Vehicle response method and device for blind area, equipment, storage medium and product

Abstract

The invention provides a vehicle response method and device for a blind area, equipment, a storage medium and a product, and the method comprises the steps: determining a first track point from all track points based on a first vertical line distance between each track point in a preset driving track of a vehicle and the target blind area under the condition that the target blind area exists in a preset range of the vehicle; wherein the vehicle and the virtual object in the target blind area have a collision risk at the first track point; estimating a first time when the virtual object moves from the target blind area to the first track point and a second time when the vehicle arrives at the first track point; based on the first time and the second time, the driving parameters of the vehicle are determined, so that the potential collision risk of the target blind area can be recognized, the vehicle driving safety is improved, meanwhile, through the mode of adjusting the driving parameters, the collision risk can be reduced without emergency braking or avoiding of the vehicle, and the driving safety is improved. And the intelligence and reliability of automatic driving of the vehicle can be improved.

Description

Technical Field

[0001] The present disclosure relates to the field of computer technology, and in particular to a vehicle response method, device, equipment, storage medium and product for blind spots. Background Art

[0002] In recent years, the intelligent driving function has been expanded to urban navigation assistance (Navigate Connected Autopilot, NCA). In this scenario, the intelligent driving vehicle will complete the driving task based on the intelligent driving system in various road conditions and vehicle use scenarios in the city. However, such scenarios will cause some safety issues, such as "ghosting", that is, road participants suddenly jump out of the vehicle's blind spot, making it impossible for the vehicle to safely avoid obstacles, resulting in a collision risk.

[0003] In the related technology, the recognition result is obtained based on the ultrasonic radar or millimeter wave radar of the vehicle, and the recognition result is superimposed with the planned path output of the vehicle, and then the collision risk is avoided by emergency braking when it is judged that there is a collision risk. However, this collision response method cannot accurately assess the potential collision risk in the blind spot, which is not conducive to improving the intelligent driving of the vehicle. Summary of the invention

[0004] In order to overcome the problems in the related technology, the present disclosure provides a vehicle response method, device, equipment, storage medium and product for blind spots, so as to identify the potential collision risk of the target blind spot and improve the safety of vehicle driving. At the same time, by adjusting the driving parameters, the vehicle does not need to perform emergency braking or avoidance, and the collision risk can be reduced, which is conducive to improving the intelligence and reliability of vehicle autonomous driving.

[0005] According to a first aspect of an embodiment of the present disclosure, a vehicle response method for a blind spot is provided, comprising:

[0006] In the case where there is a target blind spot within a preset range of the vehicle, a first track point is determined from each track point based on a first perpendicular distance between each track point in a preset driving track of the vehicle and the target blind spot; wherein there is a risk of collision between the vehicle and a virtual object in the target blind spot at the first track point;

[0007] estimating a first time for the virtual object to move from the target blind spot to the first trajectory point, and a second time for the vehicle to reach the first trajectory point;

[0008] Based on the first time and the second time, a driving parameter of the vehicle is determined.

[0009] In some embodiments, determining the driving parameter of the vehicle based on the first time and the second time includes:

[0010] determining a speed adjustment value of the vehicle based on a first travel distance between the vehicle and the first trajectory point, the first time, and a first travel speed of the vehicle when a time difference between the first time and the second time is less than a preset time threshold;

[0011] The vehicle is controlled to decrease from the first driving speed to a second driving speed based on the speed adjustment value of the vehicle.

[0012] In some embodiments, the method further comprises:

[0013] When the vehicle travels to a second track point in the preset driving track at the second driving speed, determining a second driving distance between the second track point and the first track point;

[0014] determining a third time based on the second driving distance and the second driving speed;

[0015] When the time difference between the third time and the first time is greater than or equal to the preset time threshold, the vehicle is controlled to increase from the second driving speed to a third driving speed.

[0016] In some embodiments, the method further comprises:

[0017] When the vehicle is in a driving state, determining a blind spot formed by at least one obstacle within the preset range;

[0018] When the second perpendicular distance between the contour edge of the blind spot and any of the track points in the preset driving track is less than the first distance threshold, it is determined that the target blind spot exists within the preset range.

[0019] In some embodiments, the method further comprises:

[0020] When the second vertical distance is greater than or equal to the first distance threshold, and the distance difference between the second vertical distance and the first distance threshold is less than a preset difference threshold, determining the number of trajectory points whose second vertical distance is less than the second distance threshold; wherein the second distance threshold is greater than the first distance threshold;

[0021] When the number is greater than a preset number threshold, it is determined that the target blind spot exists within the preset range.

[0022] In some embodiments, estimating the first time for the virtual object to move from the target blind spot to the first trajectory point includes:

[0023] Determining the type of the virtual object based on the motion parameters of the obstacle forming the target blind spot; wherein different types of virtual objects correspond to different reference speeds;

[0024] The first time is determined based on a reference speed corresponding to the type of the virtual object and a first vertical distance between the target blind spot and the first trajectory point.

[0025] In some embodiments, the method further comprises:

[0026] In the case where it is detected that the real object moves to the target blind area, determining a first evaluation value based on the size of the target blind area and the size of the real object;

[0027] Determining a second evaluation value based on a motion parameter of an obstacle forming the target blind spot;

[0028] Determining a target evaluation value based on the first evaluation value and the second evaluation value;

[0029] In a case where the target evaluation value is greater than a preset evaluation threshold, it is determined that the real object is the virtual object within the target blind area.

[0030] According to a second aspect of an embodiment of the present disclosure, a vehicle response device for a blind spot is provided, comprising:

[0031] A first determination module is configured to determine a first trajectory point from each trajectory point based on a first perpendicular distance between each trajectory point in a preset driving trajectory of the vehicle and the target blind spot when there is a target blind spot within a preset range of the vehicle; wherein there is a risk of collision between the vehicle and a virtual object in the target blind spot at the first trajectory point;

[0032] an estimation module configured to estimate a first time for the virtual object to move from the target blind spot to the first trajectory point, and a second time for the vehicle to reach the first trajectory point;

[0033] The second determination module is configured to determine the driving parameters of the vehicle based on the first time and the second time.

[0034] In some embodiments, the second determining module is specifically configured as follows:

[0035] determining a speed adjustment value of the vehicle based on a first travel distance between the vehicle and the first trajectory point, the first time, and a first travel speed of the vehicle when a time difference between the first time and the second time is less than a preset time threshold;

[0036] The vehicle is controlled to decrease from the first driving speed to a second driving speed based on the speed adjustment value of the vehicle.

[0037] In some embodiments, the apparatus further comprises:

[0038] A control module configured to determine a second driving distance between the second trajectory point and the first trajectory point when the vehicle travels to a second trajectory point in the preset driving trajectory at the second driving speed;

[0039] determining a third time based on the second driving distance and the second driving speed;

[0040] When the time difference between the third time and the first time is greater than or equal to the preset time threshold, the vehicle is controlled to increase from the second driving speed to a third driving speed.

[0041] In some embodiments, the apparatus further comprises:

[0042] A first blind spot determination module, configured to determine a blind spot formed based on at least one obstacle within the preset range when the vehicle is in a driving state;

[0043] When the second perpendicular distance between the contour edge of the blind spot and any of the track points in the preset driving track is less than the first distance threshold, it is determined that the target blind spot exists within the preset range.

[0044] In some embodiments, the apparatus further comprises:

[0045] a second blind spot determination module, configured to determine the number of trajectory points whose second vertical distance is less than a second distance threshold when the second vertical distance is greater than or equal to the first distance threshold and the distance difference between the second vertical distance and the first distance threshold is less than a preset difference threshold; wherein the second distance threshold is greater than the first distance threshold;

[0046] When the number is greater than a preset number threshold, it is determined that the target blind spot exists within the preset range.

