CN113859231B

CN113859231B - Collision risk determination method and device, electronic equipment and storage medium

Info

Publication number: CN113859231B
Application number: CN202111113942.7A
Authority: CN
Inventors: 李兴坤; 王国晖
Original assignee: CHINA SATELLITE NAVIGATION AND COMMUNICATIONS CO LTD
Current assignee: CHINA SATELLITE NAVIGATION AND COMMUNICATIONS CO LTD
Priority date: 2021-09-23
Filing date: 2021-09-23
Publication date: 2023-10-03
Anticipated expiration: 2041-09-23
Also published as: CN113859231A

Abstract

The invention provides a method and a device for determining collision risk, electronic equipment and a storage medium, relates to the technical field of vehicle auxiliary driving, and solves the technical problem that whether collision risk exists between a vehicle and an object (such as other vehicles) or not can not be accurately determined in the prior art, and the validity of collision risk prediction is affected. The method comprises the following steps: acquiring position information of a vehicle and position information of a target obstacle; determining whether the target obstacle is located in a main lane of the current road based on the position information of the vehicle and the position information of the target obstacle; and determining that collision risk exists between the vehicle and the target obstacle under the condition that the target obstacle is positioned on the main lane and the running speed of the vehicle is greater than the corresponding speed of the target obstacle.

Description

Collision risk determination method and device, electronic equipment and storage medium

Technical Field

The present invention relates to the field of vehicle driving assistance technologies, and in particular, to a method and apparatus for determining collision risk, an electronic device, and a storage medium.

Background

At present, the vehicle-mounted device can predict collision risk based on the motion states of other vehicles in a certain range corresponding to the vehicles identified by the millimeter wave radar. Specifically, when the traveling speed of the other vehicle is greater than 0, it may be determined that there is a risk of collision between the other vehicle and the vehicle.

However, in the above method, the in-vehicle apparatus may not consider the area in which the other vehicle is specifically located. For example, when the other vehicle is located in an area which is hardly reachable during the running of the vehicle, even if the running speed of the other vehicle is greater than 0, a collision between the other vehicle and the vehicle is hardly generated. Therefore, whether collision risks exist between the other vehicles or not can not be accurately determined, and the validity of collision risk prediction is affected.

Disclosure of Invention

The invention provides a method and a device for determining collision risk, electronic equipment and a storage medium, which solve the technical problem that whether collision risk exists between a vehicle and an object (such as other vehicles) or not can not be accurately determined in the prior art, and the validity of collision risk prediction is affected.

In a first aspect, the present invention provides a method for determining collision risk, including: acquiring position information of a vehicle and position information of a target obstacle, wherein the target obstacle is an object positioned in front of the running direction of the vehicle in a current road, and the current road is a running road corresponding to the vehicle; determining whether the target obstacle is positioned on a main lane of the current road based on the position information of the vehicle and the position information of the target obstacle, wherein the main lane is a driving lane corresponding to the vehicle; and determining that collision risk exists between the vehicle and the target obstacle under the condition that the target obstacle is positioned on the main lane and the running speed of the vehicle is greater than the corresponding speed of the target obstacle.

In a second aspect, the present invention provides a collision risk determining apparatus, comprising: an acquisition module and a determination module; the acquisition module is used for acquiring the position information of the vehicle and the position information of a target obstacle, wherein the target obstacle is an object positioned in front of the running direction of the vehicle in a current road, and the current road is a running road corresponding to the vehicle; the determining module is used for determining whether the target obstacle is positioned in a main lane of the current road or not based on the position information of the vehicle and the position information of the target obstacle, wherein the main lane is a driving lane corresponding to the vehicle; the determining module is further configured to determine that there is a collision risk between the vehicle and the target obstacle when the target obstacle is located in the main lane and a traveling speed of the vehicle is greater than a speed corresponding to the target obstacle.

In a third aspect, the present invention provides an electronic device comprising: a processor and a memory configured to store processor-executable instructions; wherein the processor is configured to execute the instructions to implement the method of determining the risk of any of the above-mentioned first aspects of optional collisions.

In a fourth aspect, the present invention provides a computer readable storage medium having instructions stored thereon which, when executed by an electronic device, enable the electronic device to perform the method of determining the risk of any one of the above-mentioned first aspects, optionally collision.

In a fifth aspect, the invention provides a computer program product comprising computer instructions which, when run on an electronic device, cause the electronic device to perform the method of determining a risk of collision as in any of the first aspects.

According to the method, the device, the electronic equipment and the storage medium for determining the collision risk, the electronic equipment can acquire the position information of the vehicle and the position information of the target obstacle, and based on the position information of the vehicle and the position information of the target obstacle, whether the target obstacle is located in a main lane of a current road or not is determined. When the target obstacle is located in the main lane, the target obstacle and the vehicle are indicated to be located in the same lane in the current road. And, in the case where the traveling speed of the vehicle is greater than the speed corresponding to the target obstacle, it is indicated that the vehicle can catch up with the target obstacle at a future time and collide with the target obstacle at the future time, that is, there is a risk of collision. Whether collision risks exist between the vehicle and the target obstacle or not can be accurately and effectively determined, and further safety of vehicle driving is improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below.

Fig. 1 is a schematic hardware diagram of an electronic device according to an embodiment of the present invention;

fig. 2 is a flow chart of a method for determining collision risk according to an embodiment of the present invention;

FIG. 3 is a flowchart illustrating another method for determining collision risk according to an embodiment of the present invention;

fig. 4 is a schematic view of a road on which a vehicle travels according to an embodiment of the present invention;

FIG. 5 is a flowchart illustrating another method for determining collision risk according to an embodiment of the present invention;

FIG. 6 is a flowchart illustrating another method for determining collision risk according to an embodiment of the present invention;

fig. 7 is a schematic diagram of a road of a 1 st road section according to an embodiment of the present invention;

fig. 8 is a schematic road diagram of a 2 nd road section according to an embodiment of the present invention;

FIG. 9 is a flowchart illustrating another method for determining collision risk according to an embodiment of the present invention;

FIG. 10 is a flowchart illustrating another method for determining collision risk according to an embodiment of the present invention;

FIG. 11 is a flowchart illustrating another method for determining collision risk according to an embodiment of the present application;

fig. 12 is a schematic view of a road of an nth road section according to an embodiment of the present application;

fig. 13 is a schematic structural diagram of a collision risk determining device according to an embodiment of the present application;

fig. 14 is a schematic structural diagram of another collision risk determining apparatus according to an embodiment of the present application.

Detailed Description

The method, the device, the electronic equipment and the storage medium for determining collision risk provided by the embodiment of the application are described in detail below with reference to the accompanying drawings.

The terms "first" and "second" and the like in the description and the drawings of the present application are used for distinguishing between different objects and not for describing a particular sequential order of objects, e.g., a first distance and a second distance, etc. are used for distinguishing between different distances and not for describing a particular sequential order of distances.

Furthermore, references to the terms "comprising" and "having" and any variations thereof in the description of the present application are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed but may optionally include other steps or elements not listed or inherent to such process, method, article, or apparatus.

