Automatically driving vehicle and method for avoiding side rear collision, program and computer-readable recording medium

Abstract

A method for avoiding a side-rear traffic collision of a first vehicle includes: determining the driving state of the first vehicle and determining a region based on the driving state of the first vehicle. The method further includes: detecting a second vehicle approaching from the side and rear of the first vehicle and calculating a target region for the second vehicle. The method further includes: determining a first intersection region between the risk region and the target region, and determining, based on the movement of the first intersection region, whether a second intersection region is formed between the first intersection region and a warning region to the side of the first vehicle. The method further includes: determining the formation time of the second intersection region and controlling the first vehicle to avoid a collision with the second vehicle based on the formation time of the second intersection region.

Description

Technical Field

[0001] This disclosure relates to an autonomous vehicle, method, program, and computer-readable recording medium for avoiding side-rear traffic collisions. Background Technology

[0002] Recently launched vehicles are equipped with autonomous driving systems, aiming to reduce traffic accidents, improve road traffic efficiency, save fuel, be environmentally friendly, and provide convenience.

[0003] Recent autonomous driving systems utilize cameras to identify lanes and steer automatically. They also employ image processing to measure lane width, the vehicle's lateral position within the lane, lane spacing, lane shape, and road curvature radius. Furthermore, these systems offer features such as Smart Cruise Control (SCC), which uses measured vehicle position and road information to estimate the vehicle's trajectory and change lanes along that estimated path.

[0004] Vehicles equipped with such autonomous driving systems can detect target vehicles approaching from the rear-cross direction, predict the target vehicle's path, and if the predicted path overlaps with the vehicle's own path, issue a warning to the driver and brake or change the vehicle's path without human intervention, thereby avoiding a collision with the target vehicle.

[0005] However, even if a target vehicle is detected approaching from the side or rear, unnecessary warnings and braking may be issued due to changes in the target vehicle's path and the vehicle's path, even if there is no possibility of a collision between the two vehicles.

[0006] The statements in this section provide only background information in connection with this disclosure and do not constitute prior art. Summary of the Invention

[0007] The embodiments of this disclosure can detect a second vehicle approaching from the side or rear during the autonomous driving of the first vehicle, and continuously monitor the movement of the second vehicle while performing warning and evasive braking to avoid unnecessary warnings and evasive braking.

[0008] Additional advantages, objects, and features of this disclosure are set forth in part in the description which follows, and in part will become more apparent to those skilled in the art upon reading the description, or may be learned by practice of this disclosure. The objects and other advantages of this disclosure may be realized and obtained by means of the written description and the structures particularly pointed out in the following claims and their equivalents, as well as the accompanying drawings.

[0009] According to one embodiment, a method for avoiding a side-rear traffic collision of a first vehicle is provided. The method includes determining the driving state of the first vehicle and determining a risk area based on the driving state of the first vehicle. The method also includes detecting a second vehicle approaching from the side and rear of the first vehicle and determining a target area for the second vehicle. The method further includes determining a first intersection area between the risk area and the target area. The method also includes determining, based on the movement of the first intersection area, whether a second intersection area is formed between the first intersection area and a warning area on the side of the vehicle. The method further includes determining the formation time of the second intersection area. The method also includes warning and controlling the first vehicle based on the formation time of the second intersection area to avoid a collision with the second vehicle.

[0010] Determining the risk area may include mapping the area behind and to the side of the first vehicle where a collision may occur, based on the first vehicle's driving conditions.

[0011] Determining the target area for the second vehicle may include drawing the position of the second vehicle approaching from the side and rear of the first vehicle using four vertices.

[0012] Determining whether a second intersection area has formed may include determining whether a second intersection area has formed between the first intersection area and a warning area on the side of the vehicle after a certain period of time. The warning area may overlap with the risk area, and the warning area may be located in front of the risk area.

[0013] Determining the first intersection region may include drawing the overlapping area between the risk region and the target region.

[0014] Determining the formation time of the second intersection region may include determining the time when the first intersection region overlaps with the rear of the warning area on the side of the first vehicle.

[0015] In response to the determination that the area of ​​the first intersection region increases over time, an operation can be performed to determine whether a second intersection region has been formed.

