阅读说明：本技术 一种确定车路协同环境下行车风险场的方法和装置 (Method and device for determining driving risk field under cooperative vehicle and road environment ) 是由 张毅 田野 裴华鑫 李力 杨敬轩 于 2021-09-09 设计创作，主要内容包括：本文公开一种确定车路协同环境下行车风险场的方法和装置,包括：根据第一车辆的车辆尺寸信息、第二车辆的运动信息和车辆尺寸信息,确定两车相撞的碰撞区域；根据确定的碰撞区域,确定第一车辆的行车风险场；其中,第一车辆为自动驾驶车辆,第二车辆为距离第一车辆预设距离内的车辆。本发明实施例从自动驾驶车辆的视角实现了行车风险场的确定,提升了驾驶风险评估的准确性。(The utility model discloses a method and a device for determining a driving risk field under a vehicle-road cooperative environment, which comprises the following steps: determining a collision area of two vehicles colliding according to the vehicle size information of the first vehicle, the motion information of the second vehicle and the vehicle size information; determining a driving risk field of the first vehicle according to the determined collision area; the first vehicle is an automatic driving vehicle, and the second vehicle is a vehicle within a preset distance from the first vehicle. The embodiment of the invention realizes the determination of the driving risk field from the perspective of automatically driving the vehicle, and improves the accuracy of driving risk assessment.)

1. A method for determining a driving risk field in a vehicle-road cooperative environment comprises the following steps:

determining a collision area of two vehicles colliding according to the vehicle size information of the first vehicle, the motion information of the second vehicle and the vehicle size information;

determining a driving risk field of the first vehicle according to the determined collision area;

the first vehicle is an automatic driving vehicle, and the second vehicle is a vehicle within a preset distance from the first vehicle.

2. The method of claim 1, wherein the collision zone comprises: an elliptical region.

3. The method of claim 2, wherein the expression for the collision zone comprises:

wherein l₁Representing the length, w, of the second vehicle₁Representing a width of the second vehicle; p ═ x-x₀)cosα+(y-y₀)sinα；q＝(y-y₀)cosα+(x-x₀)sinα；l₂Representing the length of the first vehicle, w₂Representing a width of the first vehicle; x is the number of₀And y₀And alpha is the course angle of the second vehicle, and the mass center of the second vehicle is the abscissa and the ordinate in a preset coordinate system.

4. A method according to any one of claims 1 to 3, wherein determining the driving risk profile of the first vehicle comprises:

determining a kinetic energy field, a potential energy field and a behavior field of the first vehicle from the determined collision zone;

and accumulating the determined kinetic energy field, potential energy field and behavior field to obtain the driving risk field.

5. Method according to claim 4, characterized in that the kinetic energy field V_KThe expression of (a) is:

wherein d represents a distance to the center of mass of the first vehicle at an intersection of a connecting line of the center of mass of the first vehicle and the center of mass of the second vehicle with the collision zone; m is_iIs the mass of the second vehicle; v. of_iIs the speed of the second vehicle; m is_jIs the mass of the first vehicle; v. of_jIs the speed of the first vehicle;representing a vector distance of a center of mass of the second vehicle to a center of mass of the first vehicle; theta_oIndicating the speed direction of the second vehicle andthe included angle of the direction; theta_hRepresenting a speed direction of the first vehicle and theThe included angle of the direction; a is_i、b_i、a_j、b_j、c_ij、λ₁、k_rAnd k_θIs the undetermined coefficient.

6. Method according to claim 4, characterized in that said potential energy field V_pThe expression of (a) is:

wherein v is_jIs the speed of the first vehicle;representing a vector distance of a center of mass of the first vehicle to a center of mass of the second vehicle; theta_hRepresenting a speed direction of the first vehicle and theThe included angle of the direction; lambda of₂、k_rAnd k_θIs the undetermined coefficient.