It should be noted that, in the embodiments of the present application, words such as "exemplary" or "such as" are used to mean serving as an example, instance, or illustration. Any embodiment or design described herein as "exemplary" or "e.g." in an embodiment of the present application is not to be taken as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "such as" is intended to present related concepts in a concrete fashion.

The term "and/or" as used herein includes the use of either or both of these methods.

In the description of the present application, unless otherwise indicated, the meaning of "a plurality" means two or more.

Based on the problems existing in the background art, the embodiment of the application provides a method, a device, an electronic device and a storage medium for determining collision risk, wherein the electronic device can acquire the position information of a vehicle and the position information of a target obstacle and determine whether the target obstacle is positioned on a main lane of a current road based on the position information of the vehicle and the position information of the target obstacle. When the target obstacle is located in the main lane, the target obstacle and the vehicle are indicated to be located in the same lane in the current road. And, in the case where the traveling speed of the vehicle is greater than the speed corresponding to the target obstacle, it is indicated that the vehicle can catch up with the target obstacle at a future time and collide with the target obstacle at the future time, that is, there is a risk of collision. Whether collision risks exist between the vehicle and the target obstacle or not can be accurately and effectively determined, and further safety of vehicle driving is improved.

The electronic device in the embodiment of the invention may be a device in which an application program may be installed and used, such as a mobile phone, a tablet computer, a desktop, a laptop, a handheld computer, a notebook, an ultra-mobile personal computer (UMPC), a netbook, a cellular phone, a personal digital assistant (personal digital assistant, PDA), an augmented reality (augmented reality, AR), a Virtual Reality (VR) device, or an in-vehicle terminal or an in-vehicle display device. The system can perform man-machine interaction with a user through one or more modes of a keyboard, a touch pad, a touch screen, a remote controller, voice interaction or handwriting equipment and the like.

Fig. 1 is a schematic hardware structure of an electronic device according to a method for determining collision risk according to an embodiment of the present invention. As shown in fig. 1, the electronic device 10 includes a processor 101, a memory 102, a network interface 103, and the like.

The processor 101 is a core component of the electronic device 10, and the processor 101 is configured to run an operating system of the electronic device 10 and applications (including a system application and a third party application) on the electronic device 10, so as to implement a method for determining a collision risk of the electronic device 10.

In an embodiment of the present invention, the processor 101 may be a central processing unit (central processing unit, CPU), microprocessor, digital signal processor (digital signal processor, DSP), application-specific integrated circuit (application-specific integrated circuit, ASIC), field programmable gate array (field programmable gate array, FPGA) or other programmable logic device, transistor logic device, hardware components, or any combination thereof, capable of implementing or executing the various exemplary logic blocks, modules and circuits described in connection with the disclosure of embodiments of the present invention; a processor may also be a combination that performs computing functions, e.g., including one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

Optionally, the processor 101 of the electronic device 10 includes one or more CPUs, either single-core or multi-core.

Memory 102 includes, but is not limited to, random access memory (random access memory, RAM), read Only Memory (ROM), erasable Programmable Read Only Memory (EPROM), flash memory, optical memory, or the like. The memory 102 stores the code of the operating system.

Optionally, the processor 101 implements the method for determining the risk of collision in the embodiment of the present invention by reading the instruction stored in the memory 102, or the processor 101 implements the method for determining the risk of collision provided in the embodiment of the present invention by an instruction stored internally. In the case where the processor 101 implements the method for determining a collision risk provided by the embodiment of the present invention by reading the instruction stored in the memory, the instruction for implementing the method for determining a collision risk provided by the embodiment of the present invention is stored in the memory.

The network interface 103 is a wired interface such as a fiber optic distributed data interface (fiber distributed data interface, FDDI), gigabit Ethernet (GE) interface. Alternatively, the network interface 103 is a wireless interface. The network interface 103 is used for the electronic device 101 to communicate with other devices.

The memory 102 is used to store position information of the vehicle and position information of the target obstacle. The at least one processor 101 further performs the methods described in embodiments of the present invention based on the location information of the vehicle and the location information of the target obstacle stored in the memory 102. For more details on the implementation of the above-described functions by the processor 101, reference is made to the description of the various method embodiments described below.

Optionally, the electronic device 10 further comprises a bus, and the processor 101 and the memory 102 are connected to each other via the bus 104, or connected to each other in other manners.

Optionally, the electronic device 10 further comprises an input-output interface 105, the input-output interface 105 being configured to connect with the input device, and to receive a collision risk determination request input by a user via the input device. Input devices include, but are not limited to, a keyboard, touch screen, microphone, and the like. The input-output interface 105 is further configured to connect to an output device, and output a collision risk determination result (i.e., determine whether there is a collision risk between the vehicle and the target obstacle) of the processor 101. Output devices include, but are not limited to, displays, printers, and the like.

The method, the device, the electronic equipment and the storage medium for determining the collision risk are applied to application scenes of vehicle auxiliary driving. In particular, when a certain vehicle is traveling on a certain road, the electronic device may determine whether there is a risk of collision between the vehicle and an object (e.g., a target obstacle) in front of the vehicle traveling. Further, in the event that there is a collision risk between the vehicle and the target obstacle, the driver is reminded to avoid the collision risk, thereby assisting the driver in driving the vehicle safely.

As shown in fig. 2, the method for determining collision risk provided by the embodiment of the invention includes S101-S103.

S101, the electronic equipment acquires position information of a vehicle and position information of a target obstacle.

The target obstacle is an object located in front of the running direction of the vehicle in the current road, and the current road is a running road corresponding to the vehicle.

It is to be understood that the millimeter wave radar in the vehicle may acquire the position information of the vehicle and the position information of the target obstacle, and the electronic apparatus may further acquire the position information of the vehicle and the position information of the target obstacle from the millimeter wave radar apparatus.

It will be appreciated that the millimeter wave radar may obtain the location information of each of a plurality of objects within a certain range around the vehicle, where the plurality of objects include an obstacle, a false object (an object that does not exist), and an invalid object (e.g., a green belt, a bridge or a portal frame, etc.), and the electronic device may filter the false object and the invalid object based on a filtering algorithm, so as to obtain some real objects, i.e., at least one obstacle, where the object obstacle is one of the at least one obstacle.

It should be noted that, the obstacle (including the target obstacle) in the embodiment of the present invention may be other vehicles (i.e., vehicles other than the vehicle described above running on the current road), may be a roadblock disposed in the middle of the road, or may be a larger stone dropped on a hillside or a cargo dropped on a truck. The form of the obstacle is not particularly limited in the embodiment of the present invention.

Alternatively, the above-mentioned positional information of the vehicle and the positional information of the target obstacle may also be acquired (or acquired) by a camera in the vehicle.

S102, the electronic equipment determines whether the target obstacle is positioned on a main lane of the current road based on the position information of the vehicle and the position information of the target obstacle.

