Data processing method and related device

Abstract

The invention discloses a data processing method and a related device. The embodiment of the invention can be applied to the field of traffic. Firstly, a target virtual vehicle is determined from virtual vehicles parked in a side parking area, and the side parking area and a driving area are adjacent areas. Then, according to a first distance between the target virtual vehicle and a ready-to-drive-out position of the parking side, a vehicle rotation angle when the target virtual vehicle backs towards the parking side to reach the ready-to-drive-out position is determined, and the first distance is used for identifying a transverse movement distance when the target virtual vehicle reaches the ready-to-drive-out position; the vehicle rotation angle is an included angle between the target virtual vehicle and the driving direction. According to the vehicle rotation angle corresponding to the target virtual vehicle, the target virtual vehicle is controlled to reversely drive to the position ready to drive out in the side parking area; and finally, controlling the target virtual vehicle to drive out of the side parking area from the ready-to-drive-out position and then drive into the driving area. The simulation process can be matched with the actual driving condition, and the simulation degree is improved.

Description

Technical Field

[0001] This application relates to the field of data processing, and in particular, to a data processing method and related devices. Background Art

[0002] With the development of society, traffic simulation, as a technology that uses simulation technology to study traffic behavior, has gradually become an important tool in technical fields such as traffic engineering. Microscopic traffic simulation is included in traffic simulation.

[0003] In the related art, when performing microscopic traffic simulation on the behavior of a vehicle driving out of a side parking space, it is difficult to simulate the real driving trajectory of the vehicle, and it cannot conform to the actual driving situation, resulting in poor traffic simulation effects and a large deviation between the obtained simulation results and the real results. Summary of the Invention

[0004] To solve the above technical problems, this application provides a data processing method and related devices, which can make the simulation process conform to the actual driving situation and improve the simulation degree.

[0005] The embodiments of this application disclose the following technical solutions:

[0006] On the one hand, the embodiments of this application provide a data processing method, including:

[0007] Determine a target virtual vehicle from the virtual vehicles parked in the side parking area. The side parking area includes a driving-out side close to the driving area and a docking side far from the driving area. The side parking area and the driving area are adjacent areas;

[0008] According to a first distance between the target virtual vehicle and a ready-to-drive-out position on the docking side, determine a vehicle rotation angle when the target virtual vehicle reverses towards the docking side to reach the ready-to-drive-out position. The first distance is used to identify the lateral movement distance of the target virtual vehicle to reach the ready-to-drive-out position. The indication direction of the first distance is perpendicular to the driving direction of the driving area, and the vehicle rotation angle is the included angle between the target virtual vehicle and the driving direction;

[0009] According to the vehicle rotation angle corresponding to the target virtual vehicle, control the target virtual vehicle to reverse and drive in the side parking area to the ready-to-drive-out position;

[0010] Control the target virtual vehicle to drive out of the side parking area and into the driving area from the ready-to-drive-out position.

[0011] On the other hand, the embodiments of this application provide a data processing device, which includes: a first determination module, a second determination module, a first control module, and a second control module;

[0012] The first determination module is configured to determine a target virtual vehicle from the virtual vehicles parked in the side parking area. The side parking area includes a driving-out side close to the driving area and a docking side far from the driving area. The side parking area and the driving area are adjacent areas;

[0013] The second determination module is configured to determine a vehicle rotation angle when the target virtual vehicle reverses towards the docking side to reach the ready-to-drive-out position according to a first distance between the target virtual vehicle and the ready-to-drive-out position on the docking side. The first distance is used to identify the lateral movement distance of the target virtual vehicle to reach the ready-to-drive-out position. The indication direction of the first distance is perpendicular to the driving direction of the driving area. The vehicle rotation angle is the included angle between the target virtual vehicle and the driving direction;

[0014] The first control module is configured to control the target virtual vehicle to reverse and drive in the side parking area to the ready-to-drive-out position according to the vehicle rotation angle corresponding to the target virtual vehicle;

[0015] The second control module is configured to control the target virtual vehicle to drive out of the side parking area and into the driving area from the ready-to-drive-out position.

[0016] In another aspect, an embodiment of the present application provides a computer device, which includes a processor and a memory:

[0017] The memory is used to store a computer program;

[0018] The processor is configured to execute the method described in the above aspect according to the computer program.

[0019] In another aspect, an embodiment of the present application provides a computer-readable storage medium, which is used to store a computer program, and the computer program is used to execute the method described in the above aspect.

[0020] In another aspect, an embodiment of the present application provides a computer program product including a computer program. When it runs on a computer device, it enables the computer device to execute the method described in the above aspect.

[0021] As can be seen from the above technical solution, in order to improve the authenticity of the virtual vehicle driving out of the parking area after parallel parking on the side, reverse control in line with the actual driving situation is performed before the target virtual vehicle drives out. That is, according to the lateral movement distance generated by controlling the target virtual vehicle to reverse as needed, the vehicle rotation angle that the target virtual vehicle needs to generate during the reverse stage is determined. According to this vehicle rotation angle, the target virtual vehicle can be controlled to maintain a reverse angle in line with the vehicle rotation angle during the reverse driving process, drive in the direction away from the driving area in reverse, and reach the ready-to-drive-out position after moving a first distance in the lateral direction. Relative to the original parked position of the target virtual vehicle, the target virtual vehicle obtains a larger driving-out space in the driving-out direction. Moreover, the pose of the target virtual vehicle reaches this vehicle rotation angle, and the target virtual vehicle is more oriented towards the driving area relative to its original pose, which also increases the possibility of successfully driving out from the parallel parking area on the side. It can be seen that by controlling the target virtual vehicle to drive in reverse away from the driving area before driving out of the parallel parking area on the side, not only the simulation degree is greatly improved, but also the situation of colliding with the parked vehicle in front during driving out is reduced, and the simulation probability of the parallel parked vehicle successfully driving out from the parking position is increased. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0023] Figure 1 It is a schematic diagram of a data processing scenario provided by an embodiment of the present application;

[0024] Figure 2 It is a flowchart of the data processing method provided by an embodiment of the present application;

[0025] Figure 3 It is a schematic diagram of a reverse provided by an embodiment of the present application;

[0026] Figure 4 It is a schematic diagram of a vehicle driving from a parallel parking area on the side into the driving area provided by an embodiment of the present application;

[0027] Figure 5 It is a schematic diagram of the stages of driving out of a side parking space provided by an embodiment of the present application;

[0028] Figure 6 It is a schematic diagram of setting a virtual vehicle provided by an embodiment of the present application;

[0029] Figure 7A flowchart of a vehicle exiting a side parking space provided by an embodiment of the present application;

[0030] Figure 8 An operation flowchart of a vehicle behind provided by an embodiment of the present application;

[0031] Figure 9 A schematic diagram of a data processing device provided by an embodiment of the present application;

[0032] Figure 10 A structural diagram of a terminal device provided by an embodiment of the present application;

[0033] Figure 11 A structural diagram of a server provided by an embodiment of the present application. Detailed implementation manners

[0034] The embodiments of the present application will be described below with reference to the accompanying drawings.

[0035] In practical applications, traffic simulation is an important tool for studying complex traffic problems. Especially when the system has a high degree of complexity and the mathematical model is no longer sufficient to describe it, the advantages of traffic simulation become more prominent. The purpose of traffic simulation is to establish a model that can reflect the actual operation of the real traffic system as much as possible, so as to realistically simulate various actual traffic behaviors in the real road network. Microscopic traffic simulation is included in traffic simulation. Microscopic traffic simulation is a type of traffic simulation. The description of traffic flow is based on individual vehicles as the basic unit, and micro-behaviors such as vehicle following, overtaking, and lane changing on the road can be more realistically reflected. In related technologies, when conducting microscopic traffic simulation on the behavior of exiting a side parking space, it is difficult to simulate the actual driving trajectory of the vehicle during the process of the vehicle exiting the side parking space. That is, the simulation process cannot fit the actual driving situation, resulting in poor traffic simulation effects, and there will be a large deviation between the obtained simulation results and the actual results.

[0036] Therefore, a data processing method and related device provided by an embodiment of the present application can make the simulation process fit the actual driving situation by performing reverse control that conforms to the actual driving situation before the simulation vehicle exits the side parking space, greatly improving the simulation degree, reducing the situation of colliding with the parked vehicle in front when exiting, and increasing the simulation probability of the side parked vehicle successfully exiting the parking position.

[0037] The data processing method provided by the embodiments of the present application can be implemented by a computer device, which can be a terminal device or a server. Among them, the server can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device includes, but is not limited to, mobile phones, computers, intelligent voice interaction devices, smart home appliances, vehicle-mounted terminals, aircraft, etc. The terminal device and the server can be directly or indirectly connected through wired or wireless communication methods, which are not limited in this application.

[0038] The traffic simulation method provided by the embodiments of the present application is applicable to fields such as maps, navigation, autonomous driving, intelligent vehicle control, vehicle networking, intelligent transportation, and cloud computing. For example, it is applicable to the Intelligent Traffic System (ITS) and the Intelligent Vehicle-Infrastructure Cooperative Systems (IVICS) in the traffic field.

[0039] Among them, the Intelligent Traffic System (ITS), also known as the Intelligent Transportation System, effectively integrates advanced scientific and technological means (information technology, computer technology, data communication technology, sensor technology, electronic control technology, automatic control theory, operations research, artificial intelligence, etc.) into transportation, service control, and vehicle manufacturing, strengthening the connection among vehicles, roads, and users, thereby forming a comprehensive transportation system that ensures safety, improves efficiency, improves the environment, and saves energy.

[0040] Among them, the Intelligent Vehicle-Infrastructure Cooperative Systems (IVICS), abbreviated as the vehicle-road collaborative system, is a development direction of the Intelligent Traffic System (ITS). The vehicle-road collaborative system uses advanced wireless communication and new-generation Internet technologies to comprehensively implement dynamic real-time information interaction between vehicles and between vehicles and roads, and carries out vehicle active safety control and road collaborative management on the basis of full-time and full-space dynamic traffic information collection and fusion, fully realizing the effective collaboration of people, vehicles, and roads, ensuring traffic safety, improving traffic efficiency, and thus forming a safe, efficient, and environmentally friendly road traffic system.

[0041] Figure 1 It is a schematic diagram of a data processing scenario provided by the embodiments of the present application, where the aforementioned computer device is a server.

[0042] When conducting microscopic traffic simulation on the behavior of driving out of a side parking space, the traffic simulation scenario includes a side parking area and a driving area. As shown in the figure, the side parking area and the driving area are adjacent areas. The side parking area includes a driving-out side close to the driving area and a parking side far from the driving area. There are multiple virtual vehicles parked in the side parking area, and a target virtual vehicle can be determined from the multiple virtual vehicles. According to the distance between the target virtual vehicle and the ready-to-drive-out position on the parking side, the vehicle rotation angle of the target virtual vehicle when it reaches the ready-to-drive-out position can be determined. According to this vehicle rotation angle, the target virtual vehicle can be controlled to perform reverse control in the side parking area to drive to this ready-to-drive-out position. Finally, the target virtual vehicle is controlled to drive out of the side parking area and into the driving area from this ready-to-drive-out position.

[0043] The process of controlling the target virtual vehicle to perform reverse control to reach the ready-to-drive-out position can be understood as the first stage, and controlling the target virtual vehicle to drive into the driving area from the ready-to-drive-out position can be understood as the second stage. By dividing the two stages to simulate the driving trajectory of real vehicles, it can fit the driving trajectory of vehicles driving from a roadside parking space into the adjacent lane in real life - first performing reverse control to make the front vehicle distance large enough and then performing a driving-out operation to drive out of the parking space and merge into the adjacent lane, which has a good simulation effect.

[0044] Figure 2 This is the flowchart of the data processing method provided by the embodiment of the present application. This method can be executed by a computer device. In this embodiment, it is described by taking the computer device as a server as an example.

[0045] The method includes:

[0046] S201: Determine a target virtual vehicle from the virtual vehicles parked in the side parking area.