[0016] In another aspect of this disclosure, an autonomous vehicle is provided. The autonomous vehicle includes a first sensor configured to collect internal information of the autonomous vehicle. The autonomous vehicle also includes a second sensor configured to collect external information of the autonomous vehicle. The autonomous vehicle further includes an electronic control unit (ECU) configured to control the driving of the autonomous vehicle; and a human-machine interface (HMI) configured to provide the output of the ECU to a driver. The ECU is configured to determine the driving state of the autonomous vehicle and determine a risk area based on the driving state of the autonomous vehicle. The ECU is also configured to detect an approaching vehicle approaching from the side and rear of the autonomous vehicle. The ECU is further configured to determine a target area of ​​the approaching vehicle and determine a first intersection area between the risk area and the target area. The ECU is further configured to determine, based on the movement of the first intersection area, whether a second intersection area is formed between the first intersection area and a warning area to the side of the autonomous vehicle, and to determine the formation time of the second intersection area. The ECU is also configured to warn and control the autonomous vehicle based on the formation time of the second intersection area to avoid a collision with the approaching vehicle.

[0017] Another aspect of this disclosure provides a program recorded on a non-transitory computer-readable recording medium and executed by one or more processors to perform a method for avoiding side-rear traffic collisions of an autonomous vehicle.

[0018] Another aspect of this disclosure provides a non-transitory computer-readable recording medium having the program recorded thereon.

[0019] It should be understood that the foregoing general description and the following detailed description of this disclosure are illustrative and explanatory in nature and are intended to provide a detailed description of the claimed disclosure. Attached Figure Description

[0020] The accompanying drawings are provided to aid in further understanding of this disclosure and are incorporated in and constitute a part of this application. The drawings illustrate embodiments of this disclosure and, together with the specification, serve to explain the principles of this disclosure. In the drawings:

[0021] Figure 1 A schematic diagram of a method for avoiding side-rear traffic collisions of an autonomous vehicle according to an embodiment of the present disclosure is shown.

[0022] Figure 2 A schematic diagram of the configuration of an autonomous vehicle according to an embodiment of the present disclosure is shown;

[0023] Figure 3 A schematic diagram showing the positional relationship between a vehicle, a target vehicle, a risk area, a warning area, a first intersection area, and a second intersection area according to a first embodiment of the present disclosure is shown; and

[0024] Figures 4A-5D The diagram illustrates the positional relationship between a vehicle, a target vehicle, a risk area, a warning area, a first intersection area, and a second intersection area according to the second to seventh embodiments of this disclosure. Detailed Implementation

[0025] Some embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. When adding reference numerals to components in the drawings, it should be noted that the same reference numerals are used to denote the same components whenever possible, even if the components are shown in different drawings. Furthermore, in describing embodiments of this disclosure, detailed descriptions of related known configurations or functions are omitted if it is determined that a detailed description of those configurations or functions would obscure the main points of this disclosure.

[0026] In describing embodiments according to this disclosure, describing an element as being formed "above or below" another element includes cases where the two elements are in direct contact, and cases where one or more other elements are formed between the two elements. Furthermore, the expression "above or below" includes not only the meaning of an upward direction based on an element, but also the meaning of a downward direction.

[0027] In this disclosure, when a component, controller, device, element, apparatus, unit, etc., is described as having a certain purpose or performing a certain operation or function, that component, controller, device, element, apparatus, unit, etc., shall be regarded herein as "constructed to" satisfy that purpose or perform that operation or function. Each component, controller, device, element, apparatus, unit, etc., may be embodied separately or as part of that apparatus, and may be included together with one or more processors and memories (e.g., non-transitory computer-readable media).

[0028] Figure 1 A schematic diagram of a method for avoiding side-rear traffic collisions of an autonomous vehicle according to an embodiment of the present disclosure is shown. Figure 2 A schematic diagram of the configuration of an autonomous vehicle according to an embodiment of the present disclosure is shown. Reference will be made below. Figure 1 and Figure 2 An autonomous vehicle according to embodiments of the present disclosure and a method for avoiding side and rear traffic collisions thereof are described in more detail.

[0029] First refer to Figure 2An autonomous vehicle 1000 according to an embodiment of this disclosure includes a first sensor 100, a second sensor 200, and a human-machine interface (HMI) 700. The first sensor 100 may be an internal vehicle information sensor for detecting vehicle speed, gear position, etc. The second sensor 200 may be an external vehicle information sensor for detecting surrounding targets. The human-machine interface (HMI) 700 can transmit output from an electronic control unit (ECU).