[0047] In some embodiments, the estimation module is specifically configured as follows:

[0048] Determining the type of the virtual object based on the motion parameters of the obstacle forming the target blind spot; wherein different types of virtual objects correspond to different reference speeds;

[0049] The first time is determined based on a reference speed corresponding to the type of the virtual object and a first vertical distance between the target blind spot and the first trajectory point.

[0050] In some embodiments, the apparatus further comprises:

[0051] a detection module configured to determine a first evaluation value based on a size of the target blind spot and a size of the real object when detecting that the real object moves to the target blind spot;

[0052] Determining a second evaluation value based on a motion parameter of an obstacle forming the target blind spot;

[0053] Determining a target evaluation value based on the first evaluation value and the second evaluation value;

[0054] In a case where the target evaluation value is greater than a preset evaluation threshold, it is determined that the real object is the virtual object within the target blind area.

[0055] According to a third aspect of an embodiment of the present disclosure, there is provided an electronic device, including:

[0056] processor;

[0057] Memory for storing computer programs or instructions;

[0058] The processor executes a computer program or instruction to implement the steps of any one of the vehicle response methods for a blind spot in the first aspect described above.

[0059] According to a fourth aspect of an embodiment of the present disclosure, a non-transitory computer-readable storage medium is provided, including:

[0060] When the computer program or instructions in the storage medium are executed by the processor, the steps in any one of the vehicle response methods for blind spots in the first aspect described above are implemented.

[0061] According to a fifth aspect of an embodiment of the present disclosure, a computer program product is provided, including a computer program or instructions. When the computer program or instructions are executed by a processor, the steps of any one of the vehicle response methods for blind spots in the above-mentioned first aspect are implemented.

[0062] The technical solution provided by the embodiments of the present disclosure may have the following beneficial effects:

[0063] In an embodiment of the present disclosure, when there is a target blind spot within a preset range of the vehicle, a first trajectory point is determined from each trajectory point based on a first perpendicular distance between each trajectory point in a preset driving trajectory of the vehicle and the target blind spot; wherein there is a risk of collision between the vehicle and a virtual object in the target blind spot at the first trajectory point; and a first time for the virtual object to move from the target blind spot to the first trajectory point and a second time for the vehicle to arrive at the first trajectory point are estimated; and the driving parameters of the vehicle are determined based on the first time and the second time.

[0064] On the one hand, when it is determined that there is a target blind spot within the preset range, it is assumed that the virtual object overlaps with the vehicle's trajectory and the vehicle's driving parameters are adjusted in advance to avoid the risk of collision. Therefore, the potential collision risk of the target blind spot can be identified and the safety of vehicle driving can be improved. On the other hand, by adjusting the driving parameters, the vehicle does not need to perform emergency braking or avoidance, and the risk of collision can be reduced, thereby improving the intelligence and reliability of the vehicle's automatic driving.

[0065] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0067] Figure 1 is a flow chart of a vehicle response method for a blind spot in an implementation provided by an embodiment of the present disclosure;

[0068] Figure 2 This is a flow diagram of a vehicle response method for blind spots provided by an embodiment of the present disclosure. Figure 1 ;

[0069] Figure 3 This is a flow diagram of a vehicle response method for blind spots provided by an embodiment of the present disclosure. Figure 2 ;

[0070] Figure 4a This is a flow diagram of a vehicle response method for blind spots provided by an embodiment of the present disclosure. Figure 3 ;

[0071] Figure 4b 4 is a flow chart of a vehicle response method for a blind spot provided by an embodiment of the present disclosure;

[0072] Figure 4c This is a flow diagram of a vehicle response method for blind spots provided by an embodiment of the present disclosure. Figure 5 ;

[0073] Figure 5 is a block diagram of a vehicle response device for a blind spot provided by an embodiment of the present disclosure;

[0074] Figure 6 It is a structural block diagram of an electronic device 600 provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0075] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices consistent with some aspects of the present disclosure as detailed in the appended claims.

[0076] In one implementation, Figure 1 is a flow chart of a vehicle response method for a blind spot in an implementation provided by an embodiment of the present disclosure, such as Figure 1 As shown, based on ultrasonic radar recognition technology 101 and millimeter wave radar recognition technology 102, a recognition result 103 of the target object is obtained; the planned trajectory 104 of the vehicle is obtained, and the planned trajectory is processed to obtain an input trajectory 105; then based on the recognition result 103 of the target object and the input trajectory 105, a collision calculation is performed on the target object to obtain a collision calculation result 106; then based on the collision calculation result 106, a collision risk 107 between the target object and the vehicle is determined; when it is determined that there is a collision risk, an emergency braking request is sent to a vehicle control module 108 to avoid the collision risk.

[0077] On the one hand, since the judgment conditions for collision risk are relatively simple, the collision risk can only be avoided when the trajectory of the target object overlaps with that of the vehicle. Therefore, the potential collision risk cannot be identified, which is not conducive to improving the safety of vehicle driving. On the other hand, since the response operation to the collision risk is relatively simple, the availability of the vehicle is reduced to the minimum when the collision risk occurs, which is not conducive to improving the intelligence of vehicle driving.

[0078] In the disclosed embodiment, when the target blind spot is detected within the preset range, the first track point with a collision risk is determined from each track point in the preset driving track of the vehicle, and it is assumed that the track of the vehicle overlaps with the track of the virtual object in the target blind spot, and the driving parameters of the vehicle are adjusted in advance, so that the potential collision risk of the target blind spot can be identified and the safety of vehicle driving can be improved. At the same time, by adjusting the driving parameters, the vehicle can reduce the risk of collision without emergency braking or avoidance, thereby improving the intelligence and reliability of the vehicle's automatic driving.

[0079] Figure 2 This is a flow diagram of a vehicle response method for blind spots provided by an embodiment of the present disclosure. Figure 1 ,like Figure 2 As shown, the vehicle response method mainly includes the following steps:

[0080] In step 201, when there is a target blind spot within a preset range of the vehicle, a first track point is determined from each track point based on a first vertical distance between each track point in a preset driving track of the vehicle and the target blind spot; wherein there is a collision risk between the vehicle and a virtual object in the target blind spot at the first track point;

[0081] In step 202, a first time for a virtual object to move from a target blind spot to a first trajectory point and a second time for a vehicle to reach the first trajectory point are estimated;

[0082] In step 203 , a driving parameter of the vehicle is determined based on the first time and the second time.

[0083] It should be noted that the vehicle response method for blind spots proposed in the present disclosure can be applied to electronic devices. Here, the electronic device may include: terminal devices, such as mobile terminals or fixed terminals. Among them, mobile terminals may include: mobile phones, tablet computers, laptops, wearable electronic devices and other devices. Fixed terminals may include: desktop computers, smart TVs, vehicle-mounted devices, etc. In other embodiments, the vehicle response method can also be applied to applications installed on electronic devices.

[0084] In other embodiments, the vehicle response method for blind spots in the embodiments of the present disclosure may be configured in a vehicle response device based on blind spots, and the vehicle response device may be provided in an electronic device, which is not limited in the embodiments of the present disclosure. It should be noted that the execution subject of the embodiments of the present disclosure may be a central processing unit (CPU) in an electronic device in terms of hardware, and may be a related background service in an electronic device in terms of software, which is not limited in terms of software.

[0085] It is understandable that during driving, by detecting environmental information within a preset range, the vehicle can promptly detect other potential road participants and respond in a timely manner to ensure driving safety. At the same time, in autonomous driving technology, the vehicle can more accurately judge changes in the surrounding environment, thereby controlling the vehicle's driving more intelligently.

[0086] Here, the preset range detected by the vehicle is related to the perception performance of the vehicle, and vehicles with different perception performances have different preset ranges detected. Among them, the perception performance mainly depends on the sensors installed on the vehicle, such as cameras, millimeter wave radars, laser radars or ultrasonic sensors.

