Method and device for determining region of interest, and storage medium

Abstract

A method for determining a region of interest of a vehicle. The method includes acquiring vehicle information of a vehicle, the vehicle information including one or more of a vehicle driving speed, a steering angle, and non-driving data. The method also includes determining a region of interest capable of communicating with the vehicle based on the vehicle information. The method further includes, in response to receiving a first message from a first object within the region of interest, processing the first message; and in response to receiving a second message from a second object outside the region of interest, ignoring the second message. According to the method, the input message rate can be controlled, the message of the region of interest is considered, the method adapts to a dynamic driving scene, and different scenes are automatically processed.

Description

Technical Field

[0001] Embodiments of the present disclosure relate to the field of vehicle driving, and more particularly to methods, devices, and computer-readable storage media for determining an area of interest of a vehicle. Background Art

[0002] With the popularization of automotive intelligence and autonomous driving technologies, vehicle networking technology has received increasing attention. Vehicle networking technology can connect vehicles to the Internet and other vehicles to achieve a network for information transmission, data sharing, and communication. Through methods such as wireless communication, sensor technology, and cloud computing, vehicle networking can improve road safety, traffic efficiency, and travel experience.

[0003] V2X (Vehicle-to-Everything) communication can provide communication between vehicles and everything, including V2V (Vehicle-to-Vehicle), V2I (Vehicle-to-Infrastructure), V2P (Vehicle-to-Pedestrian), etc. This communication allows vehicles to share information to improve road safety and traffic flow. Summary of the Invention

[0004] According to an exemplary embodiment of the present disclosure, there is provided a method, a device, and a computer-readable storage medium for determining an area of interest of a vehicle.

[0005] In a first aspect of the present disclosure, there is provided a method for determining an area of interest of a vehicle. The method includes obtaining vehicle information of the vehicle, where the vehicle information includes one or more of vehicle driving speed, steering angle, and non-driving data. The method further includes determining, based on the vehicle information, an area of interest capable of communicating with the vehicle. The method further includes processing a first message in response to receiving the first message from a first object within the area of interest; and ignoring a second message in response to receiving the second message from a second object outside the area of interest.

[0006] In a second aspect of the present disclosure, there is provided an electronic device for determining an area of interest of a vehicle. The device includes at least one processing unit; and at least one memory coupled to the at least one processing unit and storing instructions for execution by the at least one processing unit, which when executed by the at least one processing unit cause the electronic device to perform the method according to the first aspect of the present disclosure.

[0007] In a third aspect of the present disclosure, there is provided a computer-readable storage medium having stored thereon a computer program, which when executed by a device causes the device to perform the method according to the first aspect of the present disclosure.

[0008] It should be understood that the content described in the Summary of the Invention section is not intended to limit the key or important features of the embodiments of the present disclosure, nor to limit the scope of the present disclosure. Other features of the present disclosure will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In conjunction with the accompanying drawings and with reference to the following detailed description, the above and other features, advantages, and aspects of the embodiments of the present disclosure will become more apparent. In the drawings, the same or similar reference numerals denote the same or similar elements, where:

[0010] Figure 1 FIG. shows a schematic diagram of an exemplary environment according to an embodiment of the present disclosure;

[0011] Figure 2 FIG. shows a flowchart of an exemplary method for determining a region of interest of a vehicle according to an embodiment of the present disclosure;

[0012] Figure 3 FIG. shows a schematic diagram of a process for generating a region of interest implemented according to an embodiment of the present disclosure;

[0013] Figure 4A FIG. shows a schematic diagram of the influence of the steering wheel angle on the region of interest during the process of generating the region of interest implemented according to an embodiment of the present disclosure;

[0014] Figure 4B FIG. shows a schematic diagram of the influence of speed on the region of interest during the process of generating the region of interest implemented according to an embodiment of the present disclosure;

[0015] Figure 4C FIG. shows a schematic diagram of the influence of speed on the region of interest during the process of generating the region of interest implemented according to an embodiment of the present disclosure;

[0016] Figure 4D FIG. shows a schematic diagram of the influence of speed on the region of interest during the process of generating the region of interest implemented according to some embodiments of the present disclosure;

[0017] Figure 5A FIG. illustrates a schematic diagram of a process for determining whether an external vehicle falls into a region of interest implemented according to some embodiments of the present disclosure;

[0018] Figure 5B FIG. illustrates a schematic diagram of a process for determining the driving behavior of a vehicle and the heading of a region of interest implemented according to some embodiments of the present disclosure;

[0019] Figure 5C FIG. illustrates a schematic diagram of a process for determining the driving behavior of a vehicle and the heading of a region of interest implemented according to some embodiments of the present disclosure;

[0020] Figure 5D A schematic diagram illustrating a process for determining a driving behavior of a vehicle and a heading of an area of interest implemented according to some embodiments of the present disclosure;

[0021] Figure 5E A schematic diagram illustrating a process for determining a driving behavior of a vehicle and a heading of an area of interest implemented according to some embodiments of the present disclosure;

[0022] Figure 5F A schematic diagram illustrating a process for determining a driving behavior of a vehicle and a heading of an area of interest implemented according to some embodiments of the present disclosure; and

[0023] Figure 6 A schematic block diagram showing an example device that can be used to implement embodiments of the present disclosure. Detailed implementation manners

[0024] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although some embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. On the contrary, these embodiments are provided to more thoroughly and completely understand the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not used to limit the protection scope of the present disclosure.