7. The method of claim 4, wherein the behavior field V is_BThe expression of (a) is:

wherein v is_iIs the speed of the second vehicle; v. of_jIs the speed of the first vehicle;representing a vector distance of a center of mass of the second vehicle to a center of mass of the first vehicle; theta_oIndicating the speed direction of the second vehicle andthe included angle of the direction; theta_hRepresenting a speed direction of the first vehicle and theThe included angle of the direction; lambda [ alpha ]₃、k_rAnd k_θAre all undetermined coefficients.

8. A computer storage medium having a computer program stored thereon, which when executed by a processor implements a method for determining a risk profile in a vehicle-road cooperative environment according to any one of claims 1 to 7.

9. A terminal, comprising: a memory and a processor, the memory having a computer program stored therein; wherein the content of the first and second substances,

the processor is configured to execute the computer program in the memory;

the computer program, when executed by the processor, implements a method for determining a risk of driving situation in a vehicle-road cooperative environment according to any one of claims 1 to 7.

10. An apparatus for determining a driving risk field in a vehicle-road cooperative environment, comprising: determining a collision area unit and determining a risk field unit; wherein the content of the first and second substances,

the collision region determining unit is configured to: determining a collision area of two vehicles colliding according to the vehicle size information of the first vehicle, the motion information of the second vehicle and the vehicle size information;

the unit for determining the risk field is set as follows: determining a driving risk field of the first vehicle according to the determined collision area;

the first vehicle is an automatic driving vehicle, and the second vehicle is a vehicle within a preset distance from the first vehicle.

Technical Field

The present disclosure relates to, but not limited to, autonomous driving technology, and more particularly, to a method and apparatus for determining a risk site in a vehicle and road coordination environment.

Background

The intelligent vehicle-road cooperative system adopts the advanced wireless communication and new generation internet and other technologies, realizes vehicle-vehicle and vehicle-road dynamic real-time information interaction in all directions, develops vehicle-road cooperative safety and road cooperative control on the basis of full-time dynamic traffic information acquisition and fusion, and fully realizes effective cooperation of people, vehicles and roads, thereby forming a safe, efficient and environment-friendly road traffic system. Vehicle wireless communication technology (V2X) is a basic platform for vehicle-road cooperation. By interconnecting vehicles, pedestrians, road infrastructure and the like, the vehicles have stronger sensing capability, and the functions of high-precision positioning, vehicle real-time dynamic operation information interaction, cooperative control, cooperative safety and the like combined with the traffic environment are realized.

Different from automatic driving in the related technology, the automatic driving based on the vehicle-road cooperative system reduces the requirements on the precision and the algorithm performance of the sensor through the assistance of the vehicle-road cooperative system, and is a low-cost, high-precision and real-time automatic driving solution. Driving risk assessment is an important link for guaranteeing the safety of automatic driving; under the cooperative environment of the vehicle and the road, the global driving risk assessment of the road can be realized by depending on the interaction and sharing of all-time air traffic information.

Currently, a driving risk field model is mainly based on a driving risk field (representing the risk degree of each element of a person-vehicle-road to the driving safety of a vehicle), driving risk assessment is described by a road global view angle, and the driving risk field model establishes a unified driving risk field model of a person-vehicle-road closed loop system, which comprises a kinetic energy field determined by moving objects such as a motor vehicle and a non-motor vehicle in a road, a potential energy field determined by road environment elements and a behavior field determined by individual characteristics of a driver; the driving risk assessment has low accuracy, and how to improve the accuracy of the risk assessment becomes a problem to be solved.

Disclosure of Invention

The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

The embodiment of the invention provides a method and a device for determining a driving risk field under a vehicle-road cooperative environment, which can improve the accuracy of driving risk assessment.

The embodiment of the invention provides a method for determining a driving risk field under a vehicle-road cooperative environment, which comprises the following steps:

determining a collision area of two vehicles colliding according to the vehicle size information of the first vehicle, the motion information of the second vehicle and the vehicle size information;

determining a driving risk field of the first vehicle according to the determined collision area;

the first vehicle is an automatic driving vehicle, and the second vehicle is a vehicle within a preset distance from the first vehicle.

On the other hand, an embodiment of the present invention further provides a computer storage medium, where a computer program is stored in the computer storage medium, and when the computer program is executed by a processor, the method for determining a driving risk field in a vehicle and road coordination environment is implemented.