[0087] It is understood that each trajectory point in the preset driving trajectory of the vehicle refers to a point that the vehicle reaches at a specific time and spatial position during driving. The various trajectory points together constitute the path that the vehicle is expected to travel, and can provide a clear driving direction and target for the automatic driving system. Among them, the preset driving trajectory can be set based on road planning, navigation information or the intention of the vehicle controller, which is not limited in the embodiments of the present disclosure.

[0088] Here, the virtual object is an artificially created object that does not actually exist at present in order to simulate the risk of a "ghostly collision" of a vehicle. That is, the virtual object is an assumed object.

[0089] The target blind spot may be a blind spot formed by an obstruction, or may be a blind spot selected from the blind spots formed by the obstruction, which is not limited in the embodiments of the present disclosure.

[0090] In some embodiments, an edge contour of a target blind spot is obtained, and edge points are extracted from the edge contour; for each edge point, the distance between the edge point and a preset driving trajectory is determined; based on the distance between each edge point and the preset driving trajectory, a target edge point is selected from each edge point, wherein the target edge point represents an edge point that is closest to the preset driving trajectory; a tangent is then made to the target edge point, and a first perpendicular distance between each trajectory point and the target blind spot is obtained.

[0091] In other embodiments, considering that the first perpendicular distances calculated from adjacent edge points are close, each edge point can be clustered to obtain multiple edge point sets; for each edge point set, a central edge point is selected; and then based on each central edge point, a target edge point is determined, so that the number of calculations can be reduced, which is conducive to improving the efficiency of determining the target edge point. Here, the central edge point can be a mean edge point, a median edge point, or an edge point that is relatively close to a preset driving trajectory, etc.

[0092] Here, the first trajectory point may be one or more, which is not limited in the embodiment of the present disclosure.

[0093] In some embodiments, a distance threshold is preset, and for each track point in the preset driving track of the vehicle, a first vertical distance between each track point and the target blind spot is determined; the first vertical distance corresponding to each track point is compared with the distance threshold; and the track point corresponding to the first vertical distance less than the distance threshold is determined as the first track point. Here, the distance threshold can be set arbitrarily according to demand, for example, 100 meters.

[0094] In other embodiments, for each trajectory point in the preset driving trajectory of the vehicle, the first vertical line distance between each trajectory point and the target blind spot is determined; the first vertical line distances corresponding to each trajectory point are compared; and the trajectory point corresponding to the smallest first vertical line among each first vertical line distance is determined as the first trajectory point.

[0095] It should be noted that in order to assume that the trajectory of the vehicle overlaps with that of the virtual object in the target blind spot, a first time when the virtual object moves from the target blind spot to the first trajectory point and a second time when the vehicle reaches the first trajectory point may be estimated.

[0096] In some embodiments, the basic road information of the preset driving trajectory, real-time traffic information and the historical speed information of the vehicle are comprehensively considered, and the time for the vehicle to arrive at each trajectory point in the preset driving trajectory is calculated through an algorithm model. Therefore, before the vehicle drives, the second time when the vehicle arrives at the first trajectory point can be predicted in advance.

[0097] In other embodiments, taking into account the deviation between the vehicle's driving speed and the predetermined driving speed, the arrival time of the vehicle at the first trajectory point deviates from the predetermined arrival time. Therefore, the second time when the vehicle arrives at the first trajectory point can be determined in real time based on the vehicle's current driving speed and the driving distance between the vehicle and the first trajectory point.

[0098] In some embodiments, different types of virtual objects correspond to different driving speeds. The current driving scene of the vehicle is determined by collecting environmental information within a preset range; then based on the driving scene, the type of virtual object is determined; and then the driving parameters of the virtual object are determined to calculate the first time. For example, when the current driving scene of the vehicle is an urban road driving scene, the type of the virtual object is a non-motor vehicle, a pedestrian, or a motor vehicle with a driving speed less than or equal to a preset speed threshold, then the driving speed of the virtual object can be a preset first reference speed; for another example, when the current driving scene of the vehicle is a highway driving scene, the type of the virtual object is a motor vehicle with a driving speed greater than a preset speed threshold, then the driving speed of the virtual object can be a preset second reference speed; for another example, when the current driving scene of the vehicle is a rural road driving scene, the type of the virtual object is a non-motor vehicle or a pedestrian, then the driving speed of the virtual object can be a preset third reference speed. Here, the preset second reference speed>the preset first reference speed>the preset third reference speed.

[0099] In the disclosed embodiment, the first time is the time when the virtual object moves from the blind spot to the first trajectory point, and the second time is the time when the vehicle arrives at the first trajectory point; based on the first time and the second time, the collision risk between the vehicle and the virtual object can be estimated.

[0100] Here, when the difference between the first time and the second time is large, it is determined that the driving speeds of the vehicle and the virtual object are within a safe range, and therefore, the risk of collision between the vehicle and the virtual object at the first trajectory point is small; and when the difference between the first time and the second time is small, it is determined that the driving speeds of the vehicle and the virtual object are not within a safe range, and therefore, the risk of collision between the vehicle and the virtual object at the first trajectory point is large.

[0101] Here, the driving parameters of the vehicle include but are not limited to driving speed value, speed adjustment value or braking parameters, etc., and the embodiments of the present disclosure are not limited to this.

[0102] In some embodiments, a first difference threshold, a first preset driving speed and a second preset driving speed are preset, and the first preset driving speed is greater than the second preset driving speed; when the first time and the second time are determined, the time difference between the first time and the second time is determined; when the time difference is greater than the first difference threshold, the current driving speed of the vehicle is reduced to the first preset driving speed; when the time difference is less than or equal to the first difference threshold, the current driving speed of the vehicle is reduced to the second preset driving speed.

[0103] In other embodiments, in order to improve the accuracy of adjusting the driving parameters of the vehicle, a first mapping relationship between the collision time range and the speed adjustment value is pre-established, and when the first time and the second time are determined, the time difference between the first time and the second time is determined; and the collision time range in which the time difference lies is determined; then, based on the first mapping relationship and the collision time range, the speed adjustment value is determined; finally, based on the speed adjustment value, the driving speed of the vehicle is adjusted.

[0104] In an embodiment of the present disclosure, when there is a target blind spot within a preset range of the vehicle, a first trajectory point is determined from each trajectory point based on a first perpendicular distance between each trajectory point in a preset driving trajectory of the vehicle and the target blind spot; wherein there is a risk of collision between the vehicle and a virtual object in the target blind spot at the first trajectory point; and a first time for the virtual object to move from the target blind spot to the first trajectory point and a second time for the vehicle to arrive at the first trajectory point are estimated; and the driving parameters of the vehicle are determined based on the first time and the second time.

[0105] On the one hand, when it is determined that there is a target blind spot within the preset range, it is assumed that the virtual object overlaps with the vehicle's trajectory and the vehicle's driving parameters are adjusted in advance to avoid the risk of collision. Therefore, the potential collision risk of the target blind spot can be identified and the safety of vehicle driving can be improved. On the other hand, by adjusting the driving parameters, the vehicle does not need to perform emergency braking or avoidance, and the risk of collision can be reduced, thereby improving the intelligence and reliability of the vehicle's automatic driving.

[0106] In some embodiments, determining a driving parameter of a vehicle based on the first time and the second time includes:

[0107] When the time difference between the first time and the second time is less than a preset time threshold, determining a speed adjustment value of the vehicle based on a first travel distance between the vehicle and the first trajectory point, the first time, and a first travel speed of the vehicle;

[0108] Based on the speed adjustment value of the vehicle, the vehicle is controlled to decrease from a first driving speed to a second driving speed.