[0047] The above-mentioned side parking area includes a driving-out side close to the driving area and a parking side far from the driving area. The side parking area and the driving area are adjacent areas. The side parking area can be understood as the area corresponding to the rectangular parking spaces demarcated on both sides of the traffic road in real life. In the side parking area, vehicles are generally parked end to end. The driving area is other lanes except the side parking area. In the virtual simulation scenario, multiple virtual vehicles can be parked in the side parking area, and a target virtual vehicle can be determined from the virtual vehicles. This target virtual vehicle is the virtual vehicle that needs to be controlled to drive from the side parking area into the driving area.

[0048] The aforementioned traffic road (i.e., the target road) includes a side parking area and a driving area. The traffic road can be a two-way road or a one-way road. At the same time, the side parking area can be located on both sides or one side of the traffic road. In the driving area of the traffic road, the driving direction of the virtual vehicle corresponding to the driving area can be east-west or north-south, which is not limited here. For ease of understanding, reference can be made to Figure 1 As shown, in the figure, the driving direction of the virtual vehicle in the driving area is east-west. The virtual vehicle drives from the left side of the driving area to the right side of the driving area, that is, drives from west to east. Figure 1 This is only an exemplary display, and the driving direction of the driving area is not limited in the specific simulation process. Continuing with Figure 1 as an example, when the virtual vehicle drives from west to east, it means that the front of the virtual vehicle faces right. As shown in the figure, the side parking area in the figure is located on the right side of the traffic road, and the parking methods of the virtual vehicles in the side parking area are all with the front facing right. Then, if the virtual vehicle is moved horizontally at this time, it means moving the virtual vehicle along the vertical direction (i.e., north-south direction) perpendicular to the driving direction (from west to east); if the virtual vehicle is moved longitudinally, it means moving the virtual vehicle along the horizontal / parallel direction (i.e., east-west direction) of the driving direction.

[0049] Generally, there are two situations for the parking of the target virtual vehicle in the side parking area. One is that there is another parked virtual vehicle in front of the parking position of the target virtual vehicle, and the other is that there is no other parked virtual vehicle in front of the parking position of the target virtual vehicle.

[0050] In the embodiment of the present application, mainly for the first parking situation of the target virtual vehicle, the process of driving out of the side parking area and into the driving area is simulated. For the second parking situation, generally there is no need for a reversing process, and the target virtual vehicle can directly perform the operation of driving out of the side parking area and into the driving area.

[0051] S202: Determine the vehicle rotation angle when the target virtual vehicle reverses towards the docking side to reach the ready-to-drive-out position according to the first distance between the target virtual vehicle and the ready-to-drive-out position on the docking side.

[0052] The aforementioned first distance is used to identify the lateral movement distance of the target virtual vehicle to reach the ready-to-drive-out position, and the indication direction of the first distance is perpendicular to the driving direction of the driving area.

[0053] Specifically, for the determination of the first distance, a reference point (i.e., the first vehicle point) can be selected in the target virtual vehicle, and the lateral movement distance of this reference point from the initial position to the position where it is ready to drive out is used as the first distance. For example, the endpoint of the vehicle body edge of the target virtual vehicle close to the parking side (i.e., the farthest point of the target virtual vehicle from the driving area) can be used as the reference point, and the rear wheel of the target virtual vehicle close to the parking side can also be used as the reference point.

[0054] The vehicle rotation angle is the included angle between the target virtual vehicle and the driving direction. After determining the first distance between the target virtual vehicle and the position where it is ready to drive out on the parking side, since there is an associated relationship between the first distance and the vehicle rotation angle, the vehicle rotation angle can be determined based on the obtained first distance.

[0055] S203: According to the vehicle rotation angle corresponding to the target virtual vehicle, control the target virtual vehicle to reverse in the side parking area to the position where it is ready to drive out.

[0056] After obtaining the vehicle rotation angle of the target virtual vehicle, the reverse control of the target virtual vehicle can be controlled in the side parking area according to the determined vehicle rotation angle until it is considered that the reverse control of the target virtual vehicle is completed when it drives to the position where it is ready to drive out.

[0057] The vehicle rotation angle refers to the included angle between the target virtual vehicle in the position where it is ready to drive out and the driving direction of the driving area. According to the determined vehicle rotation angle, the reverse control of the target virtual vehicle can be controlled until the included angle between the target virtual vehicle and the driving direction of the driving area meets the vehicle rotation angle. According to this vehicle rotation angle, the target virtual vehicle can be controlled to maintain a reverse angle that conforms to the vehicle rotation angle during the reverse driving process and reverse in the direction away from the driving area. When the included angle between the target virtual vehicle and the driving direction of the driving area meets the vehicle rotation angle, it means that the target virtual vehicle has reached the position where it is ready to drive out, which also marks the completion of the reverse control, or the completion of the simulation in the first stage.

[0058] S204: Control the target virtual vehicle to drive out of the side parking area and into the driving area from the position where it is ready to drive out.

[0059] When the target virtual vehicle is in the position where it is ready to drive out, it means that the reverse control of the target virtual vehicle has been completed. The pose of the target virtual vehicle after completing the reverse control is more oriented towards the driving area compared to the pose before the reverse control, and at the same time, the distance from the vehicle in front is increased, which can ensure that the target virtual vehicle will not collide with the vehicle in front when driving out of the side parking area. At this time, control the target virtual vehicle to drive out of the side parking area from the position where it is ready to drive out and into the driving area, that is, the simulation process of the behavior of driving out of the side parking space is completed.

[0060] A data processing method mentioned above. To improve the authenticity of the virtual vehicle driving out of the parking area after parallel parking on the side, reverse control in line with actual driving conditions is performed before controlling the target virtual vehicle to drive out. That is, according to the lateral movement distance generated by controlling the target virtual vehicle to reverse as needed, the vehicle rotation angle that the target virtual vehicle needs to generate during the reverse stage is determined. According to this vehicle rotation angle, the target virtual vehicle can be controlled to maintain a reverse angle that conforms to the vehicle rotation angle during the reverse driving process, drive in the direction away from the driving area, and reach the ready-to-drive-out position after moving a first distance in the lateral direction. Relative to the original parked position of the target virtual vehicle, the target virtual vehicle obtains a larger driving-out space in the driving-out direction. Moreover, the pose of the target virtual vehicle reaches this vehicle rotation angle, and relative to the original pose of the target virtual vehicle, the target virtual vehicle is more oriented towards the driving area, which also increases the possibility of successfully driving out from the parallel parking area on the side. It can be seen that by controlling the target virtual vehicle to perform reverse driving away from the driving area before driving out of the parallel parking area on the side, not only the simulation degree is greatly improved, but also the situation of colliding with the parked vehicle in front during driving out is reduced, and the simulation probability of the parallel parked vehicle successfully driving out from the parking position is increased.

[0061] As can be seen from the previous description, during the process of performing reverse control on the target virtual vehicle, the vehicle rotation angle needs to be used as a basis to ensure that the angle between the target virtual vehicle reaching the ready-to-drive-out position and the driving direction of the driving area meets the vehicle rotation angle. The vehicle rotation angle can be used to adjust the pose of the target virtual vehicle to increase the possibility of successfully driving out from the parallel parking area on the side. In the aforementioned S202, it is mentioned that "according to the first distance between the target virtual vehicle and the ready-to-drive-out position on the docking side, determine the vehicle rotation angle when the target virtual vehicle reverses towards the docking side to reach the ready-to-drive-out position". In one possible implementation, the method for determining the vehicle rotation angle can be: first determine the fixed rotation angle of the wheels used by the target virtual vehicle during reverse driving, and then determine the vehicle rotation angle according to the fixed rotation angle of the wheels of the target virtual vehicle and the first distance.

[0062] Specifically, in a normal car, the front wheels are the steering wheels, and the rear wheels cannot change direction, and the steering wheel controls the direction of the front wheels. If the steering wheel is turned to the left during reverse, then the front wheels will move backward to the right, while the rear wheels are fixed and do not turn. At this time, when the front wheels move backward to the right, the rear wheels will be pushed and naturally move to the left, and the whole vehicle will rotate clockwise with the center point as the origin, the front of the vehicle will move to the right, and the rear of the vehicle will turn to the left accordingly; similarly, turning the direction to the right results in a counterclockwise rotation.

[0063] The above-mentioned fixed rotation angle of the wheel can be controlled by the steering wheel. In practical applications, the steering wheel can be kept at a fixed rotation angle. When the rotation angle of the steering wheel remains unchanged, the rotation angle of the corresponding wheel also remains unchanged. The unchanged rotation angle of the wheel is the fixed rotation angle of the wheel. Of course, when controlling the rotation angle of the wheel, the rotation angle of the steering wheel can also be changed. When the rotation angle of the steering wheel changes, the rotation angle of the wheel also changes accordingly, and there is no fixed rotation angle of the wheel at this time.

[0064] The purpose of adopting the fixed rotation angle of the wheel in the embodiments of the present application is to reduce the difficulty of simulation. When controlling the target virtual vehicle with a fixed rotation angle, the rotation angle of the wheel can be kept unchanged when the target virtual vehicle is driving in reverse. Furthermore, the parameter changes in the simulation process are reduced, the calculation difficulty in the simulation process is reduced, and the computing power resources are saved.

[0065] After determining the fixed rotation angle of the wheel, the vehicle rotation angle can be determined according to the fixed rotation angle of the wheel and the first distance mentioned above. The following introduces the determination process of the vehicle rotation angle:

[0066] Taking the target virtual vehicle reversing by turning the steering wheel to the right as an example, Figure 3 This is a reverse driving schematic diagram provided by the embodiments of the present application. As Figure 3 shown, assuming that the wheels of the target virtual vehicle do not move axially, so if the wheel rotation angle remains unchanged, each wheel can only move along the direction perpendicular to its axle. Here, the centers of the front and rear wheels are taken as the trajectory following points, then the trajectory should be a circle with the intersection of the axial lines of the front and rear wheels as the center O (i.e., the steering center). The radius of the front wheel trajectory is greater than the radius of the rear wheel trajectory. In the figure, Φ (i.e., the fixed rotation angle of the wheel) is the angle between the front wheel of the target virtual vehicle and the horizontal direction (i.e., the driving direction of the driving area). The wheelbase between the front and rear wheels is L, the length of the rear axle (the width of the target virtual vehicle) is W, and the distance between the front axle and the front of the vehicle is L1. Then the movement trajectory of the rear wheel center B can be described as a circular motion with a radius of L·cot(Φ), and the movement trajectory of the front wheel center A can be described as a circular motion with a radius of L·csc(Φ).

[0067] When the rotation angle of the steering wheel turns to the right to reach the limit position, that is, the operation of "turning the steering wheel to the right until it stops" in real life, the front wheel of the target virtual vehicle close to the exit side of the driving area draws a circle, and the required radius is the minimum turning radius R of this vehicle min . Assuming that the directions of the two front wheels of the target virtual vehicle are parallel, the distance between the steering center O and the center point A of the front axle can be determined as the steering radius R A .

