lane); when the target vehicle is in high road right, a larger second degree threshold value is set, so that fewer vehicles behind on the merging lane (i.e., the second lane) are taken as interaction vehicles when the target vehicle is straight on the main road (i.e., the first lane), which is more in line with the traffic rules that require vehicles changing lanes to give way to straight vehicles and the interaction decisions made according to the traffic rules, and thus the safety of the target vehicle is ensured while the calculation amount is reduced.

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

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

[0131] Specifically, adjusting at least one of the front range, the rear range, the first degree threshold, and the second degree threshold can mean performing at least one of the following: increasing the front range, increasing the rear range, reducing the first degree threshold, and reducing the second degree threshold, so as to increase the number of screened interaction vehicles; or can mean performing at least one of the following: reducing the front range, reducing the rear range, increasing the first degree threshold, and increasing the second degree threshold, so as to reduce the number of screened interaction vehicles.

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

[0133] In some possible implementation manners, the determined interaction vehicles of the target vehicle are multiple, and the method further includes: screening the multiple interaction vehicles, and screening target number of interaction vehicles from the multiple interaction vehicles.

[0134] The target number can be set according to the driving decision algorithm capability applied to the target vehicle. After the multiple interaction vehicles are obtained, the interaction vehicles located in the front range can be arranged in front of the interaction vehicles located in the rear range; and when there are multiple interaction vehicles in the front range, the multiple interaction vehicles in the front range can be sorted in descending order of the interaction degree between each interaction vehicle and the target vehicle; and similarly, when there are multiple interaction vehicles in the rear range, the multiple interaction vehicles in the rear range can be sorted in descending order of the interaction degree between each interaction vehicle and the target vehicle; so as to realize sorting of the obtained multiple interaction vehicles. After sorting, the target number of interaction vehicles at the front of the sorting are screened. The target number of screened interaction vehicles are adapted to the driving decision algorithm capability applied to the target vehicle.

[0135] Through the above technical solution, the multiple interaction vehicles are screened, and the target number of interaction vehicles are screened from the multiple interaction vehicles, which can adapt to different driving decision algorithms, and has high practical application value in the engineering development of automatic driving multi-vehicle interaction decision.

[0136] It should be noted that, Figures 2 to 6 Only the first lane is taken as an example of the merging lane under the confluence area, that is, Figures 2 to 6 Only the scenario where the target vehicle is in low road right is shown. According to Figures 2 to 6 As can be seen from the foregoing description, the present solution is also applicable to the scenario where the first lane is the merging lane under the confluence area, that is, the target vehicle is in high road right, which will not be described herein.

[0137] The following will be described in combination with Figure 7 The interactive vehicle determination method provided by the foregoing embodiments will be described exemplarily, including:

[0138] S701, in the case where the target vehicle is located in the first lane, determining the road right condition of the target vehicle based on the position of the first lane under the confluence area.

[0139] S702, determining the front range, rear range, first degree threshold and second degree threshold of the target vehicle based on the road right condition 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 acquired. As can be seen from the foregoing embodiments, the vehicle state of the second lane can include the vehicle state of the second lane within the front range of the target vehicle and the vehicle state of the second lane within the rear range of the target vehicle; in a possible processing manner provided in the present example, the vehicle state of the second lane within the front range of the target vehicle is acquired first, and then the vehicle state of the second lane within the rear range of the target vehicle is acquired, which will be described in detail as follows:

[0141] S703, acquiring the vehicle state of the second lane within the front range of the target vehicle, wherein the second lane is the lane adjacent to the first lane under the confluence area; in the case where the vehicle state of the second lane within the front range of the target vehicle indicates that there is no vehicle in the second lane, S704 is executed; in the case where the vehicle state of the second lane within the front range of the target vehicle indicates that there is a first vehicle in the second lane, S707 is executed.

[0142] S704, acquiring the vehicle state of the second lane within the rear range of the target vehicle; in the case where the vehicle state of the second lane within the rear range of the target vehicle indicates that there is no vehicle on the second lane within the rear range, S705 is executed; in the case where the vehicle state of the second lane within the rear range of the target vehicle indicates that there is a third vehicle on the second lane within the rear range, S706 is executed.