[0109] It is understandable that when the time difference between the first time and the second time is less than the preset time threshold, it is determined that the risk of collision between the vehicle and the virtual object at the first trajectory point is greater. In order to ensure the accuracy of adjusting the vehicle speed, the speed adjustment value of the vehicle can be determined based on the first time, the first driving distance between the vehicle and the first trajectory point, and the first driving speed of the vehicle; and then the driving speed of the vehicle is adjusted based on the speed adjustment value.

[0110] Here, the preset time threshold can be set arbitrarily according to needs, such as 3 minutes (min), which is not limited in the embodiments of the present disclosure.

[0111] In some embodiments, when the time difference between the first time and the second time is greater than or equal to a preset time threshold, it is determined that the risk of collision between the vehicle and the virtual object at the first trajectory point is small, and the vehicle can be maintained to continue traveling at the first driving speed.

[0112] Here, the speed adjustment value may be understood as a speed change, and the second driving speed is determined based on the speed change and the first driving speed.

[0113] Exemplarily, the calculation process of the third driving speed may be as follows, and the expression of the speed adjustment value may be:

[0114] a(t)=jerk*t+a0 (1);

[0115] In formula (1), a(t) is the speed adjustment value, jerk is the change in acceleration, a0 is the initial acceleration, and t is the first time.

[0116] By integrating a(t), we can get the expression of velocity:

[0117]

[0118] In formula (2), v(t) is the third driving speed of the vehicle, and v0 is the first driving speed of the vehicle.

[0119] By integrating v(t), we can get the expression of displacement:

[0120]

[0121] In formula (3), s(t) is the speed adjustment value, and s0 is the initial displacement of the vehicle. Here, s0=0.

[0122] By combining formulas (1)-(3), the speed adjustment value, the acceleration change value and the third driving speed are obtained.

[0123] In some embodiments, in order to improve the safety of vehicle autonomous driving, the braking distance is pre-set to 5 meters, and the target distance of the vehicle is determined based on the difference between the first driving distance and the braking distance; and based on the target distance, the first time and the first driving speed of the vehicle, the vehicle speed adjustment value is obtained, so that the vehicle can adjust the driving speed to a safe range at the target distance, thereby ensuring that the vehicle decelerates in advance before reaching the first trajectory point where there is a risk of collision.

[0124] In an embodiment of the present disclosure, when the time difference between the first time and the second time is less than a preset time threshold, a speed adjustment value of the vehicle is determined based on the first driving distance, the first time and the first driving speed; and based on the speed adjustment value, the vehicle is controlled to reduce from the first driving speed to the second driving speed to improve the accuracy of adjusting the vehicle speed, thereby improving the intelligence and reliability of the vehicle's automatic driving.

[0125] In some embodiments, the method further comprises:

[0126] When the vehicle travels to a second trajectory point in the preset driving trajectory at a second driving speed, determining a second driving distance between the second trajectory point and the first trajectory point;

[0127] determining a third time based on the second travel distance and the second travel speed;

[0128] When the time difference between the third time and the first time is greater than or equal to the preset time threshold, the vehicle is controlled to increase from the second driving speed to the third driving speed.

[0129] It can be understood that when the vehicle is away from the target blind spot and it is determined that the vehicle is in a safe driving condition, the vehicle's driving speed can be increased from the second driving speed to the third driving speed, thereby improving the rationality of the planned vehicle driving speed and improving the intelligence of the vehicle during the automatic driving process.

[0130] Here, the third driving speed may be the same as the first driving speed, or may be different from the first driving speed, and this embodiment of the present disclosure is not limited to this.

[0131] It should be noted that in order to verify whether the vehicle is away from the target blind spot, in the process of the vehicle driving to the second trajectory point in the preset driving trajectory at the second driving speed, based on the second driving distance between the second trajectory point and the first trajectory point and the second driving speed, a third time for the vehicle to reach the second trajectory point based on the second driving speed can be determined.

[0132] When the time difference between the third time and the first time is greater than or equal to the preset time threshold, it is determined that the vehicle is far away from the target blind spot, and the vehicle's driving speed is increased from the second driving speed to the third driving speed; and when the time difference between the third time and the first time is less than the preset time threshold, it is determined that the vehicle is not far away from the target blind spot and there is still a risk of collision, and the vehicle is controlled to maintain the second driving speed and continue driving.

[0133] Here, the second trajectory point may be any trajectory point after the first trajectory point.

[0134] In the embodiment of the present disclosure, when the time difference between the third time and the first time is greater than or equal to a preset time threshold, it is determined that the vehicle has moved away from the target blind spot, so that the vehicle is controlled to increase from the second driving speed to the third driving speed. In this way, the rationality of the planned vehicle driving speed can be improved, and the intelligence and reliability of the vehicle's automatic driving can be enhanced.

[0135] In some embodiments, the method further comprises:

[0136] When the vehicle is in a driving state, determining a blind spot formed by at least one obstacle within a preset range;

[0137] When the second perpendicular distance between the contour edge of the blind spot and any track point in the preset driving track is less than the first distance threshold, it is determined that there is a target blind spot within the preset range.

[0138] Here, due to the obstruction of obstacles within a preset range, the vehicle cannot obtain environmental information at the obstructed area through perception technology. For the vehicle, the obstructed area is a blind spot.

[0139] For example, when the vehicle recognizes an obstacle within a preset range, the vehicle's position and the width boundary of the obstacle can form a triangle, and the blind spot is the extension of the line connecting the vehicle and the width boundary of the obstacle. After the vehicle recognizes the blind spot, it will perform driving actions such as deceleration, lane change, or lateral deviation within the lane according to the location of the blind spot and the road environment.

[0140] In some embodiments, the object information of the obstacle is related to the blind spot formed by the obstacle. Exemplarily, the motion parameters of the obstacle are related to the type of the blind spot. When the motion parameters of the obstacle indicate that the obstacle is a static obstacle, such as a building, a tree, or a traffic sign, the type of the blind spot is a static blind spot, which will not change over time. When the motion parameters of the obstacle indicate that the obstacle is a dynamic occluder, such as a moving motor vehicle or non-motor vehicle, the type of the blind spot is a dynamic blind spot, which will change over time. In another exemplary embodiment, the size of the obstacle is related to the size of the blind spot. When the size of the obstacle is small, the size of the blind spot is small; when the size of the obstacle is large, the size of the blind spot is large.

[0141] It should be noted that when a vehicle is traveling on a complex road scene, there will be many obstacles within the preset range. Each obstacle will block a certain area and form a blind spot. If the collision risk is evaluated for each blind spot, the amount of calculation will increase and the vehicle's driving performance will be greatly reduced.

[0142] Therefore, in the embodiment of the present disclosure, a first distance threshold is set in advance. When it is determined that a blind spot exists, the second vertical line distance between the contour edge of the blind spot and any trajectory point in the preset driving trajectory is first determined; and when the second vertical line distance is less than the first distance threshold, the blind spot is determined to be a target blind spot.

[0143] Here, the first distance threshold may be dynamically adjusted according to the driving speed of the vehicle. For example, if the driving speed of the vehicle is relatively low, the first distance threshold may be relatively low; if the driving speed of the vehicle is relatively high, the first distance threshold may be relatively high.

[0144] In some embodiments, when the vehicle is in motion, it is determined that the blind spot formed by the obstacle is located in front of the left side of the vehicle, but the preset driving trajectory indicates that the vehicle will be traveling in the right direction at the next moment, then it is determined that the second perpendicular distance between the contour edge of the blind spot and any track point in the preset driving trajectory is greater than the first distance threshold. In this way, by setting the first distance threshold, blind spots in directions different from the preset driving trajectory can be excluded.