[0068] Taking the target virtual vehicle as a sedan as an example, the wheelbase L of the sedan is generally 2.4 to 2.55 meters. Without limitation here, a random number in a uniform distribution U[2.4, 2.55] can be taken. The minimum turning radius R of a general sedan min does not exceed 6m. Here, take the distance R from the center of the front axle of the target virtual vehicle to the steering center A = R min . The turning radius is related to the size and performance of the vehicle. Without limitation here, since the center of the front axle is closer to the steering center than the outer steering wheel, a random number in a uniform distribution U[4, 5] can be taken here. According to R min being the hypotenuse and L being one of the right-angled sides of a right triangle, Φ = arcsin(L / R min ), and the turning radius of the center of the rear axle of the target virtual vehicle (the distance from the center of the rear axle of the target virtual vehicle to the steering center) is R B = R A ·cos(Φ), and the turning radius of the geometric center of the target virtual vehicle (the distance from the geometric center of the target virtual vehicle to the steering center) is R C = R B ·sec(arctan(L / 2 / R B ))

[0069] Assuming the coordinates of the center of the front axle A are (A x , A y ), and the coordinates of the center of the rear axle B are (B x , B y ), the coordinates of the steering center O can be calculated as (B x , B y -R A ·cos(Φ)), and the coordinates of the geometric center C are (C x , C y ). Assuming it coincides with the center of mass and is located at the center of the axle spacing on the vehicle's midline, that is, the distance from point C to A and B is both L / 2 Figure 3 When the vehicle in turns by an angle ψ (i.e., the vehicle rotation angle) with the steering center O as the center, the lateral movement distance (i.e., the first distance) of the right rear corner of the target virtual vehicle relative to the initial position is S y = (R B -W / 2)-S RR , where S RR = L2·csc(∠2)·sin(∠1). From Figure 3 it can be known that ∠1 = π / 2 - ψ - ∠2, where ∠2 = arctan(L2 / (R B-W / 2)). L2 is the rear overhang dimension, that is, the distance between the center of the rear axle of the target virtual vehicle and the outermost edge of the rear bumper. There is no limitation here, and a random number in a uniform distribution U[1, 1.5] can be taken. When the lateral movement distance S y (i.e., the first distance) is known, the angle ψ (i.e., the vehicle rotation angle) that the vehicle needs to turn can be determined through the above several formulas.

[0070] Turn the steering wheel of the target virtual vehicle to the right to the full lock position, and switch to reverse gear and start to reverse according to the Figure 3 trajectory to the ready-to-drive-out position. The ready-to-drive-out position is the position where the target virtual vehicle can start to switch to drive gear and drive out of the parking space after reversing, that is, the reverse driving of the target virtual vehicle is carried out with a fixed wheel rotation angle. During the determination process of the vehicle rotation angle, assuming that the initial position of the target virtual vehicle is located on the center line of the lane of the parking space, the lateral movable distance is W p / 2 - W / 2, that is, the distance between the right edge (the first vehicle point) of the vehicle and the curb, which is S in the foregoing content y . That is, at this time, the first distance S y is known, and then the angle ψ (i.e., the vehicle rotation angle) that the vehicle body needs to rotate with the steering center as the center can be determined according to the equation relationship between the first distance S y in the foregoing formula and the vehicle rotation angle ψ and the fixed wheel rotation angle Φ. Figure 4 is a schematic diagram of a vehicle driving from a side parking area into a driving area provided by an embodiment of the present application. As Figure 4 shown, where the above W p refers to the width of the side parking area, and W refers to the width of the target virtual vehicle.

[0071] Based on the determined vehicle rotation angle, the target virtual vehicle can be controlled to reverse in the side parking area to the ready-to-drive-out position.

[0072] In this embodiment, only the example of the target virtual vehicle reversing by turning the steering wheel to the right is taken. In actual applications, when the target virtual vehicle performs reverse control, it needs to be determined according to the position of the side parking area in the target road. For example, see Figure 1, in the figure, the driving direction of the driving area is from west to east, that is, the target road is in the east-west direction (the horizontal direction in the figure). If the driving direction of the target road is used as a reference, the side parking area is on the right side of the driving direction of the target road, and the front direction of the virtual vehicle parked in the side parking area is the same as the driving direction. At this time, if the target virtual vehicle parked in the side parking area needs to perform reverse control, the steering wheel needs to be rotated to the right. The specific direction of rotating the steering wheel needs to be determined according to the driving direction of the side parking area relative to the driving area. If the side parking area is on the left side of the driving direction of the target road with the driving direction of the target road as a reference, the steering wheel needs to be rotated to the left when performing reverse control on the target virtual vehicle.

[0073] By using the method for determining the vehicle rotation angle provided above, it is determined that the target virtual vehicle uses a fixed wheel rotation angle during reverse driving, which means that when performing reverse control on the target virtual vehicle, a fixed rotation angle is used to control the target virtual vehicle. In this way, the rotation angle of the wheels can be kept unchanged when controlling the target virtual vehicle to perform reverse driving, thereby reducing the parameter changes in the simulation process, reducing the calculation difficulty in the simulation process, and saving computing power resources.

[0074] The above describes the method for determining the vehicle rotation angle during the process of the target virtual vehicle reversing to the ready-to-drive-out position. During the reverse driving process, it is necessary to determine the reverse driving speed. The vehicle speed of the target virtual vehicle during the reverse driving process can be variable or fixed. In the aforementioned S203, it is mentioned that "control the target virtual vehicle to reverse in the side parking area to the ready-to-drive-out position according to the vehicle rotation angle corresponding to the target virtual vehicle". In a possible implementation manner, the method for controlling the target virtual vehicle to drive to the ready-to-drive-out position can be: first, determine the reverse vehicle speed according to the reverse driving time and the vehicle rotation angle corresponding to the target virtual vehicle. Then the target virtual vehicle reverses in the side parking area at the reverse vehicle speed to the ready-to-drive-out position.

[0075] The above reverse driving time refers to the time used during the process of the target virtual vehicle driving from the initial position to the ready-to-drive-out position. The vehicle rotation angle is the included angle between the target virtual vehicle and the driving direction. The specific method for determining the vehicle rotation angle has been described in detail above and will not be elaborated here. When the reverse driving time and the vehicle rotation angle of the target virtual vehicle are obtained, the reverse vehicle speed can be determined according to the reverse driving time and the vehicle rotation angle. The reverse vehicle speed refers to the vehicle driving speed during the period when the target virtual vehicle performs reverse driving to the ready-to-drive-out position.

[0076] After determining the reverse vehicle speed, control the target virtual vehicle to reverse at the reverse vehicle speed within the side parking area until it reaches the ready-to-drive-out position. That is to say, when performing reverse control on the target virtual vehicle, the vehicle driving speed of the target virtual vehicle is the reverse vehicle speed, that is, the target virtual vehicle moves at a fixed speed during reverse driving.

[0077] It can be understood that in actual application scenarios, the vehicle can perform reverse control in a uniform speed mode or a variable speed mode. The uniform speed mode refers to the aforementioned target virtual vehicle reversing at the reverse vehicle speed within the side parking area until it reaches the ready-to-drive-out position, that is, at a constant reverse vehicle speed; the variable speed mode means that during the process of the target virtual vehicle reversing within the side parking area until it reaches the ready-to-drive-out position, the reverse vehicle speed of the target virtual vehicle is variable. In the simulation process of the side parking space exit of the target virtual vehicle in the embodiment of the present application, it is preferred to use a fixed vehicle speed (i.e., the reverse vehicle speed) to achieve the control goal of reversing the target virtual vehicle within the side parking area to the ready-to-drive-out position. The reason is that if the variable speed mode is used to achieve the target virtual vehicle, it will increase the control difficulty of the target virtual vehicle. Since the increased control difficulty will affect the control accuracy to a certain extent, a fixed vehicle speed is selected to control the target virtual vehicle for reverse control.

[0078] Continue to refer to Figure 3 As shown, the vehicle rotation angle Ψ, the minimum turning radius R min , the steering center O, the reverse time T1, the front axle center A, and the rear axle center B, etc. have been specifically introduced above and will not be elaborated here.

[0079] The uniform angular velocity of the target virtual vehicle's movement is ψ / T1. According to the minimum turning radius R min , and the coordinates of the steering center O, the position and attitude of the vehicle at each simulation step in this stage can be calculated. After this stage, the coordinates of the front axle center A are (A x1 , A y1 ), and the coordinates of the rear axle center B are (B x1 , B y1 ). B x1 = B x0 - R B · sin(ψ), B y1 = B y0 - (R B - R B · cos(ψ)), and similarly, (A x1 , A y1 ) can be calculated. The specific calculation method is not elaborated here.

[0080] According to the uniform angular velocity ψ / T1 and the aforementioned various turning radii (R A , RB , R C ), the uniform linear velocity of each part can be calculated, and the linear velocity of the geometric center C represents the reverse speed V of the target virtual vehicle when performing reverse control T1 = ψ / T1·R C . Assuming that the coordinates of the center A of the front axle are (A x0 , A y0 ), and the coordinates of the center B of the rear axle are (B x0 , By0), the coordinates of the steering center O can be calculated as (B x0 , B y0 -R A ·cos(φ)).

[0081] Through the method for controlling the target virtual vehicle to reverse to the ready-to-drive-out position provided above, the reverse speed is determined according to the reverse time and the vehicle rotation angle, and then the target virtual vehicle performs reverse control according to the reverse speed during the reverse control process. In this way, by controlling the target virtual vehicle to perform reverse control at the reverse speed, the control difficulty of the target virtual vehicle in the simulation process can be reduced, and due to the low control difficulty, a high control accuracy can be ensured.

[0082] It has been mentioned above that the reverse speed is determined by using the reverse time and the vehicle rotation angle, and the determination method of the vehicle rotation angle has already elaborated on the specific implementation method. Next, the determination method of the reverse time will be introduced. In a possible implementation manner, the method for determining the reverse time can be: first, obtain the target aggressive parameter of the target virtual vehicle, and then determine the reverse time corresponding to the target virtual vehicle according to the target aggressive parameter.

[0083] Among them, the aggressive parameters corresponding to the virtual vehicles parked in the side parking area are at least partially different. The target aggressive parameter is used to identify the driving aggressiveness of the target virtual vehicle when driving. The driving aggressiveness of the target virtual vehicle when driving can correspond to the aggressiveness of the vehicle driver in the actual scenario. Therefore, there will be certain differences between the target aggressive parameters corresponding to different virtual vehicles, and thus the driving aggressiveness corresponding to the target aggressive parameter will also be different. By setting different aggressive parameters, the differences between different virtual vehicles can be reflected, and then it can be closer to the real situation, making the simulation more accurate.

[0084] The reverse driving duration varies with different target aggressiveness parameters. For example, the larger the target aggressiveness parameter is, it can be understood that the target virtual vehicle is more inclined to complete the reverse control at a higher speed; the smaller the target aggressiveness parameter is, it can be understood that the target virtual vehicle is more inclined to complete the reverse control at a lower speed. Therefore, when the target aggressiveness parameter is larger, the corresponding reverse driving time is shorter; when the target aggressiveness parameter is smaller, the corresponding reverse driving time is longer. During the process of determining the reverse driving time, the target aggressiveness parameter of the target virtual vehicle can be obtained, and then the reverse driving time of the target virtual vehicle can be determined according to the target aggressiveness parameter.

[0085] In a possible implementation, assume that the reverse driving time is T1, and its value is not limited. It can be set as a function of the vehicle aggressiveness, such as the preparation lane change time T of the i-th vehicle 1i = T0·(1 + A i ), where T0 is a constant, such as 2.5 s, and A i is the target aggressiveness parameter of the i-th vehicle.

[0086] By using the method for determining the reverse driving time provided above, when setting the aggressiveness parameters for virtual vehicles, different aggressiveness parameters can be set for different virtual vehicles, which can better fit the vehicle conditions in the actual application scenario, thereby improving the simulation effect.

[0087] In S202, the "first distance" is mentioned. The first distance is used to identify the lateral movement distance of the target virtual vehicle to reach the ready-to-drive-out position, and the indication direction of the first distance is perpendicular to the driving direction of the driving area. In a simulation scenario, the target virtual vehicle is horizontally parked in the side parking area. It is determined that the side of the target virtual vehicle close to the docking side is the target vehicle side. The method for determining the first distance will be specifically introduced below. In a possible implementation, the method for determining the first distance can be divided into two types according to the situation of the target virtual vehicle. The first type is: when the ready-to-drive-out position requires the first vehicle point of the target virtual vehicle to be on the docking side, the first lateral distance between the target vehicle side and the docking side is determined as the first distance.

[0088] The first vehicle point is the farthest point of the target virtual vehicle on the target vehicle side compared to the driving area. The docking side is the side away from the driving area in the side parking area. In the actual application scenario, the edge of the docking side is the road curb. For easy understanding, see Figure 3, in this method for determining the first distance, the vertex at the lower right corner of the rear part of the target virtual vehicle in the figure is used as the first vehicle point. This method for determining the first distance is mainly applied when the vehicle chassis of the target virtual vehicle is relatively low. When the vehicle chassis is low, it is required that the first vehicle point of the target virtual vehicle is on the docking side, that is, the point in the entire body of the target virtual vehicle that is farthest from the driving area is on the docking side. This can prevent the chassis of the target virtual vehicle from being scratched by the curb and better conform to the vehicle situation in the actual scenario.