[0143] S705, it is determined that there is no interaction vehicle in the front range and the rear range of the target vehicle, and the processing is ended.

[0144] S706, it is determined that the third vehicle is an interaction vehicle of the target vehicle in a case that the interaction degree between the third vehicle and the target vehicle is greater than or equal to a second degree threshold, and the processing is ended.

[0145] S707, a vehicle state of the second lane in the rear range of the target vehicle is acquired, S708 is performed in a case that the vehicle state of the second lane in the rear range of the target vehicle indicates that there is no vehicle in the second lane, and S711 is performed in a case that the vehicle state of the second lane in the rear range of the target vehicle indicates that there is a third vehicle in the second lane.

[0146] S708, a vehicle state of the first lane in the front range of the target vehicle is acquired, S709 is performed in a case that the vehicle state of the first lane in the front range of the target vehicle indicates that there is no vehicle in the first lane, and S710 is performed in a case 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.

[0147] S709, it is determined that the first vehicle is an interaction vehicle of the target vehicle in a case that the interaction degree 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 the front range of the target vehicle, and the processing is ended.

[0148] S710, a relative position relationship between the first vehicle and the second vehicle is acquired, it is determined that the first vehicle is an interaction vehicle of the target vehicle in a case that the interaction degree 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 the front range of the target vehicle, and a target vehicle overtaking condition is met based on the relative position relationship between the first vehicle and the second vehicle, and the processing is ended.

[0149] S711, a vehicle state of the first lane in the front range of the target vehicle is acquired, S712 is performed in a case that the vehicle state of the first lane in the front range of the target vehicle indicates that there is no vehicle in the first lane, and S713 is performed in a case 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.

[0150] S712, in the case that the interaction degree between 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 of the front range of the target vehicle, determining that the first vehicle is an interaction vehicle of the target vehicle; and acquiring the interaction degree between the third vehicle and the target vehicle, and in the case that the interaction degree between the third vehicle and the target vehicle is greater than or equal to a second degree threshold value, determining that the third vehicle is an interaction vehicle of the target vehicle.

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

[0152] Through the above technical solution, the target vehicle can be ensured to pass safely, the interaction vehicle with high interaction degree is screened out, the vehicle which does not need to make interaction decision with the target vehicle is excluded, the number of interaction vehicles is reduced, and then the decision time of the target vehicle is reduced and the success rate of decision is improved, the rationality of subsequent multi-vehicle interaction decision and planning of the target vehicle is ensured, and the complexity of multi-vehicle interaction decision and planning is reduced. Since the target vehicle generally considers the interaction vehicle in the front range of the target vehicle when making multi-vehicle interaction decision and planning, the embodiment determines the interaction vehicles in the front range and the rear range of the target vehicle in order, which is more suitable for the needs of the target vehicle for making multi-vehicle interaction decision and planning, and has high practical application value in the engineering development of autonomous multi-vehicle interaction decision.

[0153] The second aspect embodiment of the present disclosure provides an interaction vehicle determination device, as shown in the accompanying drawings, comprising: Figure 8

[0154] The state acquisition module 801 is configured to acquire the vehicle state of the second lane in the case that the target vehicle is located in the first lane, wherein the first lane and the second lane are adjacent lanes under the confluence area.

[0155] The interaction degree determination module 802 is configured to determine the interaction degree between the first vehicle and the target vehicle in the case that the vehicle state of the second lane indicates that the first vehicle exists in the front range of the target vehicle in the second lane.

[0156] ​The interaction vehicle determination module 803 is configured to determine the first vehicle as an interaction vehicle of the target vehicle in a case where the interaction degree 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 a front range of the target vehicle, where the interaction vehicle is a vehicle capable of affecting the driving decision of the target vehicle, and the risk avoidance area is an area in which vehicles are prone to collision in the confluence area.