[0030] Now for reference Figure 1 In step S105, the driving state of a vehicle (e.g., vehicle 1000; sometimes referred to herein as the "first vehicle") may be checked or otherwise determined, and in step S110, a risk area may be determined (e.g., calculated). Determining the driving state of the vehicle may include checking or otherwise determining the vehicle's current position. Determining the "risk area" may include drawing an area where a collision with a vehicle approaching from the side and rear of the vehicle's current position (sometimes referred to herein as the "second vehicle") is possible. For example, the risk area may be drawn as a rectangle with four vertices.

[0031] In step S115, a vehicle approaching from the side and rear of the vehicle is detected. In step S120, a target area approaching the vehicle is determined (e.g., calculated). Vehicles approaching from the side and rear include not only four-wheeled vehicles such as large trucks (including container trucks) or passenger cars, but also two-wheeled vehicles such as bicycles. In the following description, for ease of explanation, a four-wheeled vehicle will be used as an example.

[0032] The aforementioned approaching vehicle may also be referred to as the target vehicle. In one embodiment, the target vehicle may have a minimum length of 1 meter and a maximum length of 16 meters, and a width of 0.7 meters to 3.7 meters.

[0033] In one embodiment, the position of a target vehicle approaching from the side and rear of the vehicle can be drawn as a rectangle with four vertices.

[0034] In step S130, the overlapping area between the risk area and the target area can be drawn to obtain the intersection area. This intersection area can be referred to as the "first intersection area". Therefore, in step S130, it can be determined whether the overlap between the risk area and the target area forms the first intersection area.

[0035] Figure 3 The diagram shows a first intersection area where the risk area to the side and rear of a vehicle, according to one embodiment, overlaps with the target area of ​​a target vehicle. The "warning area" and "risk area" are indicated by dashed lines, and the movement path of the target vehicle is indicated by solid lines. Figure 3 In the middle, a portion of the target area overlaps with the risk area, forming the first intersection region. The foremost edge of the first intersection region is... Figure 3The area is represented by two vertices (E, F). The shaded area from the two vertices (E, F) to the boundary line of the risk area corresponds to the first intersection region.

[0036] Refer again Figure 1 If it is determined that no first intersection area has been formed ("No" in step S130), for example, if no target vehicle is detected behind the vehicle, then steps S105 and S115 are executed again.

[0037] On the other hand, if it is determined that a first intersection region has been formed ("Yes" in step S130), then in step S140 it is determined whether the area of ​​the first intersection region increases (or remains unchanged) over time. If it is determined that the area of ​​the first intersection region increases or remains unchanged over time ("Yes" in step S140), it can be determined that the target vehicle has entered the risk area (as described in more detail below) or continues to remain in the risk area, thereby determining whether there is a possibility of an actual collision between the vehicle and the target vehicle.

[0038] On the other hand, if it is determined that the area of ​​the first intersection region decreases over time ("No" in step S140), it can be determined that the target vehicle has left the risk area, and therefore step S130 can continue.

[0039] Furthermore, if it is determined that the area of ​​the first intersection region increases or remains unchanged over time ("Yes" in step S140), it may indicate that the first intersection region moves according to the movement of the target vehicle after a certain period of time. Therefore, in step S150, it can be determined whether a second intersection region has been formed between the first intersection region and the warning area behind the vehicle.

[0040] The movement of the first intersection area can refer to the path of the target vehicle over time. The movement of the first intersection area can be predicted by measuring the target vehicle's speed and acceleration using the vehicle's external sensors 200. The "warning zone" to the side and rear of the vehicle can refer to the area where there is a risk of collision when the target vehicle approaches from the side and rear. Figure 3 As shown. The "Warning Area" overlaps with the aforementioned "Risk Area" and may be located in front of the "Risk Area".

[0041] The warning zone may change as the vehicle moves over time. For example, the warning zone can be determined based on the vehicle's speed, yaw rate, and rotational curvature. In one embodiment, the warning zone can be positioned to one side of a first location by determining the first location the vehicle will move to after a first time step from its current location.

[0042] Vehicle yaw refers to the phenomenon of a vehicle rotating and vibrating around its vertical axis. The initial position and warning zone that the vehicle will move to after passing a point in time can be set based on the vehicle's current speed, yaw rate, and rotational curvature.

[0043] Figure 3 The movement path of the target vehicle over time is shown. As the target vehicle moves forward, it forms a second intersection area with the "risk area," which is a rectangle defined by four vertices (A, B, C, D).