[0025] In the description of the embodiments of the present disclosure, the term "including" and its similar terms should be understood as open inclusion, that is, "including but not limited to". The term "based on" should be understood as "at least partially based on". The term "one embodiment" or "the embodiment" should be understood as "at least one embodiment". Terms such as "first", "second", etc. may refer to different or the same objects. There may also be other explicit and implicit definitions below.

[0026] The V2X message processing system of a vehicle can receive various messages from various vehicles, infrastructure, and pedestrians on the driving road surface. However, when a large number of vehicles send and receive V2X messages simultaneously, the communication network may become congested, resulting in message transmission delays or failures. This may have an adverse impact on traffic safety and efficiency. At the same time, a large number of V2X messages may cause information overload, making it difficult for in-vehicle processors to process all the received information, which may reduce the attention of the vehicle's V2X message processing system to important information. Message screening, filtering, and management mechanisms are needed to ensure the normal operation of the V2X message processing system.

[0027] To address at least the above and other potential issues, embodiments of the present disclosure provide a method for determining a region of interest of a vehicle. The method includes obtaining vehicle information of the vehicle, where the vehicle information includes one or more of vehicle driving speed, steering angle, and non-driving data. The method further includes determining, based on the vehicle information, a region of interest capable of communicating with the vehicle. The method also includes processing a first message in response to receiving the first message from a first object within the region of interest; and ignoring a second message in response to receiving the second message from a second object outside the region of interest. Through the method implemented by the present disclosure, the input message rate can be controlled, messages within the region of interest can be considered, dynamic driving scenarios can be adapted to, and different scenarios can be automatically processed.

[0028] Embodiments of the present disclosure will be described in further detail below in conjunction with the accompanying drawings, where Figure 1 FIG. shows a schematic diagram of an exemplary environment according to an embodiment of the present disclosure.

[0029] As Figure 1 shown, the exemplary environment 100 may include elements or components such as a vehicle 102, a front region of interest 104, a rear region of interest 106, a left region of interest 108, and a right region of interest 110. In some embodiments, the vehicle 102 may generate one or more regions of interest during driving, and these regions of interest may be geographical areas that the vehicle pays special attention to during communication and interaction during driving.

[0030] For example, the front region of interest 104 in front of the vehicle 102, the rear region of interest 106 behind the vehicle, the left region of interest 108 on the left side of the vehicle, and the right region of interest 110 on the right side of the vehicle, etc. The V2X transceiver in the vehicle 102, such as a wireless module, can receive various information sent by other vehicles, infrastructure, or pedestrians. When the vehicle 102 receives a V2X message, the vehicle can process these messages and take corresponding actions. These actions may include issuing a warning to the driver, automatic braking, steering, or other safety and traffic management decisions.

[0031] For example, in one embodiment, after the V2X transceiver in the vehicle 102 receives a V2X message sent by another vehicle in the front region of interest 104, the processor in the vehicle 102 can process the message and remind the driver to pay attention to the vehicle ahead, or plan a route in advance to avoid the vehicle. Similarly, the vehicle 102 can also receive messages or data from other regions of interest to take corresponding actions.

[0032] The above has been described in conjunction with Figure 1 a schematic diagram of an exemplary environment according to an embodiment of the present disclosure. The following will be described in conjunction with Figure 2Flowchart of an example method 200 for determining a region of interest of a vehicle according to an embodiment of the present disclosure. Method 200 may be executed at the vehicle 102 in Figure 1 and any suitable computing device.

[0033] At block 202, vehicle information of the vehicle is obtained, where the vehicle information includes one or more of vehicle driving speed, steering angle, and non-driving data. As an example, the region of interest generation system in the vehicle 102 may first obtain information associated with the vehicle 102 itself or the environment. For example, the region of interest generation system may obtain data such as the driving speed of the current vehicle and the angle of the steering angle of the steering wheel.

[0034] In some embodiments, the region of interest generation system may also obtain non-driving data, which may include data such as lane width, predetermined parameters, and predetermined thresholds specified for the region where the current vehicle 102 is traveling. In some embodiments, the standard of lane width may vary by country, region, and road type. For example, the standard lane width of urban roads is between 2.3 meters and 3.5 meters, while the standard lane width of highways is 3.75 meters.