In another aspect, an embodiment of the present invention further provides a terminal, including: a memory and a processor, the memory having a computer program stored therein; wherein the content of the first and second substances,

the processor is configured to execute the computer program in the memory;

the computer program, when executed by the processor, implements the method for determining a risk site in a vehicle-road cooperative environment as described above.

In another aspect, an embodiment of the present invention further provides a device for determining a driving risk field in a vehicle-road collaborative environment, where the device includes: determining a collision area unit and determining a risk field unit; wherein the content of the first and second substances,

the collision region determining unit is configured to: determining a collision area of two vehicles colliding according to the vehicle size information of the first vehicle, the motion information of the second vehicle and the vehicle size information;

the unit for determining the risk field is set as follows: determining a driving risk field of the first vehicle according to the determined collision area;

the first vehicle is an automatic driving vehicle, and the second vehicle is a vehicle within a preset distance from the first vehicle.

The technical scheme of the application includes: determining a collision area of two vehicles colliding according to the vehicle size information of the first vehicle, the motion information of the second vehicle and the vehicle size information; determining a driving risk field of the first vehicle according to the determined collision area; the first vehicle is an automatic driving vehicle, and the second vehicle is a vehicle within a preset distance from the first vehicle. The embodiment of the invention realizes the determination of the driving risk field from the perspective of automatically driving the vehicle, and improves the accuracy of driving risk assessment.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

The accompanying drawings are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the example serve to explain the principles of the invention and not to limit the invention.

FIG. 1 is a flowchart illustrating a method for determining a risk of driving under a vehicle-road collaborative environment according to an embodiment of the present invention;

FIG. 2 is a schematic view of a collision zone according to an embodiment of the present invention;

FIG. 3 is a three-dimensional view of a driving risk area according to an embodiment of the present invention;

FIG. 4 is a contour plot of a driving risk field according to an embodiment of the present invention;

FIG. 5 is a block diagram of a device for determining a driving risk field in a vehicle-road collaborative environment according to an embodiment of the present invention;

FIG. 6 is a three-dimensional view of a risk area of a first vehicle of a first size to which the present invention is applied;

FIG. 7 is a contour plot of a risk area of a first vehicle of a first size to which the present invention is applied;

FIG. 8 is a three-dimensional view of a risk area of a first vehicle of a second size to which the present invention is applied;

FIG. 9 is a contour diagram of a risk area of a first vehicle of a second size to which the present invention is applied;

FIG. 10 is a three-dimensional view of a risk area of a first vehicle of a third size to which the present invention is applied;

fig. 11 is a contour diagram of a risk area of a first vehicle of a third size to which the present invention is applied;

FIG. 12 is a three-dimensional view of a risk area of a first vehicle of a fourth size to which the present invention is applied;

fig. 13 is a contour diagram of a risk area of a first vehicle of a fourth size to which the present invention is applied;

FIG. 14 is a schematic diagram of a distribution of traffic risk fields according to an exemplary embodiment of the present invention;

FIG. 15 is a schematic diagram of a distribution of traffic risk fields according to an exemplary embodiment of the present invention;

fig. 16 is a distribution diagram of a traffic risk field of an application example of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.

The steps illustrated in the flow charts of the figures may be performed in a computer system such as a set of computer-executable instructions. Also, while a logical order is shown in the flow diagrams, in some cases, the steps shown or described may be performed in an order different than here.

The inventor of the application analyzes and finds that the risk assessment in the related technology does not fully consider the information such as the geometric shape and the size of the vehicle, neglects the influence of the information on the driving risk, and therefore the risk assessment in the related technology is low in accuracy.

Fig. 1 is a flowchart of a method for determining a driving risk field in a vehicle-road collaborative environment according to an embodiment of the present invention, as shown in fig. 1, including:

step 101, determining a collision area of two vehicles colliding according to vehicle size information of a first vehicle, motion information of a second vehicle and the vehicle size information;

step 102, determining a driving risk field of a first vehicle according to the determined collision area;

the first vehicle is an automatic driving vehicle, and the second vehicle is a vehicle within a preset distance from the first vehicle.