[0044] Refer again Figure 1 If it is determined that no second intersection area has been formed (No in step S150), then step S140 can continue after determining that it is actually impossible for the vehicle to collide with the target vehicle.

[0045] On the other hand, if it is determined that a second intersection region has been formed ("Yes" in step S150), the formation time of the second intersection region is calculated in step S170 to warn and control the vehicle. (Reference) Figure 3 TTI (Time to Intersection) is the time it takes for two of the four vertices forming the second intersection region (A and B) to overlap with the risk region. In step S160, the TTI can be determined (e.g., calculated), and it can be further determined whether the TTI is less than a preset time. If it is determined that the TTI is less than the preset time ("Yes" in step S160), then the possibility of a collision between the vehicle and the target vehicle can be determined.

[0046] In one implementation, the preset time can be the time at which braking should be initiated to avoid a collision between the vehicle and the target vehicle, taking into account the vehicle's braking performance. The preset time could be, for example, 2.7 seconds. The method of warning the vehicle is executed via the HMI 700 and may include visual displays on the instrument panel, audible warnings such as warning sounds inside the vehicle, and / or tactile methods such as steering wheel vibration. Initiating braking may include changing lanes in the opposite direction of the warning area, stopping lane changes towards the warning area, and accelerating the vehicle.

[0047] On the other hand, if it is determined that the TTI is longer than the preset time (No in step S160), then after determining that there is no possibility of the vehicle colliding with the target vehicle, step S160 can continue.

[0048] The setting of the target area, the vehicle risk area, and the warning area, as well as the detection of the first and second intersection areas, can be performed by the vehicle's ECU. The ECU operates as the control unit of the autonomous vehicle. (Reference) Figure 2The functions or steps that the ECU can execute include: calculating the risk area (step 310), calculating the target area (step 320), calculating the first intersection area of ​​the target area and the risk area (step 330), calculating the position of the vertices (E, F) of the first intersection area (step 340), calculating the movement path of the vertices of the first intersection area (step 350), checking whether the entire first intersection area is located within the risk area (step 360), issuing an exit warning (step 410), checking for changes in the size of the first intersection area (step 420), calculating the second intersection area of ​​the first intersection area and the risk area (step 430), and calculating the position of the vertices (A, B, C, D) of the second intersection area (step 440). In one embodiment, the functions or steps performed by the ECU are the same as described above. In one embodiment, when the driver and passengers of the vehicle attempt to open the door to get out, the exit warning function 410 detects the target vehicle approaching from the side of the intersection and issues a warning when the target vehicle approaches the door.

[0049] exist Figure 3 In the first embodiment shown, the target area of ​​the target vehicle overlaps with the rear part of the risk area of ​​vehicle 1000 to form a first intersection area. The two foremost vertices (E, F) of the first intersection area are marked. The driving path of the target vehicle shown by the solid line overlaps with the warning area to form a second intersection area. The second intersection area is defined by four vertices (A, B, C, D).

[0050] exist Figure 4A In the second embodiment shown, if the target vehicle is moving in a straight line, it will not encounter the warning area of ​​vehicle 1000. However, since the target vehicle is actually traveling along a curve, the area of ​​the first intersection area gradually expands and overlaps with the warning area, thus forming a second intersection area. Therefore, before the second intersection area is formed, the area of ​​the first intersection area gradually expands, thereby allowing for vehicle warning and control.

[0051] exist Figure 4B In the third embodiment shown, if the target vehicle is moving in a straight line, it will collide with the area behind the warning area of ​​vehicle 1000. However, since the target vehicle is actually traveling along a curve, the area of ​​the first intersection area gradually expands and overlaps with the warning area, thus forming a second intersection area. Therefore, the area of ​​the first intersection area gradually expands before the second intersection area is formed, thereby allowing for vehicle warning and control.

[0052] exist Figure 5AIn the fourth embodiment shown, the target vehicle's travel direction forms a curve. If the target vehicle travels in a straight line, it will not encounter the warning area of ​​vehicle 1000. However, the target vehicle is actually traveling along the curve. The area of ​​the first intersection area is constant, but as the target vehicle moves to the left, the area of ​​the predicted second intersection area gradually decreases. Therefore, no warning or control is required for this vehicle. However, if vehicle 1000 reverses or changes lanes to the left, a warning and control can be issued for this vehicle.