[0035] In some embodiments, predetermined parameters such as various scalars xx_scalar and biases xx_bias may be provided with flexible configuration through look-up tables and manual processing. In some embodiments, the look-up tables may be determined based on road specifications of a large number of different countries in different regions. The look-up tables may include factors such as speed limits and curve curvatures. The predetermined parameters may also be determined based on prior knowledge data such as in the development and experimental stages. Additionally or alternatively, in some embodiments, the predetermined parameters may also be optimized or fine-tuned based on feedback from other components during the driving of the vehicle 102

[0036] In some embodiments, in order to make the generated model of the region of interest have boundaries and not lose availability when the vehicle speed is too high or too low, there are basic requirements for the upper and lower limits of the speed. For example, when the current driving speed of the vehicle is greater than or less than the predetermined threshold in the predetermined parameters, the current driving speed of the vehicle may be considered equal to a certain constant. For example, when driving on a road where 40 KM / H is the minimum speed required for vehicle driving and 120 KM / H is the maximum speed required for vehicle driving.

[0037] When the current driving speed of the vehicle is less than 40 KM / H, the current driving speed of the vehicle can be considered as 40 KM / H; when the current driving speed of the vehicle is greater than 120 KM / H, the current driving speed of the vehicle can be considered as 120 KM / H. In some embodiments, if there are no special requirements for the observed range of interest, it is defaulted to 100 vehicles and 6 roadside units (roadside unit, RSU), that is, 1 RSU per 160 meters in the urban area and 1 vehicle per 5 meters. RSU is usually a communication device installed beside roads or traffic infrastructure, used to support the communication between vehicles and infrastructure to achieve V2X communication.

[0038] In some embodiments, the behavior, performance, and control of the vehicle can be modeled by the formula y = mx + b, where y is the vehicle position, x is the relevant factors during the vehicle driving process (such as speed, steering wheel angle, heading, etc.), and m and b can be predetermined parameters, etc. The slope-intercept form is the most "popular" form of a straight line. Additionally or alternatively, there can be more dimensions or factors to fine-tune or control the size of the vehicle model.

[0039] At block 204, based on the vehicle information, determine the area of interest that can communicate with the vehicle. In some embodiments, the area of interest can be pre-determined based on factors such as predetermined values and vehicle own parameters. In other embodiments, the area of interest can be dynamically determined based on factors such as the speed and rotation angle of the vehicle. As an example, vehicle 102 can determine the size and range of the area of interest based on the information associated with vehicle 102 itself as described above. For example, in one embodiment, the length FV of the front area of interest 104 in the area of interest of the vehicle can be obtained by the following formula (1):

[0040] FV = velocity * ttc * FV_scalar + FV_bias (1)

[0041] where velocity is the driving speed of the current vehicle 102, ttc is the time-to-collision with the vehicle in front, FV_scalar and FV_bias are predetermined parameters, and can be adjusted or obtained based on prior knowledge. The midpoint of the front area of interest 104 is the position of vehicle 102.

[0042] In some embodiments, the width FH of the front area of interest 104 in the area of interest of the vehicle can be obtained by the following formula (2):

[0043]

[0044] where velocity is the driving speed of the current vehicle 102, ttc is the time to collision, steering_wheel_angle is the steering wheel angle, 100km / h, FH_scalar are predetermined parameters and can be adjusted, and four_lanes_width is the lane width in which the current vehicle 102 is driving.

[0045] In some embodiments, if the steering wheel angle steering_wheel_angle is within a predetermined threshold range, it can be considered that the steering wheel angle will affect the width FH of the front region of interest 104. For example, when 1 / 4*π <= |steering_wheel_angle| <= 1 / 2*π, it can be considered that the influence of the steering wheel angle on the width FH of the front region of interest 104 is -||steering_wheel_angle| - 3 / 8*π| + 1 + (1 / 8*π).

[0046] Conversely, if the steering wheel angle steering_wheel_angle is outside the predetermined threshold range, for example, the steering wheel angle is too small or too large, it can be considered that the steering wheel angle will not affect the width FH of the front region of interest 104. Therefore, the value associated with the steering wheel angle can be set to 1. In some embodiments, for example, when the vehicle 102 is turning at an intersection, the steering wheel angle is generally relatively large, so the situations in the left and right regions are also noted. In the case of high speed, even when changing lanes, the steering wheel angle is generally relatively small, so the situations in the left and right regions are less concerned.

[0047] In some embodiments, the length BV of the rear region of interest 106 in the region of interest of the vehicle 102 can be obtained by the following formula (3):

[0048] BV = velocity * ttc * BV_scalar + BV_bias (3)

[0049] where velocity is the driving speed of the current vehicle 102, ttc is the time to collision, BV_scalar, BV_bias are predetermined parameters, and can be adjusted or obtained based on prior knowledge.

[0050] In some embodiments, the width BH of the rear region of interest 106 in the region of interest of the vehicle 102 can be the same as FH in formula (2). The midpoint of the top edge of the rear region of interest 106 is the position of the vehicle 102.

[0051] In some embodiments, the length LV of the left region of interest 108 in the region of interest of the vehicle can be obtained by the following formula (4):

[0052] LV = |velocity - 100 km / h| * ttc * LV_scalar + four_lanes_width (4)

[0053] Where velocity is the driving speed of the current vehicle 102, ttc is the time to collision, 100 km / h and LV_scalar are predetermined parameters and can be adjusted or obtained based on prior knowledge. four_lanes_width is the lane width in which the current vehicle 102 is driving.