[0157] The state acquisition module is configured to acquire a vehicle state of the first lane in a front range of the target vehicle, and acquire a relative position relationship between the first vehicle and the second vehicle in a case where the vehicle state of the first lane in the front range of the target vehicle indicates that the first lane has a second vehicle.

[0158] The interaction vehicle determination module is configured to determine the first vehicle as the interaction vehicle of the target vehicle in a case where the interaction degree 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 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, where the overtaking condition of the target vehicle is a condition under which the target vehicle can 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 a relative distance between a front of the first vehicle and a rear of the second vehicle is greater than or equal to a distance threshold.

[0160] The interaction degree determination module is configured to determine an interaction degree between the third vehicle and the target vehicle in a case where the vehicle state of the second lane indicates that the second lane has a third vehicle in a rear range of the target vehicle.

[0161] The interaction vehicle determination module is configured to determine the third vehicle as the interaction vehicle of 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.

[0162] As shown in Figure 9 The embodiment provides an interaction vehicle determination device.

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

[0164] The range determination module is configured to, in a case where the first lane is a merging lane under the confluence region, take a first candidate protection time as the protection time; and in a case where the second lane is a merging lane under the confluence region, take a second candidate protection time as the protection time, wherein the second candidate protection time is shorter than the first candidate protection time.

[0165] As shown in Figure 9 The interaction vehicle determination apparatus further includes a degree threshold determination module 805.

[0166] The degree threshold determination module 805 is configured to, in a case where the first lane is a merging lane under the confluence region, take a first candidate degree threshold as the first degree threshold; and in a case where the second lane is a merging lane under the confluence region, take a second candidate degree threshold as the first degree threshold, wherein the second candidate degree threshold is greater than the first candidate degree threshold.

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

[0168] Figure 10 A schematic block diagram of an example electronic device 1000 that can be used to implement embodiments of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptops, desktops, tablets, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device can also represent various forms of mobile devices, such as personal digital assistants, cellular telephones, smartphones, wearable devices, and other similar computing devices. The components shown here, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit implementations of the present disclosure described and / or claimed in this document.

[0169] As shown in Figure 10 The electronic device 1000 includes a computing unit 1001 that can perform various appropriate actions and processes in accordance with 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. Various programs and data required for operation of the electronic device 1000 can also be stored in the RAM 1003. The computing unit 1001, the ROM 1002, and the RAM 1003 are connected to each other through a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.

[0170] A plurality of components in the electronic device 1000 are connected to the I / O interface 1005, including: an input unit 1006, e.g., a keyboard, a mouse, etc.; an output unit 1007, e.g., various types of displays, speakers, etc.; a storage unit 1008, e.g., a magnetic disk, an optical disk, etc.; and a communication unit 1009, e.g., 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 can be various general and / or special-purpose 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 special-purpose artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The computing unit 1001 performs the various methods and processes described above. For example, in some embodiments, the various methods described above can be implemented as a computer software program, which is tangibly embodied in a machine-readable medium, e.g., the storage unit 1008. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 1000 via the ROM 1002 and / or the communication unit 1009. When the computer program is loaded onto the RAM 1003 and executed by the computing unit 1001, one or more steps of the various methods described above can be performed. Alternatively, in other embodiments, the computing unit 1001 can be configured to perform the various methods described above by other any appropriate means, e.g., by means of firmware.

[0172] According to yet another embodiment of the present disclosure, there is provided a vehicle comprising the electronic device 1000 of the above-described embodiments.

[0173] Various implementations of the systems and techniques described above can be realized in digital electronic circuitry, integrated circuitry, a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on a chip (SOC), a programmable logic device (PLD), a computer hardware, firmware, software, and / or combinations thereof. These various implementations can include implementation in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be special or general purpose, coupled to receive data and instructions from, and to transmit data and instructions to, a storage system, at least one input device, and at least one output device.

[0174] Program code for carrying out methods of the present disclosure can be written in any combination of one or more programming languages. The program code can be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the program code, when executed by the processor or controller, produces the functions / operations specified in the flowcharts and / or the block diagrams. The program code can be executed entirely on a machine, partially on a machine, partially on a machine and partially on a remote machine or entirely on a remote machine or server.