[0089] When the preparation for the departure position requires that the first vehicle point of the target virtual vehicle is on the docking side, the first lateral distance between the side of the target virtual vehicle close to the docking side and the docking side can be determined as the first distance. The lateral distance refers to the distance in the direction perpendicular to the driving direction of the driving area.

[0090] The second method is as follows: When the preparation for the departure position requires that the rear wheel of the target virtual vehicle on the target vehicle side touches the edge of the docking side, the second lateral distance between the target vehicle side and the first position point is determined as the first distance. At this time, the calculation formula for the first distance is S y =(R B -W / 2)-(R B -W / 2)·sin(∠1 + ∠2), where W refers to the width of the target virtual vehicle, and R B is the rotation radius of the center of the rear axle of the target virtual vehicle.

[0091] The above-mentioned first position point is the position corresponding to the first vehicle point when the target virtual vehicle is in the preparation for the departure position. In this method for determining the first distance, the preparation for the departure position requires that the rear wheel of the target virtual vehicle on the target vehicle side touches the edge of the docking side. That is to say, when the target virtual vehicle is in the preparation for the departure position, the rear wheel of the target virtual vehicle on the target vehicle side has to touch the edge of the docking side, that is, the curb. For the sake of easy understanding, continue to refer to Figure 3 As shown, four wheels of the target virtual vehicle are shown in the figure. In this method for determining the first distance, when the target virtual vehicle is in the preparation for the departure position, the right rear wheel is about to touch the edge of the docking side.

[0092] This method for determining the first distance is mainly applied when the vehicle chassis of the target virtual vehicle is relatively high. When the vehicle chassis is high, it is required that the rear wheel on the target vehicle side of the target vehicle has to touch the edge of the docking side, that is, the rear wheel of the entire target virtual vehicle on the target vehicle side touches the edge of the docking side. The chassis of this type of vehicle will not be scratched by the curb during the reverse driving process. Therefore, it can be considered to reverse and drive a longer distance according to the vehicle rotation angle, which can better conform to the corresponding type of vehicle situation in the actual scenario.

[0093] Therefore, when preparing to drive out of the position where it is required that the rear wheel on the target vehicle side of the target virtual vehicle touches the edge of the parked side, the second lateral distance between the target vehicle side and the first position point can be determined as the first distance. The first position point at this time refers to the position corresponding to the first vehicle point when the target virtual vehicle is in the position of preparing to drive out, and the first vehicle point still refers to the farthest point of the target virtual vehicle on the target vehicle side compared to the driving area.

[0094] Through the above-provided method for determining the first distance, different ways of determining the first distance are proposed for different vehicle situations. When the vehicle types corresponding to the target virtual vehicle are different, the corresponding requirements for the position of preparing to drive out are different, which are respectively requiring the vehicle tail to be close to the parked side or the wheels to be close to the parked side. In this way, it can be closer to the situations of different types of vehicles in the actual scenario, and further make the simulation results closer to the real situation, and can make adaptive adjustments for different situations, having flexibility.

[0095] Assume that the simulation process of driving out of the side parking space is divided into two stages. The process of controlling the target virtual vehicle to perform reverse control to reach the position of preparing to drive out (the process of reverse control) can be understood as the first stage, and the process of controlling the target virtual vehicle to drive from the position of preparing to drive out into the driving area can be understood as the second stage. In the previous description, the first stage was specifically introduced. Next, the second stage (that is, the process of driving out of the side parking area) will be specifically introduced. In one possible implementation manner, it was mentioned in the foregoing S204 that "control the target virtual vehicle to drive out of the side parking area and then drive into the driving area from the position of preparing to drive out". The specific process can be: first, determine the second distance based on the position of preparing to drive out and the driving area, and then control the target virtual vehicle to drive out of the side parking area and drive into the driving area according to the second distance from the position of preparing to drive out.

[0096] The above-mentioned second distance is used to identify the lateral movement distance of the target virtual vehicle from the position of preparing to drive out to the driving area and towards the driving direction, and the indication direction of the second distance is perpendicular to the driving direction. In the previous description, the position of preparing to drive out was determined, and the lateral movement distance of the target virtual vehicle from the position of preparing to drive out to the driving area and towards the driving direction can be determined according to the position of the preparing to drive out and the position of the driving area. From the position of preparing to drive out, the target virtual vehicle can be controlled to drive out of the side parking area and enter the driving area according to the second distance.

[0097] The second distance can determine the corresponding lateral movement distance of the target virtual vehicle when entering the driving area, that is, the distance that the target virtual vehicle moves along the direction perpendicular to the driving direction. Furthermore, from the position of preparing to drive out, control the target virtual vehicle to drive out of the side parking area and drive into the driving area according to the second distance until the target virtual vehicle drives into the driving area, and at the same time, the driving direction of the target virtual vehicle is parallel to the driving direction.

[0098] Through the method of driving out of the side parking area mentioned above, the second distance is determined according to the position ready to drive out and the driving area, and then the target virtual vehicle is controlled to drive out of the side parking area and into the driving area from the position ready to drive out according to the second distance. In this way, the second stage of the simulation process of driving out of the side parking space is completed, and the process of driving out of the side parking space is realized.

[0099] In the second stage, the time required from when the target virtual vehicle starts to move from the position ready to drive out until it reaches the driving area and the driving direction is parallel to the driving direction can be defined as the driving-out duration T2 of the second stage. During this period, the lateral position of the target virtual vehicle in the process can be solved. If the parallel line of the center line of the lane passing through point O is used as the lateral (y-direction) zero point (see Figure 3 ), and the driving direction pointing to the driving area is positive, the values of the boundary conditions (where V, A, and Q represent speed, acceleration, and position respectively, and the subscript d1 represents the initial time of the second stage, and the subscript dT2 represents the end time of the second stage) are as follows.

[0100] V d1 = V dT2 = 0, A d1 = A dT2 = 0,

[0101] The position of the target virtual vehicle corresponding to the initial time of the second stage is Q d1 = R C ·sin(∠1 + ∠2 + arctan(L / 2 / R B ))), and the position of the target virtual vehicle corresponding to the end time of the second stage is Q dT2 = W r / 2 + W p / 2 + R B . Where W r and W p are as shown in Figure 4 , W p refers to the width of the side parking area, W r refers to the width of the driving sub-lane, and R B refers to the rotation radius of the center of the rear axle of the target virtual vehicle.

[0102] The following is a specific introduction to the process of controlling the target virtual vehicle to drive from the position ready to drive out into the driving area:

[0103] A1: Determine the first lateral velocity component and the first longitudinal velocity component of the first vehicle velocity when the target virtual vehicle is controlled to reverse into the ready-to-drive-out position, and determine the second lateral velocity component and the second longitudinal velocity component of the second vehicle velocity of the target virtual vehicle during the driving-out process.

[0104] As mentioned in A1, "the first lateral velocity component and the first longitudinal velocity component of the first vehicle velocity when the target virtual vehicle is controlled to reverse into the ready-to-drive-out position", where the first vehicle velocity refers to the driving speed corresponding to the target virtual vehicle during the reverse control process of the target virtual vehicle. In the embodiments of the present application, it can be considered that the target virtual vehicle uses a uniform angular velocity during the reverse control. For the sake of easy understanding, continue to refer to Figure 3 As shown, the vehicle rotation angle Ψ, the reverse time T1, and the rotation radius R of the geometric center of the target virtual vehicle are specifically introduced in the foregoing content, and will not be elaborated here. C And so on have been specifically introduced, and will not be elaborated here.

[0105] The foregoing mentioned the calculation formula of the reverse vehicle speed V T1 = ψ / T1·R C , according to this formula, the speed at which the target virtual vehicle reaches the ready-to-drive-out position can be calculated. The calculated speed V at which the target virtual vehicle reaches the ready-to-drive-out position can be further vectorially decomposed in the parallel and perpendicular directions corresponding to the driving direction of the driving area (where the parallel direction corresponding to the driving direction of the driving area refers to the longitudinal direction, and the perpendicular direction corresponding to the driving direction of the driving area refers to the lateral direction), and the absolute values in the two directions are V T1 (i.e., the first longitudinal velocity component) and V T1x (i.e., the first lateral velocity component). T1y

[0106] During the driving-out process, the second vehicle velocity of the target virtual vehicle can be divided into a second lateral velocity component and a second longitudinal velocity component by vector decomposition. Specifically, the first lateral velocity component is the lateral velocity at time t calculated by the method of the fifth-degree polynomial. The first longitudinal velocity component is the velocity calculated at time t based on the following vehicle in the driving area as the following vehicle in the following algorithm model, or it can also be the velocity at time t during uniform acceleration according to a preset target velocity (i.e., the velocity that needs to be reached when the lane change is completed), which is not limited here. In the embodiments of the present application, the second lateral velocity component is represented by V iyt , and the second longitudinal velocity component is represented by V ixt .

[0107] In step A1, based on the first vehicle speed and the second vehicle speed corresponding to the reverse stage and the driving-out stage respectively, the first lateral component and the first longitudinal component of the first vehicle speed are determined, and the second lateral component and the second longitudinal component of the second vehicle speed are determined.

[0108] A2: Determine the driving-out angle between the target virtual vehicle and the driving direction during the driving-out process according to the first lateral speed component, the first longitudinal speed component, the second lateral speed component, and the second longitudinal speed component.

[0109] Based on the first lateral speed component, the first longitudinal speed component, the second lateral speed component, and the second longitudinal speed component obtained above, the driving-out angle between the target virtual vehicle and the driving direction can be determined.

[0110] Specifically, the method for calculating the driving-out angle can be: α t = arctan(Y it / X it )

[0111] where α t is the driving-out angle, and X it and Y it are the vectors of the target virtual vehicle i in the longitudinal and lateral directions respectively, and the calculation methods are as follows:

[0112] Longitudinal: At time t, the vector X it of the target virtual vehicle i in the longitudinal direction T1x = V ixt + V T1x , where V T1x is the first longitudinal speed component, that is, the absolute value of the longitudinal speed decomposed from the linear speed and ψ. V ixt is the second longitudinal speed component.

[0113] Lateral: At time t, the vector Y it of the target virtual vehicle i in the lateral direction T1y = V iyt + V T1y - t·Δv, where V T1y is the first lateral speed component, that is, the absolute value of the lateral speed decomposed from the linear speed and ψ. V iyt is the second lateral speed component calculated at time t, and Δv is the lateral correction term per unit time.

[0114] It can be seen from the above description that the driving-out angle between the target virtual vehicle and the driving direction is related to the vectors of the target virtual vehicle in the lateral and longitudinal directions. During the calculation of the vectors, the speed components in the reverse stage - the first lateral speed component and the second lateral speed component are introduced.

[0115] The reason for introducing the speed components in the reverse driving stage is that during the first stage of reverse driving control, the longitudinal axis direction of the target virtual vehicle is consistent with the real-time speed vector direction. The longitudinal axis direction of the target virtual vehicle can be understood as the front direction of the target virtual vehicle, corresponding to Figure 3 a virtual straight line connecting the center A of the front axle and the center B of the rear axle in T1y . At this time, the first lateral speed component (V T1x ) and the first longitudinal speed component (V T1y ) of the speed vector in the reverse driving stage can be used to represent the departure angle ψ = arctan(V T1x / V T1x ) between the target virtual vehicle and the driving direction. When the target virtual vehicle shifts gears at this position (in the actual scenario, a gear shift operation is required for the vehicle to switch from the reverse state to the departure state), the vehicle speed is 0 and the body angle remains unchanged. When it starts the operation of exiting the side parking area in the second stage, the process of re-accelerating is a process where the speed increases from 0. If the departure angle is still determined based on the premise that the longitudinal axis direction of the target virtual vehicle is consistent with the real-time speed vector direction at this time, there will be a process where this angle instantaneously jumps from ψ (the angle when finally reaching the ready-to-depart position in the first stage) to 0 (re-acceleration starts from 0), and then slowly increases, resulting in a distorted effect of a sudden jump in the orientation angle of the vehicle body visually.