[0054] The center point to the right of the left region of interest 108 is the position of the vehicle 102. In the context of LV, LV is different from FV and can reduce its weight associated with the driving speed. 100 km / h is a common value because of its high occurrence frequency.

[0055] In some embodiments, the width LH of the left region of interest 108 in the region of interest of the vehicle can be obtained by the following formula (5):

[0056]

[0057] Where velocity is the driving speed of the current vehicle 102, ttc is the time to collision, LH_scalar is a predetermined parameter and can be adjusted or obtained based on prior knowledge. eight_lanes_width is the lane width in which the current vehicle 102 is driving.

[0058] In some embodiments, the length RV of the right region of interest 110 in the region of interest of the vehicle 102 can be equal to the length LV of the left region of interest 108. The width RH of the right region of interest 110 in the region of interest of the vehicle 102 can be obtained by the following formula (6):

[0059]

[0060] Where velocity is the driving speed of the current vehicle 102, ttc is the time to collision, RH_scalar is a predetermined parameter and can be adjusted or obtained based on prior knowledge. eight_lanes_width is the lane width in which the current vehicle 102 is driving. The center point to the left of the right region of interest 110 is the position of the vehicle 102.

[0061] In these embodiments, the headings of these models are kept consistent with the heading of vehicle 102. The horizontal lengths of the left region of interest 108 and the right region of interest 110 can be negatively correlated with the speed. These regions of interest can be fine-tuned with the above-mentioned predetermined parameters without losing flexibility. For the heading of the AOI model, it needs to be consistent with the heading of the vehicle itself, but for some specific scenarios, this principle may not be required to be followed.

[0062] In the context of the width RH of the right region of interest 110 and the width LH of the left region of interest 108, when vehicle 102 makes a turn at an intersection, the steering wheel angle is generally relatively large. In a curved road scenario, the steering wheel angle is generally also relatively large, and the left and right regions are not of interest. In the case of high speed, even when changing lanes, the steering wheel angle is generally relatively small, and the left and right regions are not concerned either. Therefore, the steering wheel angle is opposite to all road scenarios and can thus be ignored.

[0063] Therefore, according to the above formula, when the driving speed of vehicle 102 increases, the lengths of the left region of interest and the right region of interest can be increased, and the widths of the left region of interest and the right region of interest can be decreased. When the speed of vehicle 102 decreases, the lengths of the left region of interest and the right region of interest can be decreased, and at the same time, the widths of the left region of interest and the right region of interest of the vehicle can be increased.

[0064] At block 206, in response to receiving a first message from a first object within the region of interest, the first message is processed. As an example, vehicle 102 can receive messages from multiple objects within the above-mentioned region of interest. For example, vehicle 102 can receive V2X messages sent by other vehicles, infrastructure such as traffic lights, and pedestrians within the region of interest.

[0065] Vehicle 102 can then process these messages accordingly, such as planning a route to avoid obstacles ahead, sending corresponding messages to the vehicles in motion, etc. By this method, the V2X messages important to vehicle 102 can be determined, and those secondary messages can be filtered out, so that the processor of vehicle 102 gives priority to processing the messages within these regions of interest.

[0066] Additionally or alternatively, in some embodiments, vehicle 102 can provide the generated region of interest to other components, such as elements or components like a vehicle control unit, a navigation system, or a vehicle-to-cloud communication module, for evaluation. Other components can evaluate the received region of interest data to make decisions, such as route planning, collision avoidance, autonomous driving decisions, etc. The results of the evaluation can be fed back to other components or another component of vehicle 102.

[0067] Based on the evaluation feedback from other components, the vehicle can adjust its region of interest, predefined parameters, or other data to better adapt to the current driving situation and requirements. Such adjustments can help improve the vehicle's safety, efficiency, and performance.

[0068] At block 208, in response to receiving a second message from a second object outside the region of interest, the second message is ignored. In some embodiments, vehicle 102 or the autonomous driving system may receive messages from other objects (second objects) via V2X communication. Vehicle 102 or the autonomous driving system may classify the received messages to determine whether the messages are from objects within or outside the region of interest. In this way, vehicle 102 can effectively filter out valid information and take corresponding actions based on this information.

[0069] Additionally or alternatively, in some embodiments, vehicle 102 or the autonomous driving system does not further process or respond to messages from objects outside the region of interest. This can reduce unnecessary computational and decision-making processes to improve the efficiency of the system and ensure safety. In one embodiment, if vehicle 102 is located 1.5 KM (the communication distance of the V2X standard) behind another vehicle and gradually approaches the vehicle, such as 1.2 km, 1 km, 800 m, 500 m, and sends V2X messages to the vehicle until the other vehicle processes the message, it can be shown that the other vehicle also has the function of generating a region of interest implemented according to the present disclosure.