[0175] In the context of the present disclosure, a machine-readable medium can be a tangible medium that contains or stores a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include but is not limited to an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the machine-readable storage medium will include one or more lines of electrical connections, portable computer disks, hard disk drives, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or Flash memory), optical fibers, portable compact disc read-only memories (CD-ROMs), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0176] To provide for interaction with a user, the systems and techniques described here 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 a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the computer. Other kinds of devices can be used to provide for interaction with a user as well; for example, 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, speech, or tactile input.

[0177] The systems and techniques described here can be implemented in a computing system that includes a back end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front end component (e.g., a user computer having a graphical user interface or a Web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back end, middleware, or front end components. The components of the system can 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] The computer system can include clients and servers. This relationship can be. The servers are typically remote from the clients with the interactions between them occurring over a communication network. The relationship between client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The servers can be cloud servers, servers of a distributed system, or servers incorporating blockchain.

[0179] It should be understood that the steps shown in the various forms above can be reordered, added to, or removed. For example, the steps described in the present disclosure can be performed in parallel, in series, or in a different order, without limitation herein, so long as the desired results of the technology disclosed in the present disclosure are achieved.

[0180] The specific embodiments described above are not intended to be limiting, and persons skilled in the art will appreciate that various modifications, combinations, sub-combinations and alternatives can be made to the specific embodiments without departing from the spirit and principles of the disclosure. Any further modifications, equivalents or alternatives within the spirit and principles of the disclosure are to be considered as falling within the scope of the disclosure.

Claims

1. An interactive vehicle determination method, comprising: obtaining a vehicle state of a second lane in a case where a target vehicle is located in a first lane, wherein the first lane and the second lane are adjacent lanes under a confluence area; determining an interaction degree of a first vehicle with the target vehicle in a case where the vehicle state of the second lane indicates that the second lane has the first vehicle in a front range of the target vehicle, wherein the interaction degree of the first vehicle with the target vehicle is determined based on a relative distance and / or a relative speed of the first vehicle with the target vehicle, or a time-to-collision of the first vehicle with the target vehicle, which is equal to a quotient of the relative distance of the first vehicle with the target vehicle divided by a speed of the target vehicle, or a time difference between a time for the first vehicle to reach a confluence end point and a time for the target vehicle to reach the confluence end point; determining the first vehicle as an interactive vehicle of the target vehicle in a case where the interaction degree of the first vehicle with 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 the front range of the target vehicle, wherein the interactive vehicle is a vehicle capable of affecting a driving decision of the target vehicle, and the risk avoidance area is an area under the confluence area where vehicles are prone to collision; the method further comprises: in a case where the first lane is a merging lane under the confluence area, taking a first candidate degree threshold as the first degree threshold; and in a case where the second lane is a merging lane under the confluence area, taking a second candidate degree threshold as the first degree threshold, wherein the second candidate degree threshold is greater than the first candidate degree threshold.

2. The method of claim 1, further comprising: obtaining a vehicle state of the first lane in the front range of the target vehicle; obtaining a relative position relationship between the first vehicle and a second vehicle in a case where the vehicle state of the first lane in the front range of the target vehicle indicates that the first lane has the second vehicle; the determining the first vehicle as the interactive vehicle of the target vehicle in the case where the interaction degree of the first vehicle with 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, comprises: determining the first vehicle as the interactive vehicle of the target vehicle in a case where the interaction degree of the first vehicle with 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 it is determined that a passing condition of the target vehicle is satisfied based on the relative position relationship between the first vehicle and the second vehicle, wherein the passing condition of the target vehicle is a condition that enables the target vehicle to overtake the first vehicle.

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

4. The method of claim 1, wherein, the method further comprises: in a case where the vehicle state of the second lane indicates that a third vehicle exists in a rear range of the target vehicle, determining a degree of interaction between the third vehicle and the target vehicle; in a case where 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 interacting vehicle of the target vehicle.