Wherein the main lane is a driving lane corresponding to the vehicle,

it should be appreciated that a road (e.g., current road) may include at least two lanes, with the vehicle traveling in 1 of the at least two lanes (i.e., the primary lane). When the target obstacle is positioned on the main lane of the current road, the vehicle and the target obstacle are positioned on the same lane; otherwise, i.e. when the target obstacle is located in another lane (i.e. a lane other than the main lane of the at least two lanes), it is indicated that the vehicle is located in a different lane than the target obstacle. When the vehicle and the target obstacle are located in different lanes, it is indicated that no collision may occur between the vehicle and the target obstacle.

S103, when the target obstacle is located in the main lane and the running speed of the vehicle is greater than the speed corresponding to the target obstacle, the electronic equipment determines that collision risk exists between the vehicle and the target obstacle.

In connection with the description of the above embodiments, it should be understood that the target obstacle is located in the main lane, illustrating that the vehicle is located in the same lane as the target obstacle. When the running speed of the vehicle is greater than the speed corresponding to the target obstacle, it is indicated that the vehicle can catch up with the target obstacle at a certain moment in the future, and there is a risk of collision between the moment and the target obstacle.

It will be appreciated that the vehicle may catch up with the target obstacle at a future time may be divided into two cases:

in one case, the target obstacle is stationary (e.g., stationary rocks or cargo) in the main lane, i.e., the target obstacle corresponds to a speed of 0. Thus, when the traveling speed of the vehicle is greater than the speed corresponding to the target obstacle (specifically, the traveling speed of the vehicle is greater than 0), the vehicle reaches the position where the target obstacle is located at a future time and collides with the target obstacle at the position.

In another case, the target obstacle is moving in the main lane (e.g., other vehicles in motion), i.e., the target obstacle corresponds to a speed greater than 0. Thus, when the traveling speed of the vehicle is greater than the corresponding speed of the target obstacle (e.g., the traveling speed of the other vehicle), the vehicle reaches the same position as the target obstacle at the future time and collides with the target obstacle at the same position.

According to the method for determining collision risk provided by the embodiment of the invention, the electronic equipment can acquire the position information of the vehicle and the position information of the target obstacle, and determine whether the target obstacle is positioned on the main lane of the current road based on the position information of the vehicle and the position information of the target obstacle. When the target obstacle is located in the main lane, the target obstacle and the vehicle are indicated to be located in the same lane in the current road. And, in the case where the traveling speed of the vehicle is greater than the speed corresponding to the target obstacle, it is indicated that the vehicle can catch up with the target obstacle at a future time and collide with the target obstacle at the future time, that is, there is a risk of collision. Whether collision risks exist between the vehicle and the target obstacle or not can be accurately and effectively determined, and further safety of vehicle driving is improved.

Referring to fig. 2, as shown in fig. 3, in an implementation manner of the embodiment of the present invention, the current road includes a plurality of road segments, and determining that the target obstacle is located in the main lane may include S1021-S1023.

S1021, the electronic equipment determines that the target obstacle is located in an nth road section in the plurality of road sections, wherein n is more than or equal to 1.

It should be appreciated that the electronic device may divide the current road into the plurality of road segments in the same step size (e.g., 25 meters), i.e., the plurality of road segments are each the same length. The lengths of the multiple road segments may also be different, and the length of each of the multiple road segments is not specifically limited in the embodiment of the present invention.

In one implementation manner of the embodiment of the present invention, the electronic device may acquire lengths of each of the plurality of road segments, and determine a linear distance between the vehicle and the target obstacle according to the position information of the vehicle and the position information of the target obstacle, so as to determine that the target obstacle is located in a certain road segment (i.e., an nth road segment) of the plurality of road segments based on the lengths of each of the plurality of road segments and the linear distance.

S1022, the electronic device determines the lateral offset corresponding to the target obstacle.

The transverse offset is used for representing the transverse distance between the target point in the nth road section and the vehicle, the first distance is equal to the second distance, the first distance is the longitudinal distance between the target point and the vehicle, and the second distance is the longitudinal distance between the target obstacle and the vehicle.

In the embodiment of the present invention, the longitudinal distance between the target point and the vehicle is the distance between the target point and the vehicle in the vertical direction, and the vertical direction is the driving direction of the vehicle (for example, the front of the vehicle). The lateral distance between the target point and the vehicle is the distance between the target point and the vehicle in a horizontal direction, which is a direction perpendicular to the traveling direction (e.g., right side of the vehicle). Similarly, the explanation of the longitudinal distance between the target obstacle and the vehicle and the lateral distance between the target obstacle and the vehicle is similar to the description of the longitudinal distance between the target point and the vehicle and the lateral distance between the target point and the vehicle, and will not be repeated here.

In an alternative implementation, the electronic device may establish a cartesian coordinate system (hereinafter referred to as a first coordinate system), determine a position where the vehicle is located as an origin of the first coordinate system, determine a traveling direction of the vehicle as a longitudinal axis of the first coordinate system, determine a direction perpendicular to the traveling direction as a transverse axis of the first coordinate system, and determine coordinates of the target obstacle in the first coordinate system according to position information of the target obstacle. Further, the second distance, the lateral distance between the target obstacle and the vehicle, and the straight line distance between the target obstacle and the vehicle are determined based on the coordinates (i.e., origin) of the vehicle in the first coordinate system and the coordinates of the target obstacle in the first coordinate system.

It will be appreciated that, since the first distance is equal to the second distance, the electronic device may determine that the ordinate of the target point in the above-mentioned first coordinate system is the same as the ordinate of the target obstacle in the first coordinate system, then determine the target point (i.e. the point in the nth road section that is the same as the ordinate of the target obstacle) based on the respective coordinates of the plurality of points included in the nth road section, and determine the corresponding lateral offset of the target obstacle based on the origin and the coordinates (in particular, the abscissa) of the target point in the first coordinate system.

For example, as shown in fig. 4, it is assumed that the point a is the position of the vehicle, the point B is the position of the target obstacle, and the curve formed by the point a and the point M (including the portion where the point M extends upward and rightward) is the current road, where the point M is located on the nth road segment among the plurality of road segments. The electronic device determines that the target point is the M point, and the lateral offset corresponding to the target obstacle is the linear distance (i.e., y') between the Z point and the M point. And the straight line distance between points a and Z (i.e., x) in fig. 4 represents the longitudinal distance between the vehicle and the target obstacle (or the target point), i.e., the second distance (or the first distance); the linear distance between points Z and B (i.e., y) represents the lateral distance between the vehicle and the target obstacle; the distance between points a and B (i.e., s') represents the linear distance between the vehicle and the target obstacle.

S1023, in the case that the lateral offset is greater than or equal to the offset threshold, the electronic device determines that the target obstacle is located in the main lane.

It should be appreciated that the lateral offset is the lateral offset corresponding to the target obstacle, and that the lateral offset being greater than or equal to the offset threshold value indicates that the lateral offset is greater. In the embodiment of the invention, when the lateral offset is larger, the electronic device can determine that the target obstacle is positioned in the main lane; when the lateral offset is less than the offset threshold (i.e., the lateral offset is less), the electronic device determines that the target obstacle is located in another lane.