In one illustrative example, the impact region in an embodiment of the present invention includes: an elliptical region.

In one illustrative example, the impact region in an embodiment of the present invention includes: an elliptical region based on a center of mass of the second vehicle.

In an illustrative example, the expression of the collision region in the embodiment of the present invention includes:

wherein l₁Indicating the length of the second vehicle, w₁Indicates the width of the second vehicle,/₂Denotes the length of the first vehicle, w₂Representing a width of the first vehicle; p ═ x-x₀)cosα+(y-y₀)sinα； q＝(y-y₀)cosα+(x-x₀)sinα；x₀And y₀And alpha is the heading angle of the second vehicle, and the mass center of the second vehicle is the abscissa and the ordinate in the preset coordinate system.

It should be noted that, the preset coordinate system in the embodiment of the present invention may be determined by selecting the origin, the horizontal axis, and the vertical axis according to a preset rule, for example: and selecting a certain point on the road as a coordinate origin, and taking the transverse direction of the road as the x-axis direction and the longitudinal direction of the road as the y-axis direction. The expression for the impact zone will also be different, but the shape will not change, for different origins of coordinates.

FIG. 2 is a schematic view of a collision zone, as shown in FIG. 2, where B is an autonomous vehicle, i.e., a first vehicle, in accordance with an embodiment of the present invention; a is a vehicle within a preset distance from the first vehicle, namely A is a second vehicle; d represents the distance from the center of mass of the first vehicle to the intersection point of the connecting line segment connecting the center of mass of the first vehicle and the center of mass of the second vehicle and the collision region; the second vehicle has a center of mass of (x)₀，y₀)。

In one illustrative example, an embodiment of the present invention determines a driving risk profile for a first vehicle, comprising:

determining a kinetic energy field, a potential energy field and a behavior field of the first vehicle according to the determined collision area;

and accumulating the determined kinetic energy field, potential energy field and behavior field to obtain a driving risk field.

It should be noted that the complete driving risk field model is composed of a dynamic energy field, a potential energy field and a behavior field, and is respectively used for representing driving risks generated by a moving object, a static object and a driver behavior. The dynamic energy field represents a physical field of the influence degree of moving objects on the road on the driving risk. The moving objects on the road mainly comprise moving vehicles, pedestrians, animals, non-motor vehicles and the like, the size and the direction of the kinetic energy field mainly depend on the motion state of the object attribute and the road condition to determine the influence factors comprising the type, the mass, the speed, the acceleration, the road adhesion coefficient, the road gradient and the like of the object, and the kinetic energy of the object is mainly reflected. The potential energy field represents a physical field of influence degree of a static object on a road on driving risks, the static object on the road mainly comprises stopped vehicles, isolation belts, roadblocks, traffic signs and the like, the size and the direction of the potential energy field are mainly determined by factors such as attributes of the static object and road conditions, and the influencing factors comprise object types, quality, environmental visibility and the like. The behavior field represents a physical field of the influence degree of the behavior characteristics of the driver on the driving risk, the behavior characteristics of the driver mainly comprise factors such as the driving style, skill, regulation consciousness, gender, age, driving age, character, physical quality and psychological state of the driver, the size and direction of the behavior field are mainly determined by the behavior characteristics of the driver, for example, an aggressive driver is usually higher in driving risk coefficient than a conservative driver, the determined behavior field is higher in strength, a driver with low driving skill is usually higher than the behavior field of a driver with high driving skill, and the like.

In an illustrative example, the kinetic energy field V in embodiments of the invention_KThe expression of (a) is:

wherein d represents a distance from an intersection point of a connecting line of the center of mass of the first vehicle and the center of mass of the second vehicle with the collision region to the center of mass of the first vehicle; m is_iIs the mass of the second vehicle; v. of_iIs the speed of the second vehicle; m is_jIs the mass of the first vehicle; v. of_jIs the speed of the first vehicle;a vector distance of a center of mass of the second vehicle to a center of mass of the first vehicle; theta_oIs the speed direction of the second vehicle andthe included angle of the direction; theta_hIs the speed direction of the first vehicle andthe included angle of the direction; a is_i、b_i、a_j、b_j、c_ij、λ₁、k_rAnd k_θIs the undetermined coefficient.