[0145] In some embodiments, in order to improve the efficiency and accuracy of determining the second vertical distance, the edge contour of the blind spot is obtained, and edge points are extracted from the edge contour; for each edge point, the distance between the edge point and the preset driving trajectory is determined; based on the distance between each edge point and the preset driving trajectory, a target edge point is selected from each edge point, wherein the target edge point represents the edge point closest to the preset driving trajectory; then a tangent is made to the target edge point, and the second vertical distance between each trajectory point and the blind spot is obtained.

[0146] In the disclosed embodiment, a first distance threshold is pre-set. When the second perpendicular distance between the contour edge of the blind spot and any trajectory point in the preset driving trajectory is less than the first distance threshold, the blind spot is determined as a target blind spot. In this way, blind spots in directions different from the preset driving trajectory can be excluded, thereby improving the accuracy of determining the target blind spot and reducing subsequent unnecessary calculations.

[0147] In some embodiments, the method further comprises:

[0148] When the second vertical distance is greater than or equal to the first distance threshold, and the distance difference between the second vertical distance and the first distance threshold is less than a preset difference threshold, determining the number of trajectory points whose second vertical distance is less than the second distance threshold; wherein the second distance threshold is greater than the first distance threshold;

[0149] When the number is greater than a preset number threshold, it is determined that there is a target blind spot within the preset range.

[0150] It should be noted that when the second vertical line distance is greater than or equal to the first distance threshold, and the distance difference between the second vertical line distance and the first distance threshold is less than the preset difference threshold, it cannot be accurately determined that the blind spot is not the target blind spot. Therefore, the second distance threshold can be set, and the number of trajectory points whose second vertical line distance is less than the second distance threshold is determined to evaluate the relevance of the blind spot.

[0151] Here, the second distance threshold may vary with the first distance threshold, as long as it is greater than the first distance threshold. For example, the first distance threshold is 200 meters and the second distance threshold may be 250 meters. This is not limited in the embodiments of the present disclosure.

[0152] In some embodiments, when the second vertical distance is greater than or equal to the first distance threshold, and the distance difference between the second vertical distance and the first distance threshold is greater than or equal to a preset difference threshold, it is determined that there is no target blind spot within the preset range.

[0153] It can be understood that in order to improve the accuracy of evaluating the relevance of blind spots, a preset number threshold is set in advance. When the number is greater than the preset number threshold, it is determined that the trajectory with a collision risk in the preset driving trajectory is longer, and the correlation of the blind spot is determined to be higher, so that the blind spot is determined as a target blind spot.

[0154] When the number is less than or equal to the preset number threshold, it is determined that there is a shorter trajectory with a collision risk in the preset driving trajectory, and the correlation of the blind spot is low, so it is determined that there is no target blind spot in the preset range. In this case, the vehicle can avoid the collision risk by changing lanes without adjusting the driving speed of the vehicle.

[0155] Here, the preset quantity threshold can be set arbitrarily according to needs. For example, the preset quantity threshold is 5, which is not limited in the embodiment of the present disclosure.

[0156] In the embodiment of the present disclosure, when the second vertical distance is greater than or equal to the first distance threshold, and the distance difference between the second vertical distance and the first distance threshold is less than the preset difference threshold, the number of trajectory points whose second vertical distance is less than the second distance threshold is determined; when the number is greater than the preset number threshold, it is determined that there is a target blind spot within the preset range. In this way, by judging the number of trajectory points with collision risks and determining the relevance of the blind spots, the accuracy of determining the target blind spots can be improved.

[0157] In some embodiments, estimating a first time for the virtual object to move from the target blind spot to the first trajectory point includes:

[0158] Determining the type of the virtual object based on the motion parameters of the obstacle forming the target blind spot; wherein different types of virtual objects correspond to different reference speeds;

[0159] A first time is determined based on a reference speed corresponding to the type of the virtual object and a first vertical distance between the target blind spot and the first trajectory point.

[0160] It should be explained that the motion parameters of the obstacle forming the target blind spot are related to the type of the target blind spot. When the motion parameters of the obstacle indicate that the obstacle is a high-speed object, the type of the target blind spot is determined to be a dynamic blind spot; when the motion parameters of the obstacle indicate that the obstacle is a stationary or low-speed object, the type of the target blind spot is determined to be a static blind spot. For different types of target blind spots, the types of virtual objects that emerge from the target blind spot are different; and different types of virtual objects have different corresponding reference speeds.

[0161] Therefore, in order to improve the accuracy of determining the first time, the type of the virtual object may be determined based on the motion parameters of the obstacle; and the first time may be determined based on a reference speed corresponding to the type of the virtual object.

[0162] Exemplarily, a first speed value and a second speed value are preset, wherein the first speed value is greater than the second speed value; when the motion parameter of the obstacle indicates that the travel speed of the obstacle is greater than or equal to the first speed value, the type of the virtual object is determined to be a high-speed motor vehicle, and the reference speed corresponding to the type of the virtual object may be 60 kilometers per hour (km / h); when the motion parameter of the obstacle indicates that the travel speed of the obstacle is less than the first speed value and greater than the second speed value, the type of the virtual object is determined to be a non-motor vehicle or a low-speed motor vehicle, and the reference speed corresponding to the type of the virtual object may be 20 km / h; when the motion parameter of the obstacle indicates that the travel speed of the obstacle is less than or equal to the second speed value, the type of the virtual object is determined to be a pedestrian, and the reference speed corresponding to the type of the virtual object may be 3.6 km / h.

[0163] Here, when a reference speed corresponding to the type of the virtual object and a first vertical distance between the target blind spot and the first trajectory point are determined, the first time can be determined based on a speed formula.

[0164] In the disclosed embodiment, different types of virtual objects correspond to different reference speeds, and the type of the virtual object is determined based on the motion parameters of the obstacle forming the target blind spot, thereby improving the accuracy of determining the reference speed; and the first time is determined based on the reference speed corresponding to the type of the virtual object and the first vertical distance between the target blind spot and the first trajectory point, thereby improving the accuracy of determining the first time.

[0165] In some embodiments, the method further comprises:

[0166] In the case where it is detected that the real object moves to the target blind spot, determining a first evaluation value based on the size of the target blind spot and the size of the real object;

[0167] Determining a second evaluation value based on a motion parameter of an obstacle forming a target blind spot;

[0168] Determining a target evaluation value based on the first evaluation value and the second evaluation value;

[0169] When the target evaluation value is greater than a preset evaluation threshold, the real object is determined to be a virtual object within the target blind area.

[0170] It should be noted that when the vehicle is in a driving state, a real object may move to the target blind spot, and the size of the real object is related to the visibility of the real object in the target blind spot. In order to improve the intelligence and safety of vehicle driving, a first evaluation value can be obtained based on the size of the target blind spot and the size of the real object; and a second evaluation value can be determined based on the motion parameters of the obstacle forming the target blind spot; and based on the first evaluation value and the second evaluation value, the possibility of the real object being a virtual object in the target blind spot is evaluated.

[0171] Here, the real object represents an object that actually moves to the target blind spot during the driving of the vehicle. The type of the real object may be a pedestrian, a motor vehicle, or a non-motor vehicle, etc.

[0172] It is understandable that the size of the target blind spot can be represented by one-dimensional information such as length, and specifically can be a side length of the target blind spot. The side length here refers to the maximum side length of the side lengths of the target blind spot that are parallel to the preset driving track of the vehicle. At the same time, the size of the blind spot can also be represented by two-dimensional information such as area, which is not limited in the embodiments of the present disclosure.

[0173] In some embodiments, when it is detected that target blind spots corresponding to multiple obstacles overlap or border with each other, the overlapping or bordering target blind spots are first merged, and then the size of the merged target blind spots is determined.