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

6. The method of claim 5, further comprising: in a case where the first lane is a merging lane under the merging area, taking a first candidate protection time as the protection time; in a case where the second lane is a merging lane under the merging area, taking a second candidate protection time as the protection time, wherein the second candidate protection time is shorter than the first candidate protection time.

7. An interacting vehicle determination apparatus, comprising: a state obtaining module configured to, in a case where a target vehicle is located in a first lane, obtain a vehicle state of a second lane, wherein the first lane and the second lane are adjacent lanes under a merging area; an interaction degree determining module configured to, in a case where the vehicle state of the second lane indicates that a first vehicle exists in a front range of the target vehicle, determine a degree of interaction between the first vehicle and the target vehicle, wherein the degree of interaction between the first vehicle and the target vehicle is determined based on a relative distance and / or a relative speed between the first vehicle and the target vehicle, or is determined based on a time-to-collision between the first vehicle and the target vehicle, the time-to-collision being equal to a quotient of the relative distance between the first vehicle and the target vehicle divided by a speed of the target vehicle, or being equal to a time difference between a time at which the first vehicle reaches a merging end point and a time at which the target vehicle reaches the merging end point; an interacting vehicle determining module configured to, in a case where 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 front range of the target vehicle in a risk avoidance area, determine that the first vehicle is an interacting vehicle of the target vehicle, wherein the interacting vehicle is a vehicle capable of affecting a driving decision of the target vehicle, and the risk avoidance area is an area under the merging area in which vehicles are prone to collision; a degree threshold determining module configured to, in a case where the first lane is a merging lane under the merging area, take a first candidate degree threshold as the first degree threshold; and in a case where the second lane is a merging lane under the merging area, take a second candidate degree threshold as the first degree threshold, wherein the second candidate degree threshold is greater than the first candidate degree threshold.

8. The apparatus of claim 7, wherein, The state acquisition module is configured to acquire a vehicle state of the first lane within a front range of the target vehicle; and acquire a relative position relationship between the first vehicle and a second vehicle in a case where the vehicle state of the first lane within the front range of the target vehicle indicates that the second vehicle exists on the first lane. The interaction vehicle determination module is configured to determine the first vehicle as an interaction vehicle of the target vehicle in a case where an interaction degree 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 region within the front range of the target vehicle, and the target vehicle's overtaking condition is met based on the relative position relationship between the first vehicle and the second vehicle, wherein the target vehicle's overtaking condition is a condition that enables the target vehicle to overtake the first vehicle.

9. The apparatus of claim 8, wherein, The target vehicle's overtaking condition includes at least one of the following: the first vehicle is located behind the second vehicle; and a relative distance between a front of the first vehicle and a rear of the second vehicle is greater than or equal to a distance threshold.

10. The apparatus of claim 7, wherein, The interaction degree determination module is configured to determine an interaction degree between the third vehicle and the target vehicle in a case where the vehicle state of the second lane indicates that a third vehicle exists on the second lane within a rear range of the target vehicle. The interaction vehicle determination module is configured to determine the third vehicle as an interaction vehicle of the target vehicle in a case where an interaction degree between the third vehicle and the target vehicle is greater than or equal to a second degree threshold.

11. The apparatus of claim 10, wherein, The apparatus further includes a range determination module configured to calculate a product of a speed of the target vehicle and a protection time to obtain a distance value; and determine the rear range based on a current position of the target vehicle and the distance value.

12. The apparatus of claim 11, wherein, The range determination module is configured to take a first candidate protection time as the protection time in a case where the first lane is a merging lane under the confluence region; and take a second candidate protection time as the protection time in a case where the second lane is a merging lane under the confluence region, wherein the second candidate protection time is shorter than the first candidate protection time.

13. An electronic device, comprising: at least one processor; and a memory connected with the at least one processor in communication; wherein the memory stores instructions executable 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 of any one of claims 1-6.

14. A non-transitory computer readable storage medium having stored thereon computer instructions, wherein, The computer instructions are used to enable the computer to perform the method of any one of claims 1-6.

15. A computer program product, comprising a computer program which, when executed by a processor, implements the method of any one of claims 1-6.

16. A vehicle comprising the electronic device of claim 13.

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