[0116] At the end of the first stage, the first lateral speed component and the first longitudinal speed component corresponding to the speed vector of the target virtual vehicle at the ready-to-depart position can be used to represent the departure angle. Therefore, the first lateral speed component and the first longitudinal speed component in the reverse driving stage can be introduced into the process of exiting the side parking area in the second stage. The first lateral speed component and the second longitudinal component are used as auxiliary parameters to determine the departure angle between the target virtual vehicle and the driving direction at the start of the second stage, so as to present the departure angle of the target virtual vehicle at the start of the second stage and avoid a sudden jump in the orientation angle (i.e., the departure angle) of the target virtual vehicle. Even when the second vehicle speed corresponding to the start of the second stage has a speed component of 0, it will not affect the departure angle of the target virtual vehicle and cause it to suddenly change to 0.

[0117] Through the method for determining the departure angle provided above, by introducing the first lateral speed component and the first longitudinal speed component in the first stage corresponding to reverse driving control, it is possible to avoid the departure angle of the target virtual vehicle instantaneously jumping to 0 and then increasing when the second vehicle speed corresponding to the second stage suddenly changes to 0 when switching from the first stage to the second stage, that is, to avoid a sudden jump in the body orientation of the target virtual vehicle. At the same time, the departure angle of the target virtual vehicle in the second stage can be represented according to the first lateral speed component and the first longitudinal speed component.

[0118] In the above-mentioned step A2, it is mentioned that "according to the first transverse velocity component, the first longitudinal velocity component, the second transverse velocity component, and the second longitudinal velocity component, determine the included angle between the target virtual vehicle and the driving direction during the exiting process". The vector Y in the transverse direction of the target virtual vehicle i it uses the Δv transverse correction velocity per unit time in its calculation method, and at the same time uses the first transverse velocity component and the first longitudinal velocity component to determine the exiting included angle. In one possible implementation, the method for determining the exiting included angle can be:

[0119] B1: Construct a transverse component expression term for determining the exiting included angle during the exiting process according to the first transverse velocity component and the second transverse velocity component, and construct a longitudinal component expression term for determining the exiting included angle during the exiting process according to the first longitudinal velocity component and the second longitudinal velocity component.

[0120] In the above description, the exiting included angle α t is related to the vector Y in the transverse direction of the target virtual vehicle i it and the vector X in the longitudinal direction it . When determining the vector in the transverse direction of the target virtual vehicle, it is necessary to use the first transverse velocity component and the second transverse velocity component to construct a transverse component expression term for determining the exiting included angle. Specifically, this transverse component expression term is: Y it =V T1y +V iyt −t·Δv. Where V T1y is the first transverse velocity component, V iyt is the second transverse velocity component at the calculated time t, and Δv is the transverse correction term per unit time.

[0121] When determining the vector in the longitudinal direction of the target virtual vehicle, it is necessary to use the first longitudinal velocity component and the second longitudinal velocity component to construct a longitudinal component expression term for determining the exiting included angle. Specifically, this longitudinal component expression term is: X it =V T1x +V ixt , where V T1x is the first longitudinal velocity component, and V ixt is the second longitudinal velocity component.

[0122] B2: Determine the transverse correction term per unit time according to the exiting time of the exiting process and the first longitudinal velocity component.

[0123] The aforementioned lateral component expression term involves the lateral correction term Δv per unit time. The lateral correction term per unit time is related to the departure duration of the second stage (i.e., the departure process of the target virtual vehicle) and the first longitudinal velocity component. The specific expression term of the lateral correction term per unit time is: Δv = V T1y / T2, where t is used to represent the simulation time (i.e., the unit time in T2), T2 is the departure duration of the second stage, and V iyt is the second longitudinal velocity component.

[0124] By determining the lateral correction term per unit time, it is possible to achieve that during the departure process of the target virtual vehicle, as time changes, the lateral component is corrected by V T1y / T2 at each simulation time step. After T2 time, the lateral velocity value V T1y in the initial angle is just corrected to 0, and at the same time, the lateral velocity V iyt is also 0 at T2. Since the lateral velocity V iyt is 0 at T2, and at the same time V T1y is corrected to 0 under the action of the lateral correction term per unit time (i.e., the first term V T1y in the lateral component expression term cancels out with the third term t·Δv), then the lateral component Y it is 0 at T2, thus achieving that after the completion of the second stage, the included angle between the longitudinal axis of the target virtual vehicle and the driving direction of the driving area is 0.

[0125] B3: Determine the included angle between the target virtual vehicle and the driving direction during the departure process according to the lateral component expression term, the longitudinal component expression term, and the lateral correction term per unit time.

[0126] Based on the above-mentioned lateral component expression term, longitudinal component expression term, and lateral correction term per unit time, it is possible to determine the included angle between the target virtual vehicle and the driving direction in real time during the process of the target virtual vehicle departing from the ready-to-depart position in the second stage.

[0127] Through the method of determining the included angle between the target virtual vehicle and the driving direction during the departure process proposed above, a lateral component expression term and a longitudinal component expression term are constructed. The lateral component expression term includes the lateral correction term per unit time. By setting the lateral correction term per unit time, it can be ensured that when reaching the departure duration of the second stage, the lateral component of the target virtual vehicle is 0. The lateral component of the target virtual vehicle being 0 means that the lateral velocity vector is 0. At this time, the direction of the velocity vector of the target virtual vehicle is consistent with the driving direction of the driving area, indicating that the target virtual vehicle has completed the departure from the side parking area in the second stage and entered the driving area.

[0128] In an actual scenario, due to the small distance between two vehicles, when the vehicle at the rear needs to reverse to increase the distance from the vehicle in front, so as to smoothly drive out of the side parking space. Figure 5 The figure is a schematic diagram of the stage of driving out of a side parking space provided by an embodiment of the present application. As Figure 5 shown, in this figure, the initial parking position of the target virtual vehicle is horizontally placed, and another virtual vehicle is parked in front of the target virtual vehicle. In the first stage, the target virtual vehicle needs to reverse to the position where it is ready to drive out; in the second stage, the target virtual vehicle needs to drive from the position where it is ready to drive out into the driving area. That is to say, the aforementioned simulation process of driving out of the side parking space can be divided into two stages. The process of controlling the target virtual vehicle to perform reverse control to reach the position where it is ready to drive out (the process of reverse control) can be understood as the first stage, and the process of controlling the target virtual vehicle to drive from the position where it is ready to drive out into the driving area can be understood as the second stage. There will be a time difference between switching from the first stage to the second stage, and this time difference is the waiting duration. After the target virtual vehicle is controlled to reverse into the position where it is ready to drive out, before the target virtual vehicle is controlled to drive from the position where it is ready to drive out to the driving area, the target virtual vehicle needs to stop at the position where it is ready to drive out for this waiting duration.

[0129] In a possible implementation manner, the specific process may be: first, determine the waiting duration according to the target aggressiveness parameter of the target virtual vehicle. Then, after controlling the target virtual vehicle to stop at the position where it is ready to drive out for the waiting duration, perform the operation of controlling the target virtual vehicle to drive out of the side parking area from the position where it is ready to drive out and then into the driving area.

[0130] The aforementioned target aggressiveness parameter is used to identify the driving aggressiveness of the target virtual vehicle when driving. Specifically, the reason for generating the waiting duration is that in the first stage, when the target virtual vehicle reaches the position where it is ready to drive out, it uses the reverse gear (R), while in the second stage, when the target virtual vehicle drives from the position where it is ready to drive out into the driving area, it will use the forward gear (D). There should be a time T 12 (i.e., the waiting duration) for shifting gears and rotating the steering wheel in place in the opposite direction between the two stages. Here, no limit is imposed on the value of T 12 .

[0131] The waiting duration can be determined according to the target aggressiveness parameter. The target aggressiveness parameter can be used to reflect the aggressiveness of the target virtual vehicle. Generally speaking, the larger the value of the target aggressiveness parameter, the shorter the corresponding waiting duration, and the smaller the value of the target aggressiveness parameter, the longer the corresponding waiting duration. After determining the waiting duration, control the target virtual vehicle to stop at the position where it is ready to drive out for this waiting duration. After reaching this waiting duration, perform the operation of driving the target virtual vehicle out of the side parking area from the position where it is ready to drive out and then into the driving area.

[0132] By setting the waiting time as described above, it is possible to more closely approximate the time taken to shift gears and turn the steering wheel during the process of switching from reverse to forward driving in an actual scenario. As a result, the simulation process can be made more realistic, achieving a better simulation effect.

[0133] In the foregoing description, methods for determining the first distance and the second distance were introduced. The first distance is used to identify the lateral movement distance between the target virtual vehicle and the ready-to-drive position on the docking side; the second distance is used to identify the lateral movement distance of the target virtual vehicle from the ready-to-drive position to the driving area and towards the driving direction. Now, another method for determining the first distance and the second distance will be introduced.

[0134] The side parking area and the driving area are adjacent road areas of the target road. The target road is divided into a parking sub-lane and a driving sub-lane based on the side parking area and the driving area. The road edges of the parking sub-lane are the driving-out side and the docking side.

[0135] When determining the first distance, the first distance is determined based on the lateral distance between the parking position of the target virtual vehicle and the center line of the parking sub-lane, as well as the lateral width of the target virtual vehicle.

[0136] When the target road is in the east-west direction, the lateral distance between the parking position of the target virtual vehicle and the center line of the parking sub-lane refers to the north-south distance between the parking position of the target virtual vehicle and the center line of the parking sub-lane. At this time, the lateral width of the target virtual vehicle refers to the width of the target virtual vehicle in the direction perpendicular to the driving direction of the driving area. The center line of the parking sub-lane refers to the line segment that bisects the parking sub-lane along the driving direction of the driving area.

[0137] When determining the second distance, the second distance is determined based on the ready-to-drive position and the center line of the driving sub-lane.

[0138] The center line of the driving sub-lane refers to the line segment that bisects the driving sub-lane along the driving direction of the driving area.

[0139] For ease of understanding, refer to Figure 4 As shown, assume that the length of the target virtual vehicle is L0 = 4.5 meters and the width is W = 1.8 meters. First, the target road is further divided into two virtual lanes, separated by a virtual lane dividing line. The two virtual lanes are the parking sub-lane and the driving sub-lane respectively. The length L of each parking space in the parking sub-lane p = 6 meters, and the width W p = 2.5 meters, which is regarded as a lane with a width of 2.5 meters. The width W of the adjacent driving sub-lane r = 4 meters. The lateral offset of the position where the target virtual vehicle is parked relative to the center line of the parking sub-lane is Dyi (Positive for offset towards the outside of the road, negative otherwise), and the longitudinal distance between parked vehicles is D xi . When the vehicle in the parking space is parked at the center line position of the parking sub-lane and drives out from it to the driving sub-lane, the lateral offset is D yi = 0, which is equivalent to the lane-changing process of changing from the center line of the parking sub-lane to the center line of the driving sub-lane, and the width W crossed laterally o =(W p +W r ) / 2 + D yi =(4 + 2.5) / 2 + 0 = 3.25 meters. In this solution, the lateral (in the y direction perpendicular to the lane) and longitudinal (in the x direction parallel to the lane) movements of the vehicle are considered separately, and their initial lateral and longitudinal speeds are both 0

[0140] Then, the determination of the first distance and the second distance is carried out with reference to the center lines of the parking sub-lane and the driving sub-lane respectively. Since when the positions of the parking sub-lane and the driving sub-lane are determined, the positions of the corresponding center lines of the parking sub-lane and the driving sub-lane can be directly determined. Determining the first distance and the second distance based on the center lines of the parking sub-lane and the driving sub-lane can reduce the difficulty of determining both

[0141] Through the method for determining the first distance and the second distance provided above, the determination of the above two distances can be carried out with relatively clear position information as the reference. In this way, the difficulty of determining the first distance and the second distance can be reduced, and further the difficulty of the simulation process can be reduced, facilitating the smooth realization of the simulation

[0142] In the above-mentioned S203, it is mentioned that "According to the vehicle rotation angle corresponding to the target virtual vehicle, control the target virtual vehicle to reverse and drive in the side parking area to the ready-to-drive-out position". After completing this step, it is necessary to judge the safety conditions. Only when the safety conditions are met will the operation of driving out of the side parking area from the ready-to-drive-out position and then driving into the driving area be executed. The safety conditions can be understood as the conditions that the target virtual vehicle will not collide with the rear vehicle during the process of driving out of the side parking area from the ready-to-drive-out position and then driving into the driving area. During the judgment process, it is necessary to determine the waiting possibility of the target virtual vehicle according to the judgment result. Specifically, in one possible implementation manner, this process specifically includes: first, determine the waiting possibility of the rear vehicle in the driving area. When it is responded that the waiting possibility is waiting, execute the operation of controlling the target virtual vehicle to drive out of the side parking area from the ready-to-drive-out position and then drive into the driving area. When it is responded that the waiting possibility is not waiting, control the target virtual vehicle to wait at the ready-to-drive-out position

[0143] The above-mentioned rear vehicle is a virtual vehicle that is behind the target virtual vehicle in the driving direction within the driving area. Specifically, determining the waiting probability of the rear vehicle in the driving area refers to the probability that the virtual vehicle behind the target virtual vehicle in the driving area gives way to the target virtual vehicle.