[0174] It is understandable that the size of the real object includes but is not limited to height characteristics and body shape characteristics. Through the size of the real object and the size of the target blind spot, it is possible to determine whether the target blind spot can accommodate the real object. Therefore, the first evaluation value represents the possibility of the target blind spot accommodating the real object. Specifically, when the size of the real object is less than or equal to the size of the target blind spot, the first evaluation value is larger; and when the size of the real object is larger than the size of the target blind spot, the first evaluation value is smaller.

[0175] Here, the motion parameters of the obstacle forming the target blind spot are related to the type of the target blind spot. When the motion parameters of the obstacle indicate that the obstacle is a high-speed object, the target blind spot is determined to be a dynamic blind spot, and the possibility of the real object jumping out of the target blind spot is determined to be small; when the motion parameters of the obstacle indicate that the obstacle is a stationary object, the target blind spot is determined to be a static blind spot, and the possibility of the real object jumping out of the target blind spot is determined to be large. Therefore, the second evaluation value represents the possibility of the real object jumping out of the target blind spot.

[0176] Here, since the first evaluation value represents the possibility of the target blind spot accommodating the real object, and the second evaluation value represents the possibility of the real object rushing out of the target blind spot, the target evaluation value can represent the probability value of the real object rushing out of the target blind spot. When the target evaluation value is larger, the probability of the real object rushing out of the target blind spot is greater, and it is further determined that the real object is a virtual object moving from the target blind spot to the first trajectory point; and when the target evaluation value is smaller, the probability of the real object rushing out of the target blind spot is smaller, and it is further determined that the real object is not a virtual object moving from the target blind spot to the first trajectory point.

[0177] In some embodiments, in order to facilitate the calculation of the target evaluation value, a first weight value and a second weight value may be pre-set, and when the first evaluation value and the second evaluation value are determined, the first evaluation value is weighted based on the first weight value, and the second evaluation value is weighted based on the second weight value; and then based on the weighted first evaluation value and the weighted second evaluation value, the target evaluation value is obtained. Here, the first weight value and the second weight value may be set arbitrarily according to requirements.

[0178] It should be noted that in order to facilitate the evaluation of the possibility that the real object is a virtual object within the target blind spot, a preset evaluation threshold can be set in advance to determine the comparison result between the target evaluation value and the preset evaluation threshold; when the comparison result indicates that the target evaluation value is greater than the preset evaluation threshold, it is more likely that the real object is a virtual object within the target blind spot; and when the comparison result indicates that the target evaluation value is less than or equal to the preset evaluation threshold, it is less likely that the real object is a virtual object within the target blind spot.

[0179] Here, the preset evaluation threshold can be any value according to the requirements, such as 70%, which is not limited in the embodiments of the present disclosure.

[0180] In some embodiments, when a real object is determined to be a virtual object within a target blind spot, motion parameters of different types of virtual objects are pre-stored in the vehicle's system. When the vehicle detects that a real object has moved into the target blind spot, the type of the real object can be identified; the motion parameters of the virtual object of the same type as the real object are determined as the motion parameters of the real object; and the first time is determined based on the motion parameters of the real object and a first vertical distance between the target blind spot and the first trajectory point.

[0181] In other embodiments, when the real object is determined to be a virtual object within the target blind spot, when the perception module of the vehicle detects that the real object moves to the target blind spot, the first motion parameter of the real object can be obtained; when it is predicted that the real object moves from the target blind spot to the first trajectory point, based on the data migration and generalization capabilities of the vehicle recognition model, the first motion parameter can be determined as the second motion parameter of the real object moving from the target blind spot to the first trajectory point; and based on the second motion parameter of the real object and the first vertical distance between the target blind spot and the first trajectory point, the first time is determined.

[0182] In the disclosed embodiment, when a real object is actually detected moving into a target blind spot, the possibility that the real object is a virtual object within the target blind spot is evaluated based on the size of the target blind spot, the size of the real object, and the motion parameters of obstacles forming the target blind spot, thereby improving the intelligence of the vehicle's response to the collision risk of the target blind spot.

[0183] Figure 3 This is a flow diagram of a vehicle response method for blind spots provided by an embodiment of the present disclosure. Figure 2 ,like Figure 3 As shown, the vehicle response method includes at least the following steps:

[0184] Based on the motion parameters 30 of the obstacle, the drivable area of ​​the vehicle and the blind spot 31 formed by the obstacle, a blind spot classification 34 is performed; based on the type of the blind spot, the blind spot 31 formed by the obstacle, the driving parameters 32 of the vehicle and the preset driving trajectory 33 of the vehicle, a blind spot correlation 35 is determined; then based on the blind spot correlation 35, the type of the virtual object and the reference speed 36, a blind spot risk confidence 37 is determined; then based on the driving parameters 32 of the vehicle, the blind spot risk confidence 37, the preset driving trajectory 33 of the vehicle and the type of the virtual object and the reference speed 36, a collision calculation result 38 is obtained. Finally, based on the collision calculation result 38, a speed adjustment value 39 is determined, and the speed adjustment value 39 is output to the vehicle control module 40.

[0185] On the one hand, compared with the recognition results of the target object and the trajectory of the vehicle through "ghosting", since the judgment conditions of the collision risk are relatively simple, the collision risk can only be avoided when the trajectory of the target object overlaps with that of the vehicle. In the embodiment of the present disclosure, through more parameters, such as the motion parameters of the obstacle, the drivable area of ​​the vehicle and the blind spot formed by the obstacle, the type of virtual object and the reference speed, the driving parameters of the vehicle and the preset driving trajectory of the vehicle, the potential risks of the blind spot can be identified to improve the safety of vehicle driving.

[0186] On the other hand, by outputting speed adjustment values, the vehicle can reduce the risk of collision without emergency braking or avoidance, thereby improving the intelligence and reliability of the vehicle's autonomous driving.

[0187] Figure 4a This is a flow diagram of a vehicle response method for blind spots provided by an embodiment of the present disclosure. Figure 3 ,like Figure 4a As shown, the vehicle response method includes at least the following steps:

[0188] In step 401, the drivable area of ​​the vehicle, obstacles, and blind spots formed by the obstacles are superimposed.

[0189] In step 402, environmental information within a preset range of the vehicle is identified to determine a blind spot formed by a static environmental scene.

[0190] In some embodiments, the vehicle's recognition model is trained based on static occlusion scenes in the driving environment, such as opaque bus stops, walls and houses close to the roadside, and green belts or trees on both sides of the road; then, the environmental information within a preset range of the vehicle is identified based on the trained recognition model, thereby improving the accuracy and efficiency of determining the blind spots formed by static environmental scenes.

[0191] In step 403, based on perspective calculation, a mapping relationship between the obstacle and the blind spot formed by the obstacle is determined.

[0192] In step 404, based on the motion parameters of the obstacle, the category of the blind spot formed by the obstacle is determined.

[0193] In some embodiments, a laser radar based on Frequency Modulated Continuous Wave (FMCW) technology can carry the velocity attribute of the point in the point cloud, which is beneficial for the vehicle's recognition module to improve the accuracy of determining the motion parameters of the obstacle.

[0194] Here, compared with ultrasonic and millimeter-wave radars, LiDAR has the advantages of high precision, high resolution, and long sensing distance, and can independently perform sensing tasks such as occlusion, drivable area, and lane line recognition based on LiDAR point cloud. At the same time, compared with visual perception, LiDAR point cloud has the advantages of high ranging accuracy, strong nighttime perception, and strong resistance to dynamic ambient light changes. Therefore, using LiDAR as a sensing sensor improves the robustness and accuracy of the collision avoidance effect.

[0195] Figure 4b FIG. 4 is a flow chart of a vehicle response method for a blind spot provided by an embodiment of the present disclosure, such as Figure 4b As shown, the vehicle response method includes at least the following steps:

[0196] In step 410, a second perpendicular distance between the contour edge of the blind spot and each track point in the preset driving track is determined;

[0197] In step 411, it is determined whether any second vertical distance is less than a first distance threshold.