[0070] Figure 3 A schematic diagram of the process 300 for generating a region of interest implemented according to an embodiment of the present disclosure is shown. As Figure 3 shown, during the driving of vehicle 302 equipped with the method implemented according to the present disclosure, it can generate four regions of interest around it, a front region of interest 304, a rear region of interest 306, a left region of interest 308, and a right region of interest 310. Additionally or alternatively, in some embodiments, vehicle 302 may also generate more regions of interest, such as six or eight regions of interest, etc., for more accurately and timely sensing and receiving and transmitting various V2X messages within the regions of interest during vehicle driving, so as to make better judgments and ensure the safety of the driver.

[0071] In some embodiments, the width of the front region of interest 304 generated by the vehicle 302 may be represented as FH, and the length may be represented as FV; the width of the rear region of interest 306 may be represented as BH, and the length may be represented as BV; the width of the left region of interest 308 may be represented as LH, and the length may be represented as LV; the width of the right region of interest 310 may be represented as RH, and the length may be represented as RV. The sizes of the lengths and widths of these regions of interest may be associated with at least one or more of factors such as the driving speed of the vehicle 302, the steering wheel rotation angle, prior knowledge, etc., and are respectively determined according to the Figure 2 formulas described therein.

[0072] Figure 4A FIG. 400a shows a schematic diagram of the influence of the steering wheel angle on the region of interest during the generation of the region of interest according to an embodiment of the present disclosure. In the case of turning at an intersection, the steering wheel angle is generally relatively large, and there is also an interest in the left and right regions. In the case of high speed, even when changing lanes, the steering wheel angle is generally relatively small, and there is less concern about the left and right regions. At the same time, it is predefined that more than 1 / 4*π is an obvious angle change. If the steering wheel angle is equal to or greater than 1 / 2*π, it has little influence on determining the region of interest. As Figure 4A shown, during the process of determining the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306, when the steering wheel angle is less than the predetermined threshold angle, the influence of the steering wheel angle on the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306 can be a fixed value.

[0073] For example, according to the Figure 2 formulas described therein, as an example of the present disclosure, when the steering wheel angle turned by the driver is less than 1 / 4*π, the influence of the steering wheel angle on the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306 can be a fixed value of 1. When the driver continues to turn the steering wheel, when the angle is greater than 1 / 4*π and less than 3 / 8*π, the influence of the steering wheel angle on the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306 can increase as the rotation angle increases. For example, when the steering wheel angle is 3 / 8*π, the influence of the steering wheel angle on the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306 can reach a peak value of 1.4.

[0074] Additionally or alternatively, in some embodiments, when the steering wheel angle is greater than 3 / 8*π and less than 1 / 2*π, the influence of the steering wheel angle on the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306 may decrease as the rotation angle increases. When the steering wheel angle is greater than 1 / 2*π, the influence of the steering wheel angle on the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306 may then become a fixed value of 1.

[0075] It should be understood that in the embodiments of the present disclosure, the specific values or data listed above associated with the steering wheel angle are only exemplary. During actual driving, the above specific values or threshold data can be dynamically adjusted in an auto-optimized manner as the vehicle travels. For example, various sensors in the vehicle 302, such as cameras, lidar, ultrasonic sensors, etc., can be used to sense the surrounding environment, thereby collecting various data associated with the vehicle. These data can be used to adjust the control strategy of the vehicle in real time to adapt to different road conditions and traffic situations.

[0076] In some embodiments, the manufacturer can also continuously improve the performance and functions of the vehicle through remote software updates, such as optimizing the settings of the vehicle's electronic control unit (ECU). Additionally or alternatively, in some embodiments, the adaptive control system of the vehicle 302 can also automatically adjust key parameters according to the feedback data of upstream and downstream components, different driving conditions, and environmental changes. Additionally or alternatively, the above numerical values or threshold data can also be set based on prior knowledge, local habits, regulations, etc.

[0077] Figure 4B A schematic diagram showing the influence 400b of speed on the region of interest during the process of generating the region of interest according to an embodiment of the present disclosure is shown. As Figure 4B shown, during the process of determining the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306, the influence of speed on the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306 may first decrease as the speed increases. For example, when the vehicle speed is 40 KM / H, the influence of speed on the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306 may be 8.5.

[0078] When the vehicle speed is 100 KM / H, the influence of speed on the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306 can be reduced to 0. When the vehicle speed is 100 KM / H, the influence of speed on the width FH of the front region of interest 304 and / or the width BH of the rear region of interest 306 can instead continue to increase as the vehicle speed increases. It should be understood that in the embodiments of the present disclosure, the specific numerical values or data listed above associated with the vehicle speed are only exemplary. During actual driving, the above specific numerical values or threshold data can be dynamically adjusted in an auto-optimized manner as the vehicle travels. Additionally or alternatively, the above numerical values or threshold data can also be set based on prior knowledge, local customs, traffic regulations, etc.

[0079] Figure 4C FIG. 400c is a schematic diagram showing the influence of speed on the region of interest during the process of generating the region of interest implemented according to an embodiment of the present disclosure. As Figure 4C shown, during the process of determining, for example, the width LH of the left region of interest 308 and / or the width RH of the right region of interest 310, the influence of speed on the width LH of the left region of interest 308 and / or the width RH of the right region of interest 310 can decrease as the speed increases. Because in the case of turning at an intersection, the steering wheel angle is generally relatively large, and there is also an interest in the left and right regions. However, in a curved road scenario, the steering wheel angle is generally relatively large, and less attention is paid to the left and right regions. In the case of high speed, even when changing lanes, the steering wheel angle is generally relatively small, and less attention is paid to the left and right regions.