[0053] exist Figure 5B In the fifth embodiment shown, if the target vehicle is traveling in a straight line, it will encounter the warning area of ​​vehicle 1000 in a relatively narrow area, forming a second intersection area. Therefore, the vehicle can be warned and controlled, but if vehicle 1000 does not change lanes to the left or reverse, no warning or control will be given.

[0054] exist Figure 5C In the sixth embodiment shown, the target vehicle travels in a straight line and gradually moves away from vehicle 1000. Therefore, if the target vehicle travels in a straight line, it will encounter the warning area of ​​vehicle 1000. Furthermore, the area of ​​the first intersection area remains unchanged, but as the target vehicle moves to the left, the area of ​​the predicted second intersection area gradually shrinks. Therefore, no warning or control is required for the vehicle. However, if vehicle 1000 reverses or changes lanes to the left, a warning and control can be issued.

[0055] exist Figure 5D In the seventh embodiment shown, the target vehicle travels in a straight line and gradually approaches vehicle 1000. Therefore, if the target vehicle travels in a straight line, it can directly encounter the warning area of ​​vehicle 1000 and the rear of the vehicle. The area of ​​the first intersection area gradually decreases, but since the second intersection area is formed behind vehicle 1000, a collision between the target vehicle and vehicle 1000 is expected. Therefore, warnings and control can be applied to the vehicle.

[0056] According to the above-described embodiments of the present disclosure, the autonomous vehicle, its method, procedure, and computer-readable recording medium for avoiding side-rear traffic collisions can warn of the possibility of a collision with a target vehicle approaching from the side and rear and avoid the collision by setting a first intersection area between the target area and the risk area of ​​the target vehicle and setting a second intersection area at the location where a collision with the vehicle may actually occur in the first intersection area. At the same time, unnecessary warnings and avoidance controls are avoided.

[0057] In the foregoing, although all components constituting embodiments of this disclosure have been described as operating as one or in combination, this disclosure is not necessarily limited to these embodiments. For example, one or more components may be selectively combined and operated within the scope of the purpose of this disclosure. Furthermore, the terms “comprising,” “including,” or “having” used herein should not be construed as excluding other elements, but rather as further including those other elements, as such elements may be included unless otherwise stated. Unless specifically stated herein, all terms (including technical or scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. Commonly used terms (e.g., terms as defined in dictionaries) should be interpreted as consistent with their meaning in the context of the relevant field. Unless otherwise defined in this disclosure, these terms should not be interpreted in an idealized or overly formal manner.

[0058] The above description is merely an illustrative description of the technical concept of this disclosure. Those skilled in the art can make various modifications and variations without departing from the basic characteristics of this disclosure. Therefore, the embodiments of this disclosure are not intended to limit the technical concept of this disclosure, but rather to explain it, and the scope of the technical concept of this disclosure is not limited by these embodiments. The scope of protection of this disclosure should be interpreted by the appended claims, and all technical concepts within the equivalent scope should be interpreted as included within the scope of the rights of this disclosure.

Claims

1. A method for avoiding a side-rear traffic collision with a first vehicle, the method comprising: Determine the driving status of the first vehicle; The risk area is determined based on the driving status of the first vehicle; Detect a second vehicle approaching from the side and rear of the first vehicle; Determine the target area for the second vehicle; Determine the first intersection area between the risk area and the target area; Based on the movement of the first intersection area, determine whether a second intersection area is formed between the first intersection area and the warning area on the side of the first vehicle; Determine the formation time of the second intersection region; as well as Based on the formation time of the second intersection region, the first vehicle is warned and controlled to avoid a collision with the second vehicle.

2. The method according to claim 1, wherein, Determining the risk area includes drawing the collision area to the side and rear of the first vehicle based on the driving conditions of the first vehicle.

3. The method according to claim 1, wherein, The steps for determining the target area of ​​the second vehicle include: drawing the position of the second vehicle approaching from the side and rear of the first vehicle using four vertices.

4. The method according to claim 3, wherein, The step of determining whether a second intersection area is formed includes: determining whether, after a certain period of time, a second intersection area is formed between the first intersection area and the warning area on the side of the vehicle, wherein the warning area overlaps with the risk area and the warning area is located in front of the risk area.

5. The method according to claim 1, wherein, The steps for determining the first intersection region include: drawing the overlapping area between the risk region and the target region.