[0198] In some embodiments, when it is determined that any second vertical distance is less than the first distance threshold, step 413 is performed.

[0199] In some other embodiments, when it is determined that any second vertical distance is greater than or equal to the first distance threshold, step 412 is performed.

[0200] In step 412, it is determined whether the distance difference between any second vertical distance and the first distance threshold is less than a preset difference threshold.

[0201] In some embodiments, when it is determined that the distance difference between any second vertical distance and the first distance threshold is less than a preset difference threshold, step 414 is performed.

[0202] In some other embodiments, when it is determined that the distance difference between any second vertical distance and the first distance threshold is greater than or equal to a preset difference threshold, step 416 is performed.

[0203] In step 413, it is determined whether a target blind spot exists within a preset range.

[0204] In step 414 , the number of trajectory points whose second perpendicular distance is less than a second distance threshold is determined.

[0205] In step 415, it is determined whether the quantity is greater than a preset quantity threshold.

[0206] In some embodiments, when it is determined that the quantity is greater than a preset quantity threshold, step 413 is executed.

[0207] In other embodiments, when it is determined that the quantity is less than or equal to a preset quantity threshold, step 416 is performed.

[0208] In step 416 , it is determined that there is no target blind spot within the preset range.

[0209] Figure 4c This is a flow diagram of a vehicle response method for blind spots provided by an embodiment of the present disclosure. Figure 5 ,like Figure 4c As shown, the vehicle response method includes at least the following steps:

[0210] In step 421 , in response to the existence of a target blind spot within a preset range, a first trajectory point is determined from each trajectory point based on a first vertical distance between each trajectory point in a preset driving trajectory of the vehicle and the target blind spot.

[0211] In step 422 , a first time for the virtual object to move from the target blind spot to the first trajectory point and a second time for the vehicle to reach the first trajectory point are estimated.

[0212] In step 423, when the time difference between the first time and the second time is less than a preset time threshold, a speed adjustment value of the vehicle is determined based on the first driving distance between the vehicle and the first trajectory point, the first time, and the first driving speed of the vehicle.

[0213] In step 424 , the vehicle is controlled to decrease from the first driving speed to the second driving speed based on the speed adjustment value of the vehicle.

[0214] Figure 5 is a block diagram of a vehicle response device for blind spots provided by an embodiment of the present disclosure, such as Figure 5 As shown, the vehicle response device 500 includes:

[0215] The first determination module 501 is configured to determine a first trajectory point from each trajectory point based on a first vertical distance between each trajectory point in a preset driving trajectory of the vehicle and the target blind spot when there is a target blind spot within a preset range of the vehicle; wherein there is a collision risk between the vehicle and a virtual object in the target blind spot at the first trajectory point;

[0216] An estimation module 502 is configured to estimate a first time for the virtual object to move from the target blind spot to the first trajectory point, and a second time for the vehicle to reach the first trajectory point;

[0217] The second determination module 503 is configured to determine the driving parameters of the vehicle based on the first time and the second time.

[0218] In some embodiments, the second determining module 503 is specifically configured as follows:

[0219] determining a speed adjustment value of the vehicle based on a first travel distance between the vehicle and the first trajectory point, the first time, and a first travel speed of the vehicle when a time difference between the first time and the second time is less than a preset time threshold;

[0220] The vehicle is controlled to decrease from the first driving speed to a second driving speed based on the speed adjustment value of the vehicle.

[0221] In some embodiments, the apparatus 500 further includes:

[0222] A control module configured to determine a second driving distance between the second trajectory point and the first trajectory point when the vehicle travels to a second trajectory point in the preset driving trajectory at the second driving speed;

[0223] determining a third time based on the second driving distance and the second driving speed;

[0224] When the time difference between the third time and the first time is greater than or equal to the preset time threshold, the vehicle is controlled to increase from the second driving speed to a third driving speed.

[0225] In some embodiments, the apparatus 500 further includes:

[0226] A first blind spot determination module, configured to determine a blind spot formed based on at least one obstacle within the preset range when the vehicle is in a driving state;

[0227] When the second perpendicular distance between the contour edge of the blind spot and any of the track points in the preset driving track is less than the first distance threshold, it is determined that the target blind spot exists within the preset range.

[0228] In some embodiments, the apparatus 500 further includes:

[0229] a second blind spot determination module, configured to determine the number of trajectory points whose second vertical distance is less than a second distance threshold when the second vertical distance is greater than or equal to the first distance threshold and the distance difference between the second vertical distance and the first distance threshold is less than a preset difference threshold; wherein the second distance threshold is greater than the first distance threshold;

[0230] When the number is greater than a preset number threshold, it is determined that the target blind spot exists within the preset range.

[0231] In some embodiments, the estimation module 502 is specifically configured as follows:

[0232] Determining the type of the virtual object based on the motion parameters of the obstacle forming the target blind spot; wherein different types of virtual objects correspond to different reference speeds;

[0233] The first time is determined based on a reference speed corresponding to the type of the virtual object and a first vertical distance between the target blind spot and the first trajectory point.

[0234] In some embodiments, the apparatus 500 further includes:

[0235] a detection module configured to determine a first evaluation value based on a size of the target blind spot and a size of the real object when detecting that the real object moves to the target blind spot;

[0236] Determining a second evaluation value based on a motion parameter of an obstacle forming the target blind spot;

[0237] Determining a target evaluation value based on the first evaluation value and the second evaluation value;

[0238] In a case where the target evaluation value is greater than a preset evaluation threshold, it is determined that the real object is the virtual object within the target blind area.

[0239] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0240] Figure 6 6 is a block diagram of an electronic device 600 provided by an embodiment of the present disclosure. For example, the electronic device 600 may be a mobile phone, a computer, a digital broadcast terminal, a messaging device, a game console, a tablet device, a medical device, a fitness device, a personal digital assistant, etc.

[0241] Reference Figure 6 , the electronic device 600 may include one or more of the following components: a processing component 602 , a memory 604 , a power component 606 , a multimedia component 608 , an audio component 610 , an input / output (I / O) interface 612 , a sensor component 614 , and a communication component 616 .

[0242] The processing component 602 generally controls the overall operation of the electronic device 600, such as operations associated with at least one of display, phone calls, data communications, camera operations, and recording operations. The processing component 602 may include one or more processors 620 to execute instructions to complete all or part of the steps of the above-mentioned method. In addition, the processing component 602 may include one or more modules to facilitate the interaction between the processing component 602 and other components. For example, the processing component 602 may include a multimedia module to facilitate the interaction between the multimedia component 608 and the processing component 602.

[0243] The memory 604 is configured to store various types of data to support operations on the electronic device 600. Examples of such data include at least one of the following: instructions for any application or method operating on the electronic device 600, contact data, phone book data, messages, pictures, and videos. The memory 604 may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as a static random access memory (SRAM), an electrically erasable programmable read-only memory (EEPROM), an erasable programmable read-only memory (EPROM), a programmable read-only memory (PROM), a read-only memory (ROM), a magnetic memory, a flash memory, a magnetic disk, or an optical disk.

[0244] The power supply component 606 provides power to various components of the electronic device 600. The power supply component 606 may include at least one of the following: a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power for the electronic device 600.

[0245] The multimedia component 608 includes a screen that provides an output interface between the electronic device 600 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touch, slide, and gestures on the touch panel. The touch sensor may not only sense the boundaries of the touch or slide action, but also detect the duration and pressure associated with the touch or slide operation. In some embodiments, the multimedia component 608 includes a front camera and / or a rear camera. When the electronic device 600 is in an operating mode, such as a shooting mode or a video mode, the front camera and / or the rear camera may receive external multimedia data. Each front camera and rear camera may be a fixed optical lens system or have a focal length and optical zoom capability.