[0080] For example, when the vehicle speed is 40 KM / H, the influence of speed on the width LH of the left region of interest 308 and / or the width RH of the right region of interest 310 can be 3. When the vehicle speed is 120 KM / H, the influence of speed on the width LH of the left region of interest 308 and / or the width RH of the right region of interest 310 can be 1. It should be understood that in the embodiments of the present disclosure, the specific numerical values or data listed above associated with the vehicle speed are only exemplary. During actual driving, the above specific numerical values or threshold data can be dynamically adjusted in an auto-optimized manner as the vehicle travels.

[0081] Figure 4D FIG. 400d is a schematic diagram showing the influence of speed on the region of interest during the process of generating the region of interest implemented according to some embodiments of the present disclosure. As Figure 4DAs shown, in the process of determining the length LV of the left region of interest 308 and / or the length RV of the right region of interest 310, the influence of speed on the length LV of the left region of interest 308 and / or the length RV of the right region of interest 310 can first decrease as the speed increases. For example, when the vehicle speed is 40 KM / H, the influence of speed on the length LV of the left region of interest 308 and / or the length RV of the right region of interest 310 can be 17.

[0082] When the vehicle speed is 100 KM / H, the influence of speed on the length LV of the left region of interest 308 and / or the length RV of the right region of interest 310 can be reduced to 0. When the vehicle speed is 100 KM / H, the influence of speed on the length LV of the left region of interest 308 and / or the length RV of the right region of interest 310 can instead continue to increase as the vehicle speed increases. For example, it is 5 at 120 KM / H. The predefined 100 KM / H can be a common value because in more cases, this value appears with a higher frequency.

[0083] Figure 5A The figure illustrates a schematic diagram of a process 500a for determining whether an external vehicle falls into a region of interest implemented according to some embodiments of the present disclosure. As Figure 5A shown, the region of interest generated by vehicle 502 can have several vertices from A to H. Vehicle 502 can receive V2X messages from any vehicle and determine whether the external vehicle falls into the region of interest composed of these several vertices through coordinate transformation. This process can be represented by Table 1 below:

[0084]

[0085] Table 1

[0086] where (x, y) represents the position coordinate data including longitude and latitude of a distant vehicle traveling on the road. A x , B x , A y , C y , E x , F x , E y , G y represent the position coordinate data including longitude and latitude of several regions of interest generated by vehicle 502. If A x < x < B x & A y < y < C y , or E x < x < F x & E y < y < G y , it indicates that the distant vehicle is within the range of the position coordinate data of the region of interest generated by vehicle 502.

[0087] Figure 5B FIG. illustrates a schematic diagram of a process 500b for determining the driving behavior of a vehicle and the heading of an area of interest, implemented according to some embodiments of the present disclosure. In some embodiments, the area of interest generation system of vehicle 504 may determine that the vehicle is turning at an intersection based on one or more factors such as the current vehicle speed, steering wheel angle, V2X message data from other vehicles, etc., and thus generate an area of interest 504b that can cover the entire intersection. In this scenario, the heading of the area of interest 504b is more in line with the heading of the intersection, mainly focusing on the front, rear, right, and left rectangles.

[0088] For example, in some embodiments, the steering wheel angle may provide information about the vehicle's turning intention. When the steering wheel starts to turn, the system can recognize that the vehicle may be about to turn and generate an area of interest accordingly. The vehicle can receive V2X information such as the positions, speeds, and turning intentions of other vehicles through communication with other vehicles and traffic infrastructure. This data can help the vehicle generate an area of interest to ensure safe intersection passage. Additionally or alternatively, the GPS location information and map data of vehicle 504 and other vehicles can also be used to determine the vehicle's current position and road topology.

[0089] Based on these factors, the area of interest generation system can use appropriate algorithms and logic to identify the position of the intersection and the vehicle's turning intention. Once it is determined that the vehicle is about to turn, the system can generate an area of interest that covers the entire intersection to ensure that the vehicle can turn safely and avoid conflicts with other road users.

[0090] Figure 5C FIG. illustrates a schematic diagram of a process 500c for determining the driving behavior of a vehicle and the heading of an area of interest, implemented according to some embodiments of the present disclosure. In some embodiments, the area of interest generation system of vehicle 506 may determine that the vehicle is turning at a bend based on one or more factors such as the current vehicle speed, steering wheel angle, V2X message data from other vehicles, etc., and thus generate an area of interest 506c that can cover the entire bend. In this scenario, the heading of the area of interest 506c is more in line with the heading of the bend, mainly focusing on the front, rear, and left rectangles in the bend scenario.