In an illustrative example, the potential energy field V in embodiments of the invention_pThe expression of (a) is:

wherein v is_jIs the speed of the first vehicle;a vector distance of a center of mass of the first vehicle to a center of mass of the second vehicle; theta_hIs the speed direction of the first vehicle andthe included angle of the direction; lambda [ alpha ]₂、k_rAnd k_θIs the undetermined coefficient.

In one exampleIn an illustrative example, the behavior field V in the embodiment of the present invention_BThe expression of (a) is:

wherein v is_iIs the speed of the second vehicle; v. of_jIs the speed of the first vehicle;a vector distance of a center of mass of the second vehicle to a center of mass of the first vehicle; theta_oIs the speed direction of the second vehicle andthe included angle of the direction; theta_hIs the speed direction of the first vehicle andthe included angle of the direction; lambda [ alpha ]₃、k_rAnd k_θAre all undetermined coefficients.

In an exemplary embodiment, the undetermined coefficients involved in the embodiment of the present invention may be determined by substituting experimental or actual running parameters of the first and second vehicles that are actually running.

Fig. 3 is a three-dimensional view of a driving risk field according to an embodiment of the present invention, and fig. 4 is a contour diagram of the driving risk field according to the embodiment of the present invention, as shown in fig. 3 and fig. 4, the embodiment of the present invention assumes that the coordinate of the centroid of the second vehicle is (0,0), the road transverse direction is the x-axis direction, the road longitudinal direction is the y-axis direction, and the speed direction is the x-axis positive direction, and as shown in the figure, an elliptical collision region is formed around the first vehicle, the potential energy function value in the region is far greater than the outside, and as the distance d to the elliptical region decreases, the potential energy function value increases extremely rapidly, that is, the driving risk in the elliptical region is far greater than the outside. Compared with a driving risk field under a road global view angle, the embodiment of the invention defines a collision area by considering the sizes of the own vehicle and the obstacle vehicle from a view angle of the own vehicle; compared with a driving risk field construction method based on a particle model, the shape of the vehicle is corrected by using the elliptical region, the geometric dimension characteristic of the automatic driving vehicle is added into the driving risk field model, and the accuracy of the driving risk field model is improved; meanwhile, the driving risk field is constructed by adopting the elliptical area, and the calculated amount can be greatly reduced by using the single equation of the elliptical area.

The embodiment of the invention also provides a computer storage medium, wherein a computer program is stored in the computer storage medium, and when being executed by a processor, the computer program realizes the method for determining the driving risk field.

An embodiment of the present invention further provides a terminal, including: a memory and a processor, the memory having stored therein a computer program; wherein the content of the first and second substances,

the processor is configured to execute the computer program in the memory;

the computer program, when being executed by a processor, implements a method of determining a driving risk field as described above.

Fig. 5 is a block diagram of a structure of a device for determining a driving risk field in a vehicle-road collaborative environment according to an embodiment of the present invention, as shown in fig. 5, including: determining a collision area unit and determining a risk field unit; wherein the content of the first and second substances,

the collision region determining unit is configured to: determining a collision area of two vehicles colliding according to the vehicle size information of the first vehicle, the motion information of the second vehicle and the vehicle size information;

the unit for determining the risk field is set as follows: determining a driving risk field of the first vehicle according to the determined collision area;

the first vehicle is an automatic driving vehicle, and the second vehicle is a vehicle within a preset distance from the first vehicle.

In one illustrative example, an impact zone in an embodiment of the invention comprises: an elliptical region.

In an illustrative example, the expression of the collision region in the embodiment of the present invention includes:

wherein l₁Indicating the length of the second vehicle, w₁Indicates the width of the second vehicle,/₂Denotes the length of the first vehicle, w₂Representing a width of the first vehicle; p ═ x-x₀)cosα+(y-y₀)sinα； q＝(y-y₀)cosα+(x-x₀)sinα；x₀And y₀And alpha is the heading angle of the second vehicle, and the mass center of the second vehicle is the abscissa and the ordinate in the preset coordinate system.

In one illustrative example, embodiments of the present invention determine that a risk field element is configured to:

determining a kinetic energy field, a potential energy field and a behavior field of the first vehicle according to the determined collision area;

and accumulating the determined kinetic energy field, potential energy field and behavior field to obtain a driving risk field.

In an illustrative example, the kinetic energy field V in embodiments of the invention_KThe expression of (a) is:

wherein d is: a distance from an intersection point of a connecting line of the center of mass of the first vehicle and the center of mass of the second vehicle with the collision zone to the center of mass of the first vehicle; m is_iIs the mass of the second vehicle; v. of_iIs the speed of the second vehicle; m is_jIs the mass of the first vehicle; v. of_jIs the speed of the first vehicle;a vector distance of a center of mass of the second vehicle to a center of mass of the first vehicle; theta_oIs the speed direction of the second vehicle andthe included angle of the direction; theta_hIs the speed direction of the first vehicle andthe included angle of the direction; a is_i、b_i、a_j、b_j、c_ij、λ₁、k_rAnd k_θIs the undetermined coefficient.

In an illustrative example, the potential energy field V in embodiments of the invention_pThe expression of (a) is:

wherein v is_jIs the speed of the first vehicle;a vector distance of a center of mass of the first vehicle to a center of mass of the second vehicle; theta_hIs the speed direction of the first vehicle andthe included angle of the direction; lambda [ alpha ]₂、k_rAnd k_θIs the undetermined coefficient.

In an illustrative example, the behavior field V in embodiments of the invention_BThe expression of (a) is:

wherein v is_iIs the speed of the second vehicle; v. of_jIs the speed of the first vehicle;a vector distance of a center of mass of the second vehicle to a center of mass of the first vehicle; theta_oIs the speed direction of the second vehicle andthe included angle of the direction; theta_hIs the speed direction of the first vehicle andthe included angle of the direction; lambda [ alpha ]₃、k_rAnd k_θAre all undetermined coefficients.

The following is a brief description of the embodiments of the present invention by way of application examples, which are only used to illustrate the embodiments of the present invention and are not used to limit the scope of the present invention.

Application example

The application example of the invention is described by taking the case of only comprising one first vehicle and one second vehicle as an example, the construction of the driving risk field by the application example considers the sizes of the first vehicle and the second vehicle, and the driving risk faced by the vehicles in driving can be accurately evaluated from the view point of the vehicles. Compared with the related art, the present application example forms an elliptical collision region at the periphery of the second vehicle by considering the vehicle size;

FIG. 6 is a three-dimensional view of a risk area of a first vehicle of a first size to which the present invention is applied, and FIG. 7 is a contour map of the risk area of the first vehicle of the first size to which the present invention is applied; the first vehicle in fig. 6 and 7 has dimensions of 10 meters by 2.5 meters; fig. 8 is a three-dimensional view of a driving risk field of a first vehicle of a second size to which the present invention is applied, and fig. 9 is a contour diagram of the driving risk field of the first vehicle of the second size to which the present invention is applied; the first vehicle in fig. 8 and 9 has dimensions of 5 meters by 2.5 meters; fig. 10 is a three-dimensional view of a risk area of a first vehicle of a third size to which the present invention is applied, and fig. 11 is a contour diagram of the risk area of the first vehicle of the third size to which the present invention is applied; the first vehicle in fig. 10 and 11 has dimensions of 10 meters by 1.2 meters; fig. 12 is a three-dimensional view of a risk field of a first vehicle of a fourth size to which the present invention is applied, and fig. 13 is a contour diagram of the risk field of the first vehicle of the fourth size to which the present invention is applied; the first vehicle in fig. 10 and 11 has dimensions of 5 meters by 2.5 meters. Assuming that the centroid of the second vehicle is located at (0