In one implementation of the embodiment of the present invention, the electronic device may determine the offset threshold according to a lateral distance of the vehicle from the target obstacle and a width of the current lane.

Specifically, the electronic device determines that the offset threshold satisfies the following formula:

where y "represents the offset threshold, y represents the lateral distance between the vehicle and the target obstacle, and c represents the width of the current lane.

In combination with the example in S1022 above, whenWhen the electronic equipment determines that the target obstacle is positioned in the main lane; when->The electronic device determines that the target obstacle is located in the other lane.

Alternatively, the width of the current lane may be a standard road width; the width of the current lane may also be acquired based on advanced driving assistance system (advanced driving assistance system, ADAS) maps and/or cameras.

In the embodiment of the invention, the electronic device can determine that the target obstacle is located on the nth road section among the plurality of road sections and determine the corresponding lateral offset of the target obstacle. The transverse offset corresponding to the target obstacle can accurately and effectively represent the transverse distance between the target obstacle and the vehicle after the curve compensation, and further whether the target obstacle is positioned in the main lane of the current road can be reasonably and accurately determined through comparison with the offset threshold value, so that the prediction efficiency of collision risk is improved.

Referring to fig. 3, as shown in fig. 5, in an implementation manner of the embodiment of the present invention, the determining that the target obstacle is located in the nth road segment of the plurality of road segments specifically includes S1021a-S1021c.

S1021a, the electronic device acquires the curvatures corresponding to the road sections and the lengths of the road sections.

It should be understood that the plurality of road segments are the road segments included in the current road. The electronic device may obtain the curvatures of the respective multiple road segments and the respective lengths of the multiple road segments from the ADAS map.

Optionally, the electronic device may also determine, based on the gyroscope, a yaw rate of the vehicle corresponding to each of the plurality of road segments, and further determine a curvature of each of the plurality of road segments.

S1021b, the electronic device determines a longitudinal distance between the end point of each of the plurality of road segments and the vehicle based on the respective curvatures of the plurality of road segments and the respective lengths of the plurality of road segments.

Wherein the vehicle is located at a start point of a 1 st road segment among the plurality of road segments.

It is understood that the end point of each road segment (e.g., the 1 st road segment) is the start point of the next road segment (e.g., the 2 nd road segment) corresponding to each road segment. For the 1 st road segment, the longitudinal distance between the end point of the 1 st road segment and the vehicle is the longitudinal distance between the end point of the 1 st road segment and the start point of the 1 st road segment; for the 2 nd road segment (i.e., the next road segment corresponding to the 1 st road segment) in the plurality of road segments, the longitudinal distance between the end point of the 2 nd road segment and the vehicle is the longitudinal distance between the end point of the 2 nd road segment and the start point of the 1 st road segment, specifically including the longitudinal distance between the end point of the 2 nd road segment and the start point of the 2 nd road segment, and the start point of the 2 nd road segment (or the end point of the 1 st road segment) and the start point of the 1 st road segment.

And S1021c, when the third distance is smaller than the second distance and the fourth distance is larger than or equal to the second distance, the electronic device determines that the target obstacle is located in the nth road section.

The third distance is a longitudinal distance between the destination of the n-1 th road section in the plurality of road sections and the vehicle, and the fourth distance is a longitudinal distance between the destination of the n-1 th road section and the vehicle, wherein n is more than 1.

In connection with the description of the above embodiments, it should be understood that the second distance is a longitudinal distance between the target obstacle and the vehicle.

It is to be understood that n > 1 can also be understood as n.gtoreq.2. When the third distance is smaller than the second distance and the fourth distance is greater than or equal to the second distance, the length of the second distance is between the length of the third distance and the length of the fourth distance, and the target obstacle is between the start point of the nth road segment and the end point of the nth road segment, i.e. the target obstacle is located in the nth road segment.

In an optional implementation manner, when n=1, the determining that the target obstacle is located in the nth road segment of the plurality of road segments may specifically further include step a.

And step A, under the condition that the fourth distance is larger than or equal to the second distance, the electronic equipment determines that the target obstacle is positioned on the nth road section.

It is understood that when n=1, the fourth distance is a longitudinal distance between the end of the 1 st road segment and the vehicle (or the start of the 1 st road segment), and when the longitudinal distance between the end of the 1 st road segment and the start of the 1 st road segment is greater than or equal to the second distance, the target obstacle is indicated to be located in the 1 st road segment.

Referring to fig. 5, as shown in fig. 6, in an implementation manner of the embodiment of the present invention, the longitudinal distance between the end point of each of the plurality of road segments and the vehicle is determined based on the respective curvatures of the plurality of road segments and the respective lengths of the plurality of road segments, which includes S1021b1-S1021b4.

And S1021b1, the electronic equipment determines the central angles corresponding to the road sections according to the curvatures corresponding to the road sections and the lengths of the road sections.

In an optional implementation manner, determining the central angles corresponding to the multiple road segments includes:

the electronic device determines that the central angle corresponding to the nth road section in the plurality of road sections satisfies the following formula:

Φ _n ＝l _n ×ρ _n

wherein phi is _n Representing the central angle, l, corresponding to the nth road section _n Representing the length of the nth link ρ _n Representing the curvature corresponding to the n road segments.

Similarly, when n=1, the central angle corresponding to the 1 st road segment is the product of the curvature corresponding to the 1 st road segment and the length of the first road segment.

S1021b2, the electronic device determines the deviation angles corresponding to the road sections according to the central angles corresponding to the road sections.

It should be appreciated that the electronic device determining the offset angle for each of the plurality of road segments includes two cases:

in one case, when n=1, that is, when the electronic device determines the offset angle corresponding to the 1 st link, the offset angle corresponding to the 1 st link satisfies the following formula:

wherein θ ₁ Represents the deviation angle corresponding to the 1 st road section phi ₁ Indicating the corresponding central angle of the 1 st road segment.

It is understood that the central angle corresponding to the 1 st road segment is 2 times the offset angle corresponding to the 1 st road segment.

In another case, when n > 1 (or n+.2), that is, when the offset angle corresponding to the nth road segment needs to be determined, the offset angle corresponding to the nth road segment satisfies the following formula:

wherein θ _n Represents the offset angle corresponding to the nth road section, phi _n-1 Represents the central angle phi corresponding to the n-1 th road section _n And represents the central angle corresponding to the nth road section.

It should be understood that the aboveThe n-1 segment and the n segment are bent in the same direction, i.e., both are bent right or left. When the n-1 th road segment and the n road segment are bent in opposite directions, the offset angle corresponding to the n road segment satisfies: / >

And S1021b3, the electronic equipment determines the longitudinal distance between the end point of each road section and the starting point of each road section according to the central angle corresponding to each road section, the offset angle corresponding to each road section and the curvature radius corresponding to each road section.

The curvature radius corresponding to each road section in the plurality of road sections is the inverse of the curvature corresponding to each road section.