[0091] For example, when the vehicle speed is slow, a turning behavior is usually triggered. When the steering wheel starts to turn and the vehicle's driving trajectory indicates that it may be about to enter a bend, the system can generate an area of interest. The V2X message data from other vehicles can provide information about the positions, speeds, and turning intentions of nearby vehicles. This data can help vehicle 506 generate an area of interest 506c with a heading more in line with the bend.

[0092] Figure 5D FIG. illustrates a schematic diagram of a process 500D for determining the driving behavior of a vehicle and the heading of an area of interest, implemented according to some embodiments of the present disclosure. In some embodiments, the area of interest generation system of vehicle 508 may determine that the vehicle is traveling at an intersection based on one or more factors such as the current vehicle speed, steering wheel angle, V2X message data from other vehicles, etc., thereby generating an area of interest 508d that can cover the entire intersection. In this scenario, the heading of the area of interest 508 is more in line with the heading of the intersection, mainly focusing on the front, rear, and left rectangles.

[0093] Figure 5E FIG. illustrates a schematic diagram of a process 500e for determining the driving behavior of a vehicle and the heading of an area of interest, implemented according to some embodiments of the present disclosure. In some embodiments, the area of interest generation system of vehicle 510 may determine that the vehicle is going straight at an intersection based on one or more factors such as the current vehicle speed, steering wheel angle, V2X message data from other vehicles, etc., thereby generating an area of interest 510b that can cover the entire intersection. In this scenario, the heading of the area of interest 510b is more in line with the heading of the intersection.

[0094] Figure 5F FIG. illustrates a schematic diagram of a process 500f for determining the driving behavior of a vehicle and the heading of an area of interest, implemented according to some embodiments of the present disclosure. In some embodiments, the area of interest generation system of vehicle 512 may determine that the vehicle is turning on a straight lane based on one or more factors such as the current vehicle speed, steering wheel angle, V2X message data from other vehicles, etc. Even when the vehicle is turning, the area of interest generation system of vehicle 512 can generate an area of interest 512f that can cover the entire straight lane. In this scenario, the heading of the area of interest 512f is more in line with the heading of the straight lane, mainly focusing on the front and rear rectangles in a straight road scenario.

[0095] In the above scenarios, the minimum speed of the vehicle can be 40 KM / H, the maximum speed can be 120 KM / H, or it can be tested at a predefined 50 KM / H in each road scenario. The TTC is predefined as 20 seconds in all road scenarios. If the speed is less than 40 KM / H, the speed can be considered 40 KM / H; if the speed is greater than 120 KM / H, the speed can be considered 120 KM / H. In this way, the vehicle can have the ability to cover all areas of interest and can effectively filter out interested and uninterested areas, achieving flexible configuration and less coverage of uninterested areas.

[0096] Figure 6A schematic block diagram of an example device 600 that can be used to implement embodiments of the present disclosure is shown. Figure 1 The electronic device in [reference] can be implemented using device 600. As shown, device 600 includes a central processing unit (CPU) 601, which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) 602 or computer program instructions loaded from a storage unit 608 into a random access memory (RAM) 603. In the RAM 603, various programs and data required for the operation of device 600 can also be stored. The CPU 601, ROM 602, and RAM 603 are connected to each other via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0097] Multiple components in device 600 are connected to the I / O interface 605, including: an input unit 606, such as a keyboard, a mouse, etc.; an output unit 607, such as various types of displays, speakers, etc.; a memory 608, such as a magnetic disk, an optical disc, etc.; and a communication unit 609, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 609 allows device 600 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0098] Each of the processes and processes described above, such as method 200, can be executed by the processing unit 601. For example, in some embodiments, method 200 can be implemented as a computer software program that is tangibly contained in a machine-readable medium, such as storage unit 608. In some embodiments, part or all of the computer program can be loaded and / or installed onto device 600 via the ROM 602 and / or the communication unit 609. When the computer program is loaded into the RAM 603 and executed by the CPU 601, one or more actions of method 200 and process 300 described above can be performed.

[0099] The present disclosure can be a method, an apparatus, a system, and / or a computer program product. The computer program product can include a computer-readable storage medium having thereon computer-readable program instructions for performing various aspects of the present disclosure.

[0100] A computer-readable storage medium can be a tangible device that can retain and store instructions for use by an instruction execution device. A computer-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), a memory stick, a floppy disk, a mechanically encoded device such as a punched card or raised structures in grooves having instructions stored thereon, and any suitable combination of the foregoing. The computer-readable storage medium as used herein is not construed as being a transitory signal per se, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or other transmission medium (e.g., an optical pulse through an optical fiber cable), or an electrical signal transmitted through a wire.

[0101] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to various computing / processing devices, or downloaded to an external computer or external storage device through a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network may include a copper transmission cable, an optical fiber transmission, a wireless transmission, a router, a firewall, a switch, a gateway computer, and / or an edge server. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in a computer-readable storage medium in each computing / processing device.