[0144] When the waiting probability of the rear vehicle is "waiting", it means that the rear vehicle will give way to the target virtual vehicle. Then, at this time, an operation of driving out of the side parking area and then into the driving area can be performed on the target virtual vehicle.

[0145] When the waiting probability of the rear vehicle is "not waiting", it means that the rear vehicle will not give way to the target virtual vehicle. Then, at this time, to ensure the safety of the target virtual vehicle during driving, the target virtual vehicle will be controlled to wait at the position where it is about to drive out. It will not perform the operation of driving out of the side parking area from the position where it is about to drive out and then into the driving area until a rear vehicle with a waiting probability of "waiting" appears or there is no virtual vehicle behind the target virtual vehicle in the driving direction within the driving area.

[0146] Through the process of determining the waiting probability of the rear vehicle of the target virtual vehicle proposed above, it can be determined whether the rear vehicle of the target virtual vehicle will give way to the target virtual vehicle. Based on the determined result, it is decided whether to perform the operation of driving out of the side parking area from the position where it is about to drive out and then into the driving area on the target virtual vehicle. In this way, the probability of the target virtual vehicle colliding or rubbing against the rear vehicle during the second stage can be reduced to a certain extent, and the accuracy of the simulation can be improved.

[0147] In the foregoing, it is mentioned that "determine the waiting probability of the rear vehicle in the driving area". During the process of determining the waiting probability of the rear vehicle, a safety determination area can be determined in advance, and when the rear vehicle enters the safety determination area, the determination of its waiting probability is carried out. Specifically, in a possible implementation manner, the method for determining the waiting probability of the rear vehicle in the driving area can be as follows: First, a stationary virtual vehicle object that is not for display is created at the target position in the driving area. Then, in response to the rear vehicle entering the safety determination area, the waiting probability of the rear vehicle is determined.

[0148] The above-mentioned stationary virtual vehicle object refers to a virtual vehicle object that is stationary placed within the driving area and is used to replace the target virtual vehicle. At the same time, the creation position of the stationary virtual vehicle object is the target position, and the target position is the translation position of the ready-to-drive-out position within the driving area. The created stationary virtual vehicle object does not necessarily need to be displayed in the simulation environment. Its purpose is to serve as the leading vehicle in the microscopic car-following model to update the speed, acceleration, and position of the following vehicle, so that the following vehicle can yield and decelerate to stop behind the stationary virtual vehicle object. In this way, to a certain extent, it can be ensured that during the process of the target virtual vehicle driving out of the side parking area from the ready-to-drive-out position and entering the driving area, it can receive the yield from the following vehicle, thereby reducing the probability of collision between the target virtual vehicle and the following vehicle to a certain extent. It should be noted that the stationary virtual vehicle object will not have a simulation collision with the following vehicle, and its role is only to assist the following vehicle to achieve the car-following behavior.

[0149] The microscopic car-following model is a model that uses dynamic methods to explore the driving state of vehicles in a queue on a single lane where overtaking is not allowed. In this model, within each simulation step, the following vehicle will update its longitudinal acceleration, speed, position, etc. based on the speed of the leading vehicle (i.e., the stationary virtual vehicle object) in the same-direction lane and the distance between the stationary virtual vehicle object and the following vehicle.

[0150] The above-mentioned safety determination area is an area in the driving area that extends a set length backward from the target position. Specifically, the safety determination area can be understood as the response distance of the following vehicle to the process of the target virtual vehicle driving into the driving area from the side parking area. The safety determination area is the range involved in retracing a certain distance in the opposite direction of the driving direction along the rear of the stationary virtual vehicle object. Here, the size of the safety determination area is not limited. It can be a function of the aggressiveness of the following vehicle. The greater the aggressiveness of the following vehicle, the more aggressive it is, and the corresponding safety determination area is smaller. The safety determination area can also be related to the road grade, surrounding environment, etc.

[0151] Figure 6 This is a schematic diagram of setting a virtual vehicle provided by an embodiment of the present application. As Figure 6 shown, the safety determination area is represented by D R . When the distance between the following vehicle and the stationary virtual vehicle object is greater than D R , it means that the following vehicle has not entered the safety determination area, and at this time, there is no need to determine the waiting possibility of the following vehicle. When the distance between the following vehicle and the stationary virtual vehicle object is less than D R , it means that the following vehicle has entered the safety determination area, and at this time, it is necessary to determine the waiting possibility of the following vehicle.

[0152] When judging the waiting possibility of the vehicle behind, the waiting possibility can be determined by setting a courtesy probability. Specifically, when the vehicle behind enters the safety judgment area, it performs courtesy control with a probability of P (courtesy probability, a preset floating point number between 0 and 1), that is, courtesy decelerates and stops behind the stationary virtual object, which means giving way to the target virtual vehicle (at this time, the waiting possibility is waiting). With a probability of 1 - P, it does not perform courtesy control, that is, it ignores the stationary virtual object and directly drives through the safety judgment area, which means not giving way to the target virtual vehicle (at this time, the waiting possibility is not waiting).

[0153] When judging the waiting possibility of the vehicle behind, a random floating point number p between (0, 1) will also be generated and compared with the preset P. If p < P, it is considered that the courtesy condition is met. At this time, the vehicle behind will take the stationary virtual vehicle object as the leading vehicle in the microscopic car-following model and give way. Otherwise, it will continue to drive regardless of the stationary virtual vehicle object. This judgment is only made once and will not be continuously judged during the simulation process. That is, if it decides to give way, the vehicle behind will decelerate, otherwise the vehicle behind will ignore the stationary virtual vehicle object.

[0154] By the above method of determining the waiting possibility of the vehicle behind in the driving area, creating a stationary virtual vehicle object at the target position in the driving area can make it replace the target virtual vehicle as the leading vehicle in the microscopic car-following model to restrict the driving conditions of the vehicle behind. In this way, it can ensure the safety to a certain extent when the target virtual vehicle enters the driving area from the side parking area. At the same time, the safety judgment area is determined as the condition for judging the waiting possibility of the vehicle behind, and the safety judgment area can be set according to the conditions of different vehicles, which has high flexibility and improves the authenticity of the simulation.

[0155] As mentioned above, when judging the waiting possibility of the vehicle behind, one of the judgment results is that the waiting possibility is waiting. Then, before the vehicle behind reaches the target position, it is necessary to control the vehicle speed of the vehicle behind to gradually approach the speed of the stationary virtual object.

[0156] Specifically, when the waiting possibility is judged to be waiting for the vehicle behind, it means that the vehicle behind needs to give way to the stationary virtual object. The specific courtesy process can be realized through the microscopic car-following model. Under the microscopic car-following model, the vehicle behind will identify the stationary virtual object as the leading vehicle, and then adjust the speed of its own vehicle according to the speed of the stationary virtual object to achieve the following driving state of the stationary virtual object. When adjusting the vehicle speed of the vehicle behind, it will control the vehicle speed of the vehicle behind to gradually approach the speed of the stationary virtual object. That is to say, the vehicle behind will identify the stationary virtual object as the following object, thereby realizing the deceleration of the vehicle behind.

[0157] By referring to the microscopic car-following model when determining that the waiting possibility of the following vehicle is waiting, the following vehicle can identify the stationary virtual vehicle object as the leading vehicle, and then realize following driving of the stationary virtual vehicle object. During this period, the vehicle speed of the following vehicle will gradually approach the speed of the stationary virtual vehicle object. The variable-speed car-following behavior of the following vehicle can ensure the safety of the target virtual vehicle driving into the driving area from the side parking area to a certain extent.

[0158] As mentioned above, by creating a stationary virtual vehicle object at the target position in the driving area, the purpose is to replace the target virtual vehicle as the leading vehicle in the microscopic car-following model to restrict the driving situation of the following vehicle to ensure safety. However, the stationary virtual vehicle object cannot exist all the time, and it is necessary to determine the timing to remove the stationary virtual vehicle object. Therefore, in a possible implementation, the method for determining the timing to remove the stationary virtual vehicle object is: in response to the target virtual vehicle being controlled to drive into the driving area and facing the driving direction, remove the stationary virtual vehicle object from the driving area.

[0159] Specifically, that is, when the target virtual vehicle drives into the driving area and faces the driving direction, remove the stationary virtual vehicle object from the driving area. During the simulation process, the stationary virtual vehicle object cannot exist all the time. If it exists all the time, it will cause the following vehicle to always be in the state of following the stationary virtual vehicle object, which does not conform to the actual situation and also affects the normal driving of the following vehicle. At the same time, the stationary virtual vehicle object cannot be removed too early during the simulation process, because when the stationary virtual vehicle object is removed, the following vehicle will no longer be restricted by the microscopic car-following model algorithm. If the target virtual vehicle is in the process of driving from the side parking area into the parking area at this time, it will cause a collision between the following vehicle and the target virtual vehicle.

[0160] That is to say, the timing to remove the stationary virtual vehicle object should be determined when the target virtual vehicle completes driving into the driving area and faces the driving direction. Removing the stationary virtual vehicle object at this time can ensure that the target virtual vehicle will not collide with the following vehicle. At the same time, it can also enable the following vehicle to resume the normal driving state.

[0161] Through the above-provided method for determining the timing to remove the stationary virtual vehicle object, it can ensure the safety of the target virtual vehicle driving into the driving area from the side parking area. At the same time, by removing the stationary virtual vehicle object in time, the restraint on the following vehicle is released in time, enabling it to resume the normal driving state in time. The simulation process fits the actual scenario and has a high degree of authenticity.

[0162] The process of controlling the vehicle to execute reverse control to reach the ready-to-drive-out position can be understood as the first stage, and the process of controlling the vehicle to drive from the ready-to-drive-out position into the driving area can be understood as the second stage. Figure 7 The flowchart for a vehicle to drive out from a side parking provided by the embodiment of the present application is asFigure 7 As shown, when the simulation clock has passed the end time of the parking time, it means that the vehicle has completed the parking control and is parked in the side parking area. Then, it is judged whether the vehicle is in the first stage or the second stage. If so, the process of the first or second stage is continued. If not, it is judged whether the first stage has started. If the first stage has started, it is continued to judge whether the second stage has been completed. If the first stage has not started, a stationary virtual vehicle object is set and the first stage is started. When it is judged that the second stage has been completed, the stationary virtual vehicle object is removed. When it is judged that the second stage has not been completed, it is continued to judge whether the vehicle is in T 12 the waiting duration. If so, it continues to wait in place. If not, it is judged whether the safety condition is met. When the safety condition is met, the second stage is started. During the above process, the simulation clock continues to advance.