[0246] The audio component 610 is configured to output and / or input audio signals. For example, the audio component 610 includes a microphone (MIC), and when the electronic device 600 is in an operation mode, such as a call mode, a recording mode, and a voice recognition mode, the microphone is configured to receive an external audio signal. The received audio signal can be further stored in the memory 604 or sent via the communication component 616. In some embodiments, the audio component 610 also includes a speaker for outputting audio signals.

[0247] I / O interface 612 provides an interface between processing component 602 and peripheral interface modules, such as keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to, a home button, a volume button, a start button, and a lock button.

[0248] The sensor assembly 614 includes one or more sensors for providing various aspects of status assessment for the electronic device 600. For example, the sensor assembly 614 can detect the open / closed state of the electronic device 600, the relative positioning of the components, such as the display and keypad of the electronic device 600, and the sensor assembly 614 can also detect the position change of the electronic device 600 or a component in the electronic device 600, the presence or absence of contact between the user and the electronic device 600, the orientation or acceleration / deceleration of the electronic device 600, and the temperature change of the electronic device 600. The sensor assembly 614 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. The sensor assembly 614 may also include a light sensor, such as a complementary metal oxide semiconductor (CMOS) or a charge coupled device (CCD) image sensor, for use in imaging applications. In some embodiments, the sensor assembly 614 may also include, but is not limited to, at least one of the following: an acceleration sensor, a gyroscope sensor, a magnetic sensor, a pressure sensor, and a temperature sensor.

[0249] The communication component 616 is configured to facilitate wired or wireless communication between the electronic device 600 and other devices. The electronic device 600 can access a wireless network based on a communication standard, such as Wi-Fi, 4G, 5G, or a combination thereof. In an exemplary embodiment, the communication component 616 receives a broadcast signal or broadcast-related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 616 also includes a near field communication (NFC) module to facilitate short-range communication. For example, the NFC module can be implemented based on radio frequency identification (RFID) technology, infrared data association (IrDA) technology, UWB technology, Bluetooth (BT) technology and other technologies.

[0250] In an exemplary embodiment, the electronic device 600 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components.

[0251] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 604 including executable instructions or a computer program, which can be executed by a processor 620 of an electronic device 600 to perform the above method. For example, the non-transitory computer-readable storage medium can be a ROM, a random access memory (RAM), a compact disc read-only memory (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0252] A non-transitory computer-readable storage medium, when the instructions in the storage medium are executed by a processor of an electronic device, enables the electronic device to execute any of the above-mentioned vehicle response methods for blind spots in the embodiments of the present disclosure. For example, the vehicle response method includes:

[0253] In the case where there is a target blind spot within a preset range of the vehicle, a first track point is determined from each track point based on a first perpendicular distance between each track point in a preset driving track of the vehicle and the target blind spot; wherein there is a risk of collision between the vehicle and a virtual object in the target blind spot at the first track point;

[0254] estimating a first time for the virtual object to move from the target blind spot to the first trajectory point, and a second time for the vehicle to reach the first trajectory point;

[0255] Based on the first time and the second time, a driving parameter of the vehicle is determined.

[0256] The embodiment of the present disclosure provides a computer program product, which includes: a computer program or executable instructions, which are stored in a computer-readable storage medium. The processor of the computer device reads the computer program or executable instructions from the computer-readable storage medium, and the processor executes the computer program or executable instructions, so that the computer device executes any one of the above-mentioned vehicle response methods for blind spots in the embodiment of the present disclosure.

[0257] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. The present disclosure is intended to cover any variations, uses or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The description and examples are to be considered exemplary only, and the true scope and spirit of the present disclosure are indicated by the following claims.

[0258] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A vehicle response method for blind spots, characterized in that: The method comprises: In the case where there is a target blind spot within a preset range of the vehicle, a first track point is determined from each track point based on a first perpendicular distance between each track point in a preset driving track of the vehicle and the target blind spot; wherein there is a risk of collision between the vehicle and a virtual object in the target blind spot at the first track point; estimating a first time for the virtual object to move from the target blind spot to the first trajectory point, and a second time for the vehicle to reach the first trajectory point; Based on the first time and the second time, a driving parameter of the vehicle is determined.

2. The method according to claim 1, characterized in that The determining the driving parameter of the vehicle based on the first time and the second time includes: determining a speed adjustment value of the vehicle based on a first travel distance between the vehicle and the first trajectory point, the first time, and a first travel speed of the vehicle when a time difference between the first time and the second time is less than a preset time threshold; The vehicle is controlled to decrease from the first driving speed to a second driving speed based on the speed adjustment value of the vehicle.

3. The method according to claim 2, characterized in that The method further comprises: When the vehicle travels to a second track point in the preset driving track at the second driving speed, determining a second driving distance between the second track point and the first track point; determining a third time based on the second driving distance and the second driving speed; When the time difference between the third time and the first time is greater than or equal to the preset time threshold, the vehicle is controlled to increase from the second driving speed to a third driving speed.

4. The method according to claim 1, characterized in that The method further comprises: When the vehicle is in a driving state, determining a blind spot formed by at least one obstacle within the preset range; When the second perpendicular distance between the contour edge of the blind spot and any of the track points in the preset driving track is less than the first distance threshold, it is determined that the target blind spot exists within the preset range.

5. The method according to claim 4, characterized in that The method further comprises: When the second vertical distance is greater than or equal to the first distance threshold, and the distance difference between the second vertical distance and the first distance threshold is less than a preset difference threshold, determining the number of trajectory points whose second vertical distance is less than the second distance threshold; wherein the second distance threshold is greater than the first distance threshold; When the number is greater than a preset number threshold, it is determined that the target blind spot exists within the preset range.

6. The method according to any one of claims 1 to 5, characterized in that: The estimating a first time for the virtual object to move from the target blind spot to the first trajectory point includes: Determining the type of the virtual object based on the motion parameters of the obstacle forming the target blind spot; wherein different types of virtual objects correspond to different reference speeds; The first time is determined based on a reference speed corresponding to the type of the virtual object and a first vertical distance between the target blind spot and the first trajectory point.

7. The method according to any one of claims 1 to 5, characterized in that: The method further comprises: In the case where it is detected that the real object moves to the target blind area, determining a first evaluation value based on the size of the target blind area and the size of the real object; Determining a second evaluation value based on a motion parameter of an obstacle forming the target blind spot; Determining a target evaluation value based on the first evaluation value and the second evaluation value; In a case where the target evaluation value is greater than a preset evaluation threshold, it is determined that the real object is the virtual object within the target blind area.

8. A vehicle response device for blind spots, characterized in that: The device comprises: A first determination module is configured to determine a first trajectory point from each trajectory point based on a first perpendicular distance between each trajectory point in a preset driving trajectory of the vehicle and the target blind spot when there is a target blind spot within a preset range of the vehicle; wherein there is a risk of collision between the vehicle and a virtual object in the target blind spot at the first trajectory point; an estimation module configured to estimate a first time for the virtual object to move from the target blind spot to the first trajectory point, and a second time for the vehicle to reach the first trajectory point; The second determination module is configured to determine the driving parameters of the vehicle based on the first time and the second time.

9. An electronic device, characterized in that: include: processor; Memory for storing computer programs or instructions; The processor executes the computer program or instructions to implement the steps of any one of the methods of claims 1 to 7.

10. A non-transitory computer-readable storage medium storing a computer program or instruction, characterized in that: When the computer program or instructions in the storage medium are executed by a processor, the steps of the method of any one of claims 1 to 7 are implemented.

11. A computer program product, comprising a computer program or instructions, characterized in that: When the computer program or instruction is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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