6. The method according to claim 1, wherein, The step of determining the formation time of the second intersection region includes: determining the time when the first intersection region overlaps with the rear part of the warning area on the side of the first vehicle.

7. The method according to claim 1, wherein, In response to determining that the area of ​​the first intersection region increases over time, the step of determining whether a second intersection region is formed is performed.

8. An autonomous vehicle, comprising: The first sensor is configured to collect internal information of the autonomous vehicle; The second sensor is configured to collect external information about the autonomous vehicle; The electronic control unit (ECU) is configured to control the driving of the autonomous vehicle. as well as The human-machine interface (HMI) is configured to provide the output of the ECU to the driver. The ECU is configured as follows: Determine the driving status of the autonomous vehicle; Calculate the risk area based on the driving status of the autonomous vehicle; Detecting an approaching vehicle that is approaching from the side and rear of the autonomous vehicle; Determine the target area approaching the vehicle; Determine the first intersection area between the risk area and the target area; Based on the movement of the first intersection area, determine whether a second intersection area is formed between the first intersection area and the warning area on the side of the autonomous vehicle; Determine the formation time of the second intersection region; and Based on the formation time of the second intersection region, the autonomous vehicle is warned and controlled to avoid a collision with the approaching vehicle.

9. The autonomous vehicle according to claim 8, wherein, The ECU is configured to determine the risk area by mapping the collision area to the side and rear of the autonomous vehicle based on the driving conditions of the autonomous vehicle.

10. The autonomous vehicle according to claim 8, wherein, The ECU is configured to determine the target area of ​​the approaching vehicle by drawing the position of the approaching vehicle from the side and rear of the autonomous vehicle using four vertices.

11. The autonomous vehicle according to claim 10, wherein, The ECU is configured to determine whether the second intersection region has formed by determining whether, after a certain period of time, the second intersection region forms between the first intersection region and the warning region on the side of the autonomous vehicle. The warning area overlaps with the risk area, and the warning area is located in front of the risk area.

12. The autonomous vehicle according to claim 8, wherein, The ECU is configured to determine the first intersection region by drawing the overlapping area between the risk region and the target region.

13. The autonomous vehicle according to claim 8, wherein, The ECU is configured to determine the formation time of the second intersection region by calculating the time when the first intersection region forms to overlap with the rear of the warning region on the side of the autonomous vehicle.

14. The autonomous vehicle according to claim 8, wherein, The ECU is configured to determine whether a second intersection region has been formed in response to determining that the area of ​​the first intersection region increases over time.

15. A non-transitory computer-readable recording medium having instructions stored thereon, which, when executed by one or more processors, cause the one or more processors to: Determine the driving status of the first vehicle; The risk area is determined based on the driving status of the first vehicle; Detect a second vehicle approaching from the side and rear of the first vehicle; Determine the target area for the second vehicle; Determine the first intersection area between the risk area and the target area; Based on the movement of the first intersection area, determine whether a second intersection area is formed between the first intersection area and the warning area on the side of the first vehicle; Determine the formation time of the second intersection region; as well as Based on the formation time of the second intersection region, the first vehicle is warned and controlled.

16. The non-transitory computer-readable recording medium according to claim 15, wherein, When the instruction is executed by the one or more processors, the one or more processors determine the risk area by drawing a collision area to the side and rear of the first vehicle based on the driving conditions of the first vehicle.

17. The non-transitory computer-readable recording medium according to claim 15, wherein, When the instruction is executed by the one or more processors, the one or more processors determine the target area of ​​the approaching vehicle by drawing the position of the approaching vehicle from the side and rear of the first vehicle using four vertices.

18. The non-transitory computer-readable recording medium according to claim 15, wherein, When the instruction is executed by the one or more processors, the one or more processors determine whether the second intersection region is formed by determining whether, after a certain period of time, the second intersection region is formed between the first intersection region and the warning region on the side of the first vehicle, wherein the warning region overlaps with the risk region and the warning region is located in front of the risk region.

19. The non-transitory computer-readable recording medium according to claim 15, wherein, When the instruction is executed by the one or more processors, the one or more processors determine the first intersection region by drawing the overlapping area between the risk region and the target region.

20. The non-transitory computer-readable recording medium according to claim 15, wherein, When the instruction is executed by the one or more processors, the one or more processors determine the formation time of the second intersection region by calculating the time when the first intersection region forms to overlap with the rear of the warning region on the side of the first vehicle.

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