[0163] Figure 8 This is an operation flowchart of a rear vehicle provided by an embodiment of the present application. As Figure 8 shown, when a certain vehicle is determined to be a rear vehicle of a stationary virtual vehicle object, first, it is judged whether the rear vehicle is in the safety determination area D R . If not, the rear vehicle travels normally in the driving area; if so, it is judged whether the courtesy process has been completed. If the courtesy process has been completed, it is judged whether the stationary virtual vehicle object exists. If the courtesy process has not been completed, it is judged whether to give way with a probability of P. If it is judged to give way with a probability of P, it is continued to judge whether the stationary virtual vehicle object exists. If it is judged not to give way with a probability of P, the rear vehicle travels normally in the driving area. When it is judged that the stationary virtual vehicle object exists, the rear vehicle decelerates and gives way with the stationary virtual vehicle object as the leading vehicle. When it is judged that the stationary virtual vehicle object does not exist, the rear vehicle travels normally in the driving area. During the above process, the simulation clock continues to advance.

[0164] Based on the foregoing Figures 1-8 corresponding embodiment, Figure 9 This is a schematic diagram of a data processing device provided by an embodiment of the present application. The data processing device 700 includes: a first determination module 701, a second determination module 702, a first control module 703, and a second control module 704;

[0165] The first determination module 701 is configured to determine a target virtual vehicle from the virtual vehicles parked in the side parking area. The side parking area includes a driving-out side close to the driving area and a docking side far from the driving area. The side parking area and the driving area are adjacent areas;

[0166] The second determination module 702 is configured to determine a vehicle rotation angle when the target virtual vehicle reverses towards the parking side to reach the ready-to-drive-out position according to a first distance between the target virtual vehicle and the ready-to-drive-out position on the parking side. The first distance is used to identify a lateral movement distance for the target virtual vehicle to reach the ready-to-drive-out position, and the indication direction of the first distance is perpendicular to the driving direction of the driving area. The vehicle rotation angle is an included angle between the target virtual vehicle and the driving direction;

[0167] The first control module 703 is configured to control the target virtual vehicle to reverse and drive to the ready-to-drive-out position in the side parking area according to the vehicle rotation angle corresponding to the target virtual vehicle;

[0168] The second control module 704 is configured to control the target virtual vehicle to drive out of the side parking area and into the driving area after driving out of the ready-to-drive-out position.

[0169] In a possible implementation manner, the second determination module 702 is specifically configured to:

[0170] Determine a fixed wheel rotation angle adopted by the target virtual vehicle during reverse driving;

[0171] Determine the vehicle rotation angle according to the fixed wheel rotation angle of the target virtual vehicle and the first distance.

[0172] In a possible implementation manner, the first control module 703 is specifically configured to:

[0173] Determine a reverse driving speed according to a reverse driving time corresponding to the target virtual vehicle and the vehicle rotation angle;

[0174] Control the target virtual vehicle to reverse and drive to the ready-to-drive-out position in the side parking area at the reverse driving speed.

[0175] In a possible implementation manner, the device is configured to:

[0176] Obtain a target aggressiveness parameter of the target virtual vehicle. The aggressiveness parameters corresponding to the virtual vehicles parked in the side parking area are at least partially different. The target aggressiveness parameter is used to identify the driving aggressiveness degree of the target virtual vehicle during driving;

[0177] Determine the reverse driving time corresponding to the target virtual vehicle according to the target aggressiveness parameter.

[0178] In a possible implementation, the target virtual vehicle is horizontally parked in the side parking area. The side of the target virtual vehicle close to the docking side is the target vehicle side. The device is configured to:

[0179] When the ready-to-drive-out position requires that the first vehicle point of the target virtual vehicle is on the docking side, determine the first lateral distance between the target vehicle side and the docking side as the first distance. The first vehicle point is the farthest point of the target virtual vehicle in the target vehicle side relative to the driving area.

[0180] When the ready-to-drive-out position requires that the rear wheel of the target virtual vehicle on the target vehicle side touches the edge of the docking side, determine the second lateral distance between the target vehicle side and the first position point as the first distance. The first position point is the position corresponding to the first vehicle point when the target virtual vehicle is in the ready-to-drive-out position.

[0181] In a possible implementation, the second control module 704 is specifically configured to:

[0182] Determine a second distance based on the ready-to-drive-out position and the driving area. The second distance is used to identify the lateral movement distance of the target virtual vehicle from the ready-to-drive-out position to the driving area and towards the driving direction. The indication direction of the second distance is perpendicular to the driving direction.

[0183] Control the target virtual vehicle to drive out of the side parking area and into the driving area from the ready-to-drive-out position according to the second distance.

[0184] In a possible implementation, during the process of controlling the target virtual vehicle to drive out from the ready-to-drive-out position into the driving area, the device is configured to:

[0185] Determine the first lateral speed component and the first longitudinal speed component of the first vehicle speed when the target virtual vehicle is controlled to reverse into the ready-to-drive-out position, and determine the second lateral speed component and the second longitudinal speed component of the second vehicle speed of the target virtual vehicle during the driving-out process.

[0186] Determine the driving-out angle between the target virtual vehicle and the driving direction during the driving-out process according to the first lateral speed component, the first longitudinal speed component, the second lateral speed component, and the second longitudinal speed component.

[0187] In a possible implementation, the device is configured to:

[0188] Construct a lateral component expression term for determining the exit angle during the exit process based on the first lateral velocity component and the second lateral velocity component, and construct a longitudinal component expression term for determining the exit angle during the exit process based on the first longitudinal velocity component and the second longitudinal velocity component;

[0189] Determine a lateral correction term per unit time according to the exit time of the exit process and the first longitudinal velocity component;

[0190] Determine the angle between the target virtual vehicle and the driving direction during the exit process according to the lateral component expression term, the longitudinal component expression term, and the lateral correction term per unit time.

[0191] In a possible implementation manner, after the target virtual vehicle is controlled to reverse into the ready-to-exit position and before the target virtual vehicle is controlled to drive from the ready-to-exit position to the driving area, the device is configured to:

[0192] Determine a waiting duration according to the target aggressiveness parameter of the target virtual vehicle, where the target aggressiveness parameter is used to identify the driving aggressiveness degree of the target virtual vehicle during driving;

[0193] After controlling the target virtual vehicle to stop at the ready-to-exit position for the waiting duration, perform the operation of controlling the target virtual vehicle to drive out of the side parking area from the ready-to-exit position and then into the driving area.

[0194] In a possible implementation manner, the side parking area and the driving area belong to adjacent road areas of the target road, and the device is configured to:

[0195] Divide the target road into a parking sub-lane and a driving sub-lane based on the side parking area and the driving area, where the road edges of the parking sub-lane are the exit side and the docking side;

[0196] Determine the first distance according to the lateral distance between the parking position of the target virtual vehicle and the center line of the parking sub-lane and the lateral width of the target virtual vehicle;

[0197] When determining the second distance, the device is configured to:

[0198] Determine the second distance based on the ready-to-exit position and the center line of the driving sub-lane.

[0199] In a possible implementation manner, after controlling the target virtual vehicle to reverse in the side parking area to the ready-to-exit position according to the vehicle rotation angle corresponding to the target virtual vehicle, the device is configured to:

[0200] Determine the waiting possibility of the vehicle behind in the driving area, where the vehicle behind is a virtual vehicle that is behind the target virtual vehicle in the driving area in the driving direction;

[0201] In response to the waiting possibility being waiting, perform the operation of controlling the target virtual vehicle to drive out of the side parking area and into the driving area from the ready-to-drive-out position;

[0202] In response to the waiting possibility being not waiting, control the target virtual vehicle to wait at the ready-to-drive-out position.

[0203] In a possible implementation, the device is used to:

[0204] Create a stationary virtual vehicle object that is not for display at a target position in the driving area, where the target position is the translation position of the ready-to-drive-out position in the driving area;

[0205] In response to the vehicle behind entering the safety determination area, determine the waiting possibility of the vehicle behind, where the safety determination area is an area in the driving area that extends a set length backward from the target position.

[0206] In a possible implementation, the device is used to:

[0207] In response to the waiting possibility being waiting, before reaching the target position, control the vehicle speed of the vehicle behind to gradually approach the speed of the stationary virtual vehicle object.

[0208] In a possible implementation, the device is used to:

[0209] In response to the target virtual vehicle being controlled to drive into the driving area and towards the driving direction, remove the stationary virtual vehicle object from the driving area.

[0210] Through the data processing device provided above, in order to improve the authenticity of the virtual vehicle driving out of the parking area after parallel parking on the side, reverse control in line with the actual driving situation is performed before controlling the target virtual vehicle to drive out. That is, according to the lateral movement distance generated by controlling the target virtual vehicle to reverse as needed, the vehicle rotation angle that the target virtual vehicle needs to generate during the reverse stage is determined. According to this vehicle rotation angle, the target virtual vehicle can be controlled to maintain a reverse angle that conforms to the vehicle rotation angle during the reverse driving process, drive in the direction away from the driving area, and reach the ready-to-drive-out position after moving a first distance in the lateral direction. Relative to the original parking position of the target virtual vehicle, the target virtual vehicle obtains a larger driving-out space in the driving-out direction. Moreover, the pose of the target virtual vehicle reaches this vehicle rotation angle, and relative to the original pose of the target virtual vehicle, the target virtual vehicle is more oriented towards the driving area, which also increases the possibility of successfully driving out from the parallel parking area on the side. It can be seen that by controlling the target virtual vehicle to perform reverse driving away from the driving area before driving out of the parallel parking area on the side, not only is the simulation degree greatly improved, but also the situation of colliding with the parked vehicle in front during driving out is reduced, and the simulation probability of the parallel parked vehicle successfully driving out from the parking position is increased.

[0211] An embodiment of the present application further provides a computer device, including a terminal device or a server, and the foregoing data processing device can be configured in this computer device. The following introduces this computer device with reference to the accompanying drawings.

[0212] If this computer device is a terminal device, please refer to Figure 10 As shown, an embodiment of the present application provides a terminal device. Taking the terminal device as a mobile phone as an example:

[0213] Figure 10 Shown is a block diagram of a part of the structure of the mobile phone provided by the embodiment of the present application. Refer to Figure 10 , the mobile phone includes: a radio frequency (RF) circuit 1410, a memory 1420, an input unit 1430, a display unit 1440, a sensor 1450, an audio circuit 1460, a wireless fidelity (WiFi) module 1470, a processor 1480, and a power supply 1490 and other components. Those skilled in the art can understand that Figure 10 the structure of the mobile phone shown in

[0214] does not constitute a limitation on the mobile phone, and may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements. Figure 10 The following specifically introduces each component of the mobile phone in combination with

[0215] The RF circuit 1410 can be used for receiving and transmitting information or signals during calls. Specifically, it receives the downlink information from the base station and processes it with the processor 1480. Additionally, it sends the uplink data to the base station.

[0216] The memory 1420 can be used to store software programs and modules. The processor 1480 executes various functional applications and data processing of the mobile phone by running the software programs and modules stored in the memory 1420. The memory 1420 mainly includes a program storage area and a data storage area. Among them, the program storage area can store the operating system, application programs required for at least one function (such as the sound playback function, image playback function, etc.); the data storage area can store the data created according to the use of the mobile phone (such as audio data, phone book, etc.). In addition, the memory 1420 can include high-speed random access memory and can also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid-state storage devices.

[0217] The input unit 1430 can be used to receive input digital or character information, and generate key signal inputs related to the user settings and function controls of the mobile phone. Specifically, the input unit 1430 can include a touch panel 1431 and other input devices 1432.

[0218] The display unit 1440 can be used to display the information input by the user, the information provided to the user, and various menus of the mobile phone. The display unit 1440 can include a display panel 1441.

[0219] The mobile phone can also include at least one sensor 1450, such as a light sensor, a motion sensor, and other sensors.

[0220] The audio circuit 1460, speaker 1461, and microphone 1462 can provide an audio interface between the user and the mobile phone.

[0221] WiFi belongs to short-range wireless transmission technology. The mobile phone can help users receive and send emails, browse the web, and access streaming media through the WiFi module 1470, providing users with wireless broadband Internet access.