[0102] The computer program instructions for performing the operations of the present disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine - related instructions, microcode, firmware instructions, state - setting data, or source code or object code written in any combination of one or more programming languages, including object - oriented programming languages such as Smalltalk, C++, etc., and conventional procedural programming languages such as the "C" language or similar programming languages. The computer - readable program instructions may be executed entirely on the user's computer, partially on the user's computer, executed as a stand - alone software package, partially on the user's computer and partially on a remote computer, or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider). In some embodiments, by using the state information of the computer - readable program instructions to customize an electronic circuit, such as a programmable logic circuit, a field - programmable gate array (FPGA), or a programmable logic array (PLA), the electronic circuit can execute the computer - readable program instructions to implement various aspects of the present disclosure.

[0103] Aspects of the present disclosure are described herein with reference to the flowchart and / or block diagram of methods, apparatus (systems), and computer program products according to embodiments of the present disclosure. It should be understood that each block of the flowchart and / or block diagram, and the combinations of blocks in the flowchart and / or block diagram, can be implemented by computer - readable program instructions.

[0104] These computer - readable program instructions can be provided to a processing unit of a general - purpose computer, a special - purpose computer, or other programmable data - processing apparatus to produce a machine such that, when the instructions are executed by the processing unit of the computer or other programmable data - processing apparatus, a device is created that implements the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer - readable program instructions can also be stored in a computer - readable storage medium, which causes a computer, a programmable data - processing apparatus, and / or other devices to operate in a particular manner. Thus, the computer - readable medium storing the instructions comprises a manufacture, which includes instructions for implementing various aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0105] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device, causing a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process such that the instructions executed on the computer, other programmable data processing apparatus, or other device implement the functions / acts specified in one or more boxes of the flowchart and / or block diagram.

[0106] The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagram may represent a module, a segment of code, or a portion of an instruction, which contains one or more executable instructions for implementing the specified logical function. In some alternative implementations, the functions noted in the blocks may occur out of the order noted in the figures. For example, two consecutive blocks may in fact be executed substantially in parallel, or they may sometimes be executed in the reverse order, depending upon the functionality involved. It should also be noted that each block of the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented by special-purpose hardware-based systems that perform the specified functions or acts, or by combinations of special-purpose hardware and computer instructions.

[0107] The embodiments of the present disclosure have been described above. The above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The choice of terms used herein is intended to best explain the principles of the embodiments, the practical application, or the technical improvement of the technology in the market, or to enable other ordinary skilled artisans in the art to understand the embodiments disclosed herein.

Claims

1. A method for determining an area of interest of a vehicle, the method comprises: obtaining vehicle information of the vehicle, the vehicle information including one or more of vehicle driving speed, steering angle, and non-driving data; based on the vehicle information, determining an area of interest capable of communicating with the vehicle; in response to receiving a first message from a first object within the area of interest, processing the first message; and in response to receiving a second message from a second object outside the area of interest, ignoring the second message.

2. The method according to claim 1, wherein determining the area of interest capable of communicating with the vehicle comprises: based on the vehicle driving speed and a predetermined parameter in the non-driving data, determining lengths of a front area of interest and a rear area of interest in the area of interest of the vehicle, wherein the predetermined parameter is determined based on prior knowledge; and based on the driving speed and the steering angle of the vehicle, determining widths of the front area of interest and the rear area of interest in the area of interest of the vehicle.

3. The method according to claim 2, wherein determining the area of interest capable of communicating with the vehicle further comprises: in response to the steering angle being within a predetermined threshold range in the non-driving data, determining the area of interest of the vehicle based on the steering angle; and in response to the steering angle being less than or greater than the predetermined threshold range, determining the area of interest of the vehicle based on a predetermined value.

4. The method according to claim 1, wherein determining the area of interest capable of communicating with the vehicle further comprises: based on the driving speed of the vehicle, a predetermined parameter, and a lane width in the non-driving data, determining lengths and widths of a left area of interest and a right area of interest in the area of interest of the vehicle.

5. The method according to claim 4, further comprises: in response to an increase in the driving speed of the vehicle, increasing the lengths of the left area of interest and the right area of interest, and decreasing the widths of the left area of interest and the right area of interest; and when the speed of the vehicle decreases, decreasing the lengths of the left area of interest and the right area of interest, and increasing the widths of the left area of interest and the right area of interest of the vehicle.

6. The method according to claim 3, wherein the predetermined parameter is adjusted based on feedback of the vehicle during vehicle driving.

7. The method according to claim 6, further comprises: providing the area of interest to another computing component of the vehicle for evaluation; and adjusting one or more of the area of interest and the predetermined parameter based on an evaluation feedback of the another computing component.

8. The method according to claim 1, further comprises: determining a driving behavior of the vehicle based on one or more of the area of interest and the vehicle information, wherein the vehicle information includes geographical information and heading angle of the vehicle; and determining a heading of the area of interest based on the driving behavior.

9. An electronic device, comprising: at least one processor; and a memory coupled to the at least one processor and having instructions stored thereon, the instructions, when executed by the at least one processor, cause the electronic device to perform the method according to any one of claims 1 to 8.

10. A computer-readable storage medium storing computer-executable instructions that, when executed, cause a computer to perform the method according to any one of claims 1 to 8.

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