In one implementation manner of the embodiment of the present invention, when n=1, that is, the electronic device determines that the longitudinal distance between the end point of the 1 st road segment and the start point of the 1 st road segment satisfies the following formula:

x ₁ ＝2R ₁ sin(θ ₁ )cos(θ ₁ )

wherein x is ₁ Represents a longitudinal distance between an end point of the 1 st road segment and a start point of the 1 st road segment, R ₁ Represents the radius of curvature corresponding to the 1 st road segment, θ ₁ Represents the corresponding offset angle of the 1 st road section, ρ ₁ Representing the curvature corresponding to the 1 st link.

For example, as shown in fig. 7, assuming that point a is the start point of the 1 st road segment (i.e. the position of the vehicle), point E is the end point of the 1 st road segment, the curve formed by point a and point E is the 1 st road segment, the length of the 1 st road segment (i.e. l ₁ ) I.e. the length of the curve. Point A and O ₁ The linear distance between the points (i.e. R ₁ ) Represents the corresponding curvature radius of the 1 st road section phi ₁ Represents the central angle theta corresponding to the 1 st road section ₁ Represents the offset angle corresponding to the 1 st road segment, the straight line distance between the E' point and the A point (i.e. x ₁ ) Representing the longitudinal distance between the end of the 1 st road segment and the start of the 1 st road segment.

In another implementation manner of the embodiment of the present invention, when n > 1 (or n+.2), the electronic device determines that the longitudinal distance between the end point of the nth road segment and the start point of the nth road segment satisfies the following formula:

wherein x is _n Represents a longitudinal distance between an end point of the nth road segment and a start point of the nth road segment, R _n Represents the corresponding curvature radius of the nth road section phi _n Represents the central angle theta corresponding to the nth road section _n Represents the offset angle, ρ, corresponding to the nth link _n Representing the curvature corresponding to the nth link.

For example, as shown in fig. 8, assuming that the point E represents the start point of the 2 nd road segment and the point F represents the end point of the 2 nd road segment, the curve formed by the point E and the point F is the 2 nd road segment. E point and O ₂ The linear distance between the points (i.e. R ₂ ) Represents the corresponding curvature radius of the 2 nd road section phi ₂ Represents the central angle theta corresponding to the 2 nd road section ₂ Represents the offset angle corresponding to the 2 nd road segment, the straight line distance between the point F' and the point E (i.e. x ₂ ) Representing the longitudinal distance between the end of the 2 nd road segment and the start of the 2 nd road segment.

S1021b4, the electronic device determines a sum of a longitudinal distance between an end point of each road segment and a start point of each road segment and a longitudinal distance between a terminal of at least one road segment and a start point of at least one road segment as a longitudinal distance between an end point of each road segment and the vehicle.

Wherein the at least one road segment is a road segment between the start point of each road segment and the start point of the 1 st road segment.

It should be understood that when each of the road segments is the nth road segment described above, n-1 road segments are included between the start point of the nth road segment and the start point of the 1 st road segment. The longitudinal distance between the destination of the nth road segment and the vehicle is the sum of the longitudinal distance between the destination of the nth road segment and the starting point of the nth road segment, and the longitudinal distance between the respective destination of the n-1 road segments and the respective starting point of the n-1 road segments.

For example, when n=2, 1 road segment, i.e., 1 st road segment, is included between the start point of the 2 nd road segment and the start point of the 1 st road segment. The longitudinal distance between the start point of the 2 nd road segment and the vehicle, i.e. the sum of the longitudinal distance between the end point of the 2 nd road segment and the start point of the 2 nd road segment and the longitudinal distance between the end point of the 1 st road segment and the start point of the 1 st road segment, can also be understood as x ₁ +x ₂ 。

Referring to fig. 3, as shown in fig. 9, in an implementation manner of the embodiment of the present invention, each of the plurality of road segments is an nth road segment, and the determining the lateral offset corresponding to the target obstacle specifically includes S1022a-S1022b.

And S1022a, the electronic device determines the lateral offset corresponding to each of at least one road section and the lateral offset corresponding to the nth road section.

The transverse offset corresponding to the at least one road segment is used for representing the transverse distance between the end point of the at least one road segment and the start point of the at least one road segment, and the transverse offset corresponding to the nth road segment is used for representing the transverse distance between the target point and the start point of the nth road segment.

In connection with the above description of the embodiments, it should be understood that the at least one road segment is a road segment between the start point of each road segment (i.e., the nth road segment) and the start point of the 1 st road segment, and that n-1 road segments are included between the start point of the nth road segment and the start point of the 1 st road segment. For each of the n-1 road segments, determining the corresponding lateral offset of the each road segment by the electronic device is to determine a lateral distance between the end point of the each road segment and the start point of the each road segment. For the nth road segment (i.e., the road segment where the target obstacle is located), the lateral offset corresponding to the nth road segment is the lateral distance between the target point and the starting point of the nth road segment.

And S1022b, the electronic equipment determines the sum of the lateral offset corresponding to each of at least one road section and the lateral offset corresponding to the nth road section as the lateral offset corresponding to the target obstacle.

Referring to fig. 9, as shown in fig. 10, in an implementation manner of the embodiment of the present invention, determining the lateral offset corresponding to each of the at least one road segment may include S1022a1.

And S1022a1, the electronic equipment determines the transverse offset corresponding to the road section to be identified according to the central angle corresponding to the road section to be identified, the offset angle corresponding to the road section to be identified and the curvature radius corresponding to the road section to be identified.

Wherein the road segment to be identified is one of the at least one road segment.

In one case, when the number of the at least one road segment is 1 (which may also be understood as that the target obstacle is located on the 2 nd road segment), the corresponding lateral offset of the road segment to be identified (i.e., the 1 st road segment) satisfies the following formula:

wherein D is ₁ Represents the corresponding lateral offset of the 1 st road section, R ₁ Represents the corresponding curvature radius of the 1 st road section phi ₁ Indicating the corresponding central angle of the 1 st road segment.

In connection with the above description of the embodiments, it should be understood that the above formula for determining the lateral offset corresponding to the 1 st road segment may also be converted into:

D ₁ ＝2R ₁ sin ² θ ₁

Specifically, θ ₁ Indicating the offset angle corresponding to the 1 st road segment.

Illustratively, continuing with FIG. 7, the linear distance between the E point and the E' point (i.e., D ₁ ) Representing the lateral distance between the end of the 1 st road segment and the start of the 1 st road segment, i.e. the 1 st road segment corresponds toLateral offset.

In another case, when the number of the at least one road segment is greater than or equal to 2, assuming that the road segment to be identified is another road segment (the other road segment is a road segment other than the 1 st road segment in the at least one road segment), the lateral offset corresponding to the road segment to be identified satisfies the following formula:

wherein D is _i Represents the corresponding lateral offset of the ith road segment in the at least one road segment, R _i Represents the radius of curvature corresponding to the ith other road segment, phi _i Represents the central angle theta corresponding to the ith other road section _i Indicating the offset angle corresponding to the ith other road section, wherein i is more than or equal to 2.

As illustrated in fig. 8, assuming that the at least one road segment includes the 2 nd road segment, a straight line distance between the point F and the point F' (i.e., D ₂ ) And (3) representing the transverse distance between the end point corresponding to the 2 nd road section and the starting point corresponding to the 2 nd road section, namely the transverse offset corresponding to the 2 nd road section.

Referring to fig. 9, as shown in fig. 11, in another implementation manner of the embodiment of the present invention, the determination of the lateral offset corresponding to the nth road segment specifically includes S1022a2-S1022a5.

And S1022a2, the electronic equipment determines a sixth distance according to the first distance and the fifth distance.

The fifth distance is a longitudinal distance between the start point of the nth road segment and the start point of the 1 st road segment, and the sixth distance is a longitudinal distance between the target point and the start point of the nth road segment.

In connection with the above description of the embodiments, it should be understood that the first distance is the longitudinal distance between the target point and the vehicle, which is located at the start point of the 1 st road segment, i.e. the first distance may also be understood as the longitudinal distance between the target point and the start point of the 1 st road segment. And because the fifth distance is a longitudinal distance between the starting point of the nth road section and the starting point of the 1 st road section, the distance between the target point and the starting point of the nth road section is a difference between the first distance and the fifth distance, and specifically, the sixth distance is obtained by subtracting the fifth distance from the first distance.

And S1022a3, the electronic equipment determines a target angle corresponding to the nth road section according to the sixth distance and the curvature corresponding to the nth road section.

Specifically, the target angle corresponding to the nth road segment satisfies the following formula:

wherein, θ' _n Represents the target angle corresponding to the nth road segment, x' represents the sixth distance, ρ _n Representing the curvature corresponding to the nth link.

And S1022a4, the electronic equipment determines the target distance corresponding to the nth road section according to the target angle and the curvature radius corresponding to the nth road section.

Specifically, the target distance corresponding to the nth road segment satisfies the following formula:

S _n ＝2R _n sin ² (θ' _n )

wherein S is _n Representing the target distance corresponding to the nth road segment, R _n Representing the radius of curvature corresponding to the nth link, θ' _n And representing the target angle corresponding to the nth road segment.

And S1022a5, the electronic device determines the transverse offset corresponding to the nth road section according to the target distance, the sixth distance and the offset angle corresponding to the nth road section.

Specifically, the lateral offset corresponding to the nth road segment satisfies the following formula:

wherein D' represents the corresponding lateral offset of the nth road segment, S _n Represents the target distance, x' represents the sixth distance, θ _n Indicating the offset angle corresponding to the nth link.

For example, as shown in fig. 12, it is assumed that point P is the start point of the nth road segment, point Q is the end point of the nth road segment, the curve formed by point P and point Q is the nth road segment, point B is the position of the target obstacle, and point M is the target point. The straight line distance (i.e., x') between the N point and the P point represents the longitudinal distance between the target point and the start point of the nth road segment, i.e., the sixth distance; the straight line distance (i.e., D') between the M point and the N point represents the lateral distance between the target point and the start point of the nth road segment, i.e., the lateral offset corresponding to the nth road segment; the linear distance between the M point and the G point (i.e. S _n ) And representing the target distance corresponding to the nth road segment. And, P point and O _n The linear distance between the points (i.e. R _n ) Representing the radius of curvature corresponding to the nth link, θ' _n Represents the target angle theta corresponding to the nth road segment _n Indicating the offset angle corresponding to the nth link.

Note that, when S1022a (including S1022a1 to S1022a 5) and S1022b are n > 1, the electronic device determines the lateral offset corresponding to the target obstacle. When n=1, the electronic device determines that the lateral offset amount corresponding to the target obstacle specifically includes steps B-E.

And B, the electronic equipment determines a sixth distance according to the first distance and the fifth distance.

And C, the electronic equipment determines a target angle corresponding to the 1 st road section according to the sixth distance and the curvature corresponding to the 1 st road section.

And D, the electronic equipment determines the target distance corresponding to the 1 st road section according to the target angle corresponding to the 1 st road section and the curvature radius corresponding to the 1 st road section.

And E, the electronic equipment determines the transverse offset corresponding to the 1 st road section according to the target distance corresponding to the 1 st road section, the sixth distance and the offset angle corresponding to the 1 st road section.

It should be understood that the explanation of the above steps B-E is the same as or similar to the explanation of the above steps S1022a2-S1022a5, and will not be repeated here.

It can be understood that, when the target obstacle is located on the 1 st road segment, the electronic device only needs to determine the lateral offset (i.e. D') corresponding to the 1 st road segment, where the lateral offset corresponding to the 1 st road segment is the lateral offset corresponding to the target obstacle.

The embodiment of the invention can divide the functional modules of the electronic equipment and the like according to the method example, for example, each functional module can be divided corresponding to each function, and two or more functions can be integrated in one processing module. The integrated modules may be implemented in hardware or in software functional modules. It should be noted that, in the embodiment of the present invention, the division of the modules is schematic, which is merely a logic function division, and other division manners may be implemented in actual implementation.

In the case of dividing the respective functional modules with the respective functions, fig. 13 shows one possible structural schematic diagram of the collision risk determining apparatus involved in the above-described embodiment, and as shown in fig. 13, the collision risk determining apparatus 20 may include: an acquisition module 201 and a determination module 202.

An obtaining module 201, configured to obtain position information of a vehicle and position information of a target obstacle, where the target obstacle is an object located in front of a current road in a driving direction of the vehicle, and the current road is a driving road corresponding to the vehicle.

A determining module 202, configured to determine whether the target obstacle is located in a main lane of the current road, where the main lane is a driving lane corresponding to the vehicle, based on the position information of the vehicle and the position information of the target obstacle.

The determining module 202 is further configured to determine that there is a collision risk between the vehicle and the target obstacle when the target obstacle is located in the main lane and the running speed of the vehicle is greater than the speed corresponding to the target obstacle.

Optionally, the determining module 202 is specifically configured to determine that the target obstacle is located on an nth road segment of the plurality of road segments, where n is greater than or equal to 1.

The determining module 202 is specifically further configured to determine a lateral offset corresponding to the target obstacle, where the lateral offset is used to characterize a lateral distance between the target point in the nth road segment and the vehicle, and the first distance is equal to a second distance, where the first distance is a longitudinal distance between the target point and the vehicle, and the second distance is a longitudinal distance between the target obstacle and the vehicle.

The determining module 202 is specifically further configured to determine that the target obstacle is located in the main lane if the lateral offset is greater than or equal to an offset threshold.

Optionally, the acquiring module 201 is specifically configured to acquire the curvatures of the respective multiple road segments and the lengths of the respective multiple road segments.

The determining module 202 is specifically further configured to determine a longitudinal distance between an end point of each of the plurality of road segments and the vehicle, where the vehicle is located at a start point of a 1 st road segment of the plurality of road segments, based on a curvature corresponding to each of the plurality of road segments and a length of each of the plurality of road segments.

The determining module 202 is specifically further configured to determine that the target obstacle is located in the nth road segment if a third distance is smaller than the second distance and a fourth distance is greater than or equal to the second distance, where the third distance is a longitudinal distance between the end point of the nth-1 road segment of the plurality of road segments and the vehicle, and the fourth distance is a longitudinal distance between the end point of the nth road segment and the vehicle, and n > 1.

Optionally, the determining module 202 is specifically further configured to determine a central angle corresponding to each of the plurality of road segments according to the curvature corresponding to each of the plurality of road segments and the length of each of the plurality of road segments.

The determining module 202 is specifically further configured to determine the deviation angles corresponding to the multiple road segments according to the central angles corresponding to the multiple road segments.

The determining module 202 is specifically further configured to determine a longitudinal distance between the end point of each road segment and the start point of each road segment according to the central angle corresponding to each road segment, the offset angle corresponding to each road segment, and the radius of curvature corresponding to each road segment, where the radius of curvature corresponding to each road segment is the inverse of the curvature corresponding to each road segment.

The determining module 202 is specifically further configured to determine a longitudinal distance between the end point of each road segment and the vehicle by adding a longitudinal distance between the end point of each road segment and the start point of each road segment to a longitudinal distance between the end point of at least one road segment and the start point of the at least one road segment, where the at least one road segment is a road segment between the start point of each road segment and the start point of the 1 st road segment.

Optionally, each road segment is the nth road segment.

The determining module 202 is specifically further configured to determine a lateral offset corresponding to each of the at least one road segment, and a lateral offset corresponding to the nth road segment, where the lateral offset corresponding to each of the at least one road segment is used for characterizing a lateral distance between a respective end point of the at least one road segment and a respective start point of the at least one road segment, and the lateral offset corresponding to the nth road segment is used for characterizing a lateral distance between the target point and the start point of the nth road segment.

The determining module 202 is specifically further configured to determine a sum of the lateral offsets corresponding to the at least one road segment and the lateral offset corresponding to the nth road segment as the lateral offset corresponding to the target obstacle.

Optionally, the determining module 202 is further specifically configured to determine a sixth distance according to the first distance and a fifth distance, where the fifth distance is a longitudinal distance between the start point of the nth road segment and the start point of the 1 st road segment, and the sixth distance is a longitudinal distance between the target point and the start point of the nth road segment.

The determining module 202 is specifically further configured to determine, according to the sixth distance and the curvature corresponding to the nth road segment, a target angle corresponding to the nth road segment.

The determining module 202 is specifically further configured to determine, according to the target angle and the radius of curvature corresponding to the nth road segment, a target distance corresponding to the nth road segment.

The determining module 202 is specifically further configured to determine a lateral offset corresponding to the nth road segment according to the target distance, the sixth distance, and the offset angle corresponding to the nth road segment.

In the case of an integrated unit, fig. 14 shows a possible structural diagram of the collision risk determination device according to the above-described embodiment. As shown in fig. 14, the collision risk determining device 30 may include: a processing module 301 and a communication module 302. The processing module 301 may be used for controlling and managing the actions of the collision risk determining means 30. The communication module 302 may be used to support communication of the collision risk determination device 30 with other entities. Optionally, as shown in fig. 14, the collision risk determining device 30 may further include a storage module 303 for storing program codes and data of the collision risk determining device 30.

The processing module 301 may be a processor or a controller (e.g., the processor 101 shown in fig. 1 and described above). The communication module 302 may be a transceiver, a transceiver circuit, a communication interface, or the like (e.g., may be the network interface 103 described above and shown in fig. 1). The storage module 303 may be a memory (e.g., may be the memory 102 described above and shown in fig. 1).

When the processing module 301 is a processor, the communication module 302 is a transceiver, and the storage module 303 is a memory, the processor, the transceiver, and the memory may be connected through a bus. The bus may be a peripheral component interconnect standard (peripheral component interconnect, PCI) bus or an extended industry standard architecture (extended industry standard architecture, EISA) bus, or the like. The buses may be divided into address buses, data buses, control buses, etc.

It should be understood that, in various embodiments of the present invention, the sequence numbers of the foregoing processes do not mean the order of execution, and the order of execution of the processes should be determined by the functions and internal logic thereof, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

It will be clear to those skilled in the art that, for convenience and brevity of description, specific working procedures of the above-described systems, apparatuses and units may refer to corresponding procedures in the foregoing method embodiments, and are not repeated herein.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In the above embodiments, it may be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented using a software program, it may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions described in accordance with embodiments of the present invention are produced in whole or in part. The computer may be a general purpose computer, a special purpose computer, a computer network, or other programmable apparatus. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by a wired (e.g., coaxial cable, fiber optic, digital subscriber terminal line (Digital Subscriber Line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer readable storage medium may be any available medium that can be accessed by a computer or a data storage device including one or more servers, data centers, etc. that can be integrated with the medium. The usable medium may be a magnetic medium (e.g., a floppy Disk, a hard Disk, a magnetic tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a Solid State Disk (SSD)), or the like.

The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A method of determining a risk of collision, comprising:

acquiring position information of a vehicle and position information of a target obstacle, wherein the target obstacle is an object positioned in front of a current road in the running direction of the vehicle, and the current road is a running road corresponding to the vehicle;

determining whether the target obstacle is positioned in a main lane of the current road based on the position information of the vehicle and the position information of the target obstacle, wherein the main lane is a driving lane corresponding to the vehicle;

determining that collision risk exists between the vehicle and the target obstacle when the target obstacle is positioned in the main lane and the running speed of the vehicle is greater than the corresponding speed of the target obstacle, wherein the current road comprises a plurality of road sections, the target obstacle is positioned in an nth road section in the plurality of road sections, and n is more than or equal to 1;

Determining that the target obstacle is located in the primary lane comprises:

determining a preset distance, wherein the preset distance is used for representing the transverse distance between a target point in the nth road section and the vehicle, a first distance is equal to a second distance, the first distance is a longitudinal distance between the target point and the vehicle, and the second distance is a longitudinal distance between the target obstacle and the vehicle;

and determining that the target obstacle is positioned in the main lane when the preset distance is greater than or equal to an offset threshold, wherein the offset threshold is determined based on the lateral distance between the vehicle and the target obstacle and the width of the current lane.

2. The method of determining collision risk according to claim 1, characterized in that the method further comprises:

acquiring the curvature corresponding to each of the plurality of road sections and the length of each of the plurality of road sections;

determining a longitudinal distance between an end point of each of the plurality of road segments and the vehicle, which is located at a start point of a 1 st road segment of the plurality of road segments, based on a curvature corresponding to each of the plurality of road segments and a length of each of the plurality of road segments;

And determining that the target obstacle is located in the nth road section when a third distance is smaller than the second distance and a fourth distance is greater than or equal to the second distance, wherein the third distance is a longitudinal distance between an end point of an nth-1 road section of the plurality of road sections and the vehicle, and the fourth distance is a longitudinal distance between the end point of the nth road section and the vehicle, and n is more than 1.

3. The method according to claim 2, wherein the determining a longitudinal distance between the end point of each of the plurality of road segments and the vehicle based on the respective curvatures of the plurality of road segments and the respective lengths of the plurality of road segments includes:

determining central angles corresponding to the road sections according to the curvatures corresponding to the road sections respectively and the lengths of the road sections respectively;

determining deviation angles corresponding to the road sections according to the central angles corresponding to the road sections;

determining a longitudinal distance between the end point of each road section and the starting point of each road section according to the central angle corresponding to each road section, the offset angle corresponding to each road section and the curvature radius corresponding to each road section, wherein the curvature radius corresponding to each road section in the plurality of road sections is the inverse of the curvature corresponding to each road section;

And determining the longitudinal distance between the end point of each road section and the vehicle by adding the longitudinal distance between the end point of each road section and the start point of each road section and the longitudinal distance between the end point of at least one road section and the start point of at least one road section, wherein the at least one road section is the road section between the start point of each road section and the start point of the 1 st road section.

4. A method of determining a collision risk according to claim 3, wherein each of the segments is the nth segment, and the determining the preset distance includes:

determining a lateral offset corresponding to each of the at least one road segment, and a lateral offset corresponding to each of the nth road segment, wherein the lateral offset corresponding to each of the at least one road segment is used for representing a lateral distance between each of the at least one road segment and each of the at least one road segment, and the lateral offset corresponding to each of the nth road segment is used for representing a lateral distance between the target point and each of the nth road segment;

and determining the sum of the lateral offset corresponding to each of the at least one road section and the lateral offset corresponding to the nth road section as the preset distance.

5. The method of determining collision risk according to claim 4, wherein determining the lateral offset corresponding to the nth road segment includes:

determining a sixth distance according to the first distance and a fifth distance, wherein the fifth distance is a longitudinal distance between the starting point of the nth road section and the starting point of the 1 st road section, and the sixth distance is a longitudinal distance between the target point and the starting point of the nth road section;

determining a target angle corresponding to the nth road section according to the sixth distance and the curvature corresponding to the nth road section;

determining a target distance corresponding to the nth road section according to the target angle and the curvature radius corresponding to the nth road section;

and determining the transverse offset corresponding to the nth road section according to the target distance, the sixth distance and the offset angle corresponding to the nth road section.

6. A collision risk determining apparatus, characterized by comprising: an acquisition module and a determination module;

the acquisition module is used for acquiring the position information of a vehicle and the position information of a target obstacle, wherein the target obstacle is an object positioned in front of the running direction of the vehicle in a current road, and the current road is a running road corresponding to the vehicle;

The determining module is used for determining whether the target obstacle is positioned in a main lane of the current road or not based on the position information of the vehicle and the position information of the target obstacle, wherein the main lane is a driving lane corresponding to the vehicle;

the determining module is further configured to determine that a collision risk exists between the vehicle and the target obstacle when the target obstacle is located in the main lane and the running speed of the vehicle is greater than the speed corresponding to the target obstacle, where the current road includes a plurality of road sections, the target obstacle is located in an nth road section among the plurality of road sections, and n is greater than or equal to 1;

the determining module is specifically configured to determine a preset distance, where the preset distance is used to characterize a lateral distance between a target point in the nth road section and the vehicle, a first distance is equal to a second distance, the first distance is a longitudinal distance between the target point and the vehicle, and the second distance is a longitudinal distance between the target obstacle and the vehicle;

the determining module is specifically further configured to determine that the target obstacle is located in the main lane if the preset distance is greater than or equal to an offset threshold, where the offset threshold is determined based on a lateral distance between the vehicle and the target obstacle and a width of a current lane.

7. The collision risk determination apparatus according to claim 6, wherein,

the acquisition module is specifically configured to acquire curvatures corresponding to the multiple road segments and lengths of the multiple road segments;

the determining module is specifically further configured to determine a longitudinal distance between an end point of each of the plurality of road segments and the vehicle, where the vehicle is located at a start point of a 1 st road segment of the plurality of road segments, based on a curvature corresponding to each of the plurality of road segments and a length of each of the plurality of road segments;

the determining module is specifically further configured to determine that the target obstacle is located at the nth road segment when a third distance is smaller than the second distance and a fourth distance is greater than or equal to the second distance, where the third distance is a longitudinal distance between an end point of an nth-1 road segment of the plurality of road segments and the vehicle, and the fourth distance is a longitudinal distance between an end point of the nth road segment and the vehicle, and n is greater than 1.

8. The collision risk determination apparatus according to claim 7, wherein,

the determining module is specifically further configured to determine central angles corresponding to the multiple road segments according to curvatures corresponding to the multiple road segments and lengths of the multiple road segments;

The determining module is specifically further configured to determine deviation angles corresponding to the multiple road segments according to the central angles corresponding to the multiple road segments;

the determining module is specifically further configured to determine a longitudinal distance between an end point of each road segment and a start point of each road segment according to a central angle corresponding to each road segment, a deviation angle corresponding to each road segment, and a radius of curvature corresponding to each road segment, where the radius of curvature corresponding to each road segment is an inverse number of the curvature corresponding to each road segment;

the determining module is specifically further configured to determine a longitudinal distance between the end point of each road segment and the vehicle by adding a longitudinal distance between the end point of each road segment and the start point of each road segment to a longitudinal distance between the end point of at least one road segment and the start point of at least one road segment, where the at least one road segment is a road segment between the start point of each road segment and the start point of the 1 st road segment.

9. The collision risk determining apparatus according to claim 8, wherein each of the road segments is the nth road segment;

The determining module is specifically further configured to determine a lateral offset corresponding to each of the at least one road segment, and a lateral offset corresponding to each of the nth road segment, where the lateral offset corresponding to each of the at least one road segment is used to represent a lateral distance between each of the at least one road segment and each of the at least one road segment, and the lateral offset corresponding to each of the nth road segment is used to represent a lateral distance between the target point and each of the nth road segment;

the determining module is specifically further configured to determine, as the preset distance, a sum of lateral offsets corresponding to the at least one road segment and lateral offsets corresponding to the nth road segment.

10. The collision risk determination apparatus according to claim 9, wherein,

the determining module is specifically further configured to determine a sixth distance according to the first distance and a fifth distance, where the fifth distance is a longitudinal distance between the start point of the nth road section and the start point of the 1 st road section, and the sixth distance is a longitudinal distance between the target point and the start point of the nth road section;

the determining module is specifically further configured to determine a target angle corresponding to the nth road segment according to the sixth distance and a curvature corresponding to the nth road segment;

The determining module is specifically configured to determine, according to the target angle and a radius of curvature corresponding to the nth road segment, a target distance corresponding to the nth road segment;

the determining module is specifically further configured to determine a lateral offset corresponding to the nth road segment according to the target distance, the sixth distance, and the offset angle corresponding to the nth road segment.

11. An electronic device, the electronic device comprising:

a processor;

a memory configured to store the processor-executable instructions;

wherein the processor is configured to execute the instructions to implement the method of determining a collision risk as claimed in any one of claims 1-5.

12. A computer readable storage medium having instructions stored thereon, which, when executed by an electronic device, cause the electronic device to perform the method of determining a collision risk according to any of claims 1-5.