[0222] The processor 1480 is the control center of the mobile phone, connecting various parts of the entire mobile phone using various interfaces and circuits. By running or executing the software programs and / or modules stored in the memory 1420, and by calling the data stored in the memory 1420, it executes various functions of the mobile phone and processes data.

[0223] The mobile phone also includes a power supply 1490 (such as a battery) that powers each component.

[0224] In this embodiment, the processor 1480 included in the terminal device is further configured to execute the steps in the methods of the embodiments of the present application.

[0225] If the computer device is a server, the embodiments of the present application further provide a server. Please refer to Figure 11 as shown in Figure 11 FIG. 1500 is a structural diagram of the server 1500 provided by the embodiment of the present application. The server 1500 may vary greatly due to different configurations or performances, and may include one or more central processing units (CPUs) 1522 (for example, one or more processors) and a memory 1532, and one or more storage media 1530 for storing application programs 1542 or data 1544 (for example, one or more mass storage devices). Among them, the memory 1532 and the storage media 1530 may be transient storage or persistent storage. The program stored in the storage media 1530 may include one or more modules (not shown in the figure), and each module may include a series of instruction operations on the server. Further, the central processor 1522 may be configured to communicate with the storage media 1530 and execute a series of instruction operations in the storage media 1530 on the server 1500.

[0226] The server 1500 may further include one or more power supplies 1526, one or more wired or wireless network interfaces 1550, one or more input / output interfaces 1558, and / or one or more operating systems 1541, such as Windows Server TM , Mac OS X TM , Unix TM , Linux TM , FreeBSD TM and so on.

[0227] The steps executed by the server in the above embodiments may be based on Figure 11 the server structure shown in

[0228] In addition, the embodiments of the present application further provide a storage medium, which is used to store a computer program, and the computer program is used to execute the method provided by the above embodiments.

[0229] The embodiments of the present application further provide a computer program product including a computer program. When it runs on a computer device, it causes the computer device to execute the method provided by the above embodiments.

[0230] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The foregoing program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps including those of the above method embodiments. The foregoing storage medium can be at least one of the following media: read-only memory (ROM), RAM, magnetic disk, optical disk, or other media that can store computer programs.

[0231] In the embodiments of the present application, the term "module" or "unit" refers to a computer program with a predetermined function or a part of a computer program, which works together with other related parts to achieve a predetermined goal, and can be fully or partially implemented by using software, hardware (such as a processing circuit or a memory), or a combination thereof. Similarly, one processor (or multiple processors or memories) can be used to implement one or more modules or units. In addition, each module or unit can be a part of an overall module or unit that includes the functions of the module or unit.

[0232] It should be noted that the various embodiments in this specification are described in a progressive manner. The same or similar parts among the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments. In particular, for the device and system embodiments, since they are basically similar to the method embodiments, the description is relatively simple. For the relevant parts, reference can be made to the partial description of the method embodiments. The device and system embodiments described above are only illustrative. The units described as separate components may or may not be physically separated. The components shown as units may or may not be physical units, that is, they can be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative efforts.

[0233] As described above, this is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Moreover, based on the implementation manners provided in the above aspects, the present application can be further combined to provide more implementation manners. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A data processing method, characterized in that, The method includes: Determining a target virtual vehicle from the virtual vehicles parked in the side parking area, where the side parking area includes a driving-out side close to the driving area and a docking side far from the driving area, and the side parking area and the driving area are adjacent areas; Determining a vehicle rotation angle when the target virtual vehicle reverses towards the docking side to reach the ready-to-drive-out position according to a first distance between the target virtual vehicle and the ready-to-drive-out position on the docking side, where the first distance is used to identify the lateral movement distance for the target virtual vehicle to reach the ready-to-drive-out position, the indicating direction of the first distance is perpendicular to the driving direction of the driving area, and the vehicle rotation angle is the included angle between the target virtual vehicle and the driving direction; Controlling the target virtual vehicle to reverse and drive in the side parking area to the ready-to-drive-out position according to the vehicle rotation angle corresponding to the target virtual vehicle; Controlling the target virtual vehicle to drive out of the side parking area and into the driving area from the ready-to-drive-out position.

2. The method according to claim 1, characterized in that, The determining the vehicle rotation angle when the target virtual vehicle reverses towards the docking side to reach the ready-to-drive-out position according to the first distance between the target virtual vehicle and the ready-to-drive-out position on the docking side includes: Determining a fixed wheel rotation angle adopted by the target virtual vehicle during reverse driving; Determining the vehicle rotation angle according to the fixed wheel rotation angle and the first distance of the target virtual vehicle.

3. The method according to claim 1, wherein The controlling the target virtual vehicle to reverse and drive in the side parking area to the ready-to-drive-out position according to the vehicle rotation angle corresponding to the target virtual vehicle includes: Determining a reverse driving speed according to the reverse driving time corresponding to the target virtual vehicle and the vehicle rotation angle; Controlling the target virtual vehicle to reverse and drive in the side parking area to the ready-to-drive-out position at the reverse driving speed.

4. The method according to claim 3, wherein The method further includes: Obtaining a target aggressiveness parameter of the target virtual vehicle, where the aggressiveness parameters corresponding to the virtual vehicles parked in the side parking area are at least partially different, and the target aggressiveness parameter is used to identify the driving aggressiveness degree of the target virtual vehicle during driving; Determining the reverse driving time corresponding to the target virtual vehicle according to the target aggressiveness parameter.

5. The method according to claim 1, characterized in that The target virtual vehicle is horizontally parked in the side parking area, and the side of the target virtual vehicle close to the docking side is the target vehicle side. The first distance is determined in the following way: When the ready-to-drive-out position requires that a first vehicle point of the target virtual vehicle is on the docking side, determining the first lateral distance between the target vehicle side and the docking side as the first distance, where the first vehicle point is the farthest point of the target virtual vehicle on the target vehicle side compared to the driving area; When the preparation for driving out position requires that the rear wheel on the target vehicle side of the target virtual vehicle touches the edge of the parked side, the second lateral distance between the target vehicle side and the first position point is determined as the first distance, where the first position point is the position corresponding to the first vehicle point when the target virtual vehicle is in the preparation for driving out position.

6. The method according to any one of claims 1-5, characterized in that Controlling the target virtual vehicle to drive out of the side parking area and into the driving area from the preparation for driving out position includes: Determining a second distance based on the preparation for driving out position and the driving area, where the second distance is used to identify the lateral movement distance of the target virtual vehicle from the preparation for driving out position to the driving area and towards the driving direction, and the indication direction of the second distance is perpendicular to the driving direction; Controlling the target virtual vehicle to drive out of the side parking area and into the driving area from the preparation for driving out position according to the second distance.

7. The method according to claim 6, characterized in that, During the process of controlling the target virtual vehicle to drive out of the preparation for driving out position and into the driving area, the method further includes: Determining the first lateral speed component and the first longitudinal speed component of the first vehicle speed when the target virtual vehicle is controlled to reverse into the preparation for driving out position, and determining the second lateral speed component and the second longitudinal speed component of the second vehicle speed of the target virtual vehicle during the driving out process; Determining the driving out angle between the target virtual vehicle and the driving direction during the driving out process according to the first lateral speed component, the first longitudinal speed component, the second lateral speed component, and the second longitudinal speed component.

8. The method according to claim 7, characterized in that The determining the driving out angle between the target virtual vehicle and the driving direction during the driving out process according to the first lateral speed component, the first longitudinal speed component, the second lateral speed component, and the second longitudinal speed component includes: Constructing a lateral component expression term for determining the driving out angle during the driving out process according to the first lateral speed component and the second lateral speed component, and constructing a longitudinal component expression term for determining the driving out angle during the driving out process according to the first longitudinal speed component and the second longitudinal speed component; Determining a unit time lateral correction term according to the driving out time of the driving out process and the first longitudinal speed component; Determining the driving out angle between the target virtual vehicle and the driving direction during the driving out process according to the lateral component expression term, the longitudinal component expression term, and the unit time lateral correction term.

9. The method according to claim 6, characterized in that, After the target virtual vehicle is controlled to reverse into the preparation for driving out position and before the target virtual vehicle is controlled to drive from the preparation for driving out position to the driving area, the method further includes: Determining a waiting duration according to the target aggressiveness parameter of the target virtual vehicle, where the target aggressiveness parameter is used to identify the driving aggressiveness degree of the target virtual vehicle during driving; Controlling the target virtual vehicle to stop at the preparation for driving out position for the waiting duration and then performing the operation of controlling the target virtual vehicle to drive out of the side parking area and into the driving area from the preparation for driving out position.

10. The method according to claim 6, wherein The side parking area and the driving area belong to adjacent road areas of a target road, and the method further includes: Dividing the target road into a parking sub-lane and a driving sub-lane based on the side parking area and the driving area, where the road edges of the parking sub-lane are the driving-out side and the parking side; Determining the first distance according to the lateral distance between the parking position of the target virtual vehicle and the center line of the parking sub-lane and the lateral width of the target virtual vehicle; When determining the second distance, the determining the second distance based on the ready-to-drive-out position and the driving area includes: Determining the second distance based on the ready-to-drive-out position and the center line of the driving sub-lane.

11. The method according to claim 1, characterized in that, After controlling the target virtual vehicle to reverse and drive to the ready-to-drive-out position in the side parking area according to the vehicle rotation angle corresponding to the target virtual vehicle, the method further includes: Determining the waiting possibility of a rear vehicle in the driving area, where the rear vehicle is a virtual vehicle that is behind the target virtual vehicle in the driving area in the driving direction; In response to the waiting possibility being waiting, performing the operation of controlling the target virtual vehicle to drive out of the side parking area and into the driving area from the ready-to-drive-out position; In response to the waiting possibility being not waiting, controlling the target virtual vehicle to wait at the ready-to-drive-out position.

12. The method according to claim 11, wherein The determining the waiting possibility of a rear vehicle in the driving area includes: Creating a stationary virtual vehicle object that is not for display at a target position in the driving area, where the target position is the translation position of the ready-to-drive-out position in the driving area; In response to the rear vehicle entering a safety determination area, determining the waiting possibility of the rear vehicle, where the safety determination area is an area that extends a set length backward from the target position in the driving area.

13. The method according to claim 12, characterized in that, The method further includes: In response to the waiting possibility being waiting, before reaching the target position, controlling the vehicle speed of the rear vehicle to gradually approach the speed of the stationary virtual vehicle object.

14. The method according to claim 12, wherein The method further includes: In response to the target virtual vehicle being controlled to drive into the driving area and facing the driving direction, removing the stationary virtual vehicle object from the driving area.

15. A data processing device, characterized in that, The device includes: a first determination module, a second determination module, a first control module, and a second control module; The first determination module is configured to determine a target virtual vehicle from the virtual vehicles parked in the side parking area, where the side parking area includes a driving-out side close to the driving area and a parking side far from the driving area, and the side parking area and the driving area are adjacent areas; The second determination module is configured to determine a vehicle rotation angle when the target virtual vehicle reverses towards the parking side to reach the ready-to-drive-out position according to a first distance between the target virtual vehicle and the ready-to-drive-out position on the parking side, where the first distance is used to identify a lateral movement distance for the target virtual vehicle to reach the ready-to-drive-out position, the indication direction of the first distance is perpendicular to the driving direction of the driving area, and the vehicle rotation angle is an included angle between the target virtual vehicle and the driving direction; The first control module is configured to control the target virtual vehicle to reverse and drive to the ready-to-drive-out position in the side parking area according to the vehicle rotation angle corresponding to the target virtual vehicle; The second control module is configured to control the target virtual vehicle to drive out of the side parking area and into the driving area from the ready-to-drive-out position.

16. A computer device, characterized in that, The computer device includes a processor and a memory: The memory is used to store a computer program; The processor is configured to execute the method according to any one of claims 1-14 based on the computer program.

17. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, and the computer program, when executed by a computer device, implements the method according to any one of claims 1-14.

18. A computer program product including a computer program, which, when running on a computer device, causes the computer device to execute the method according to any one of claims 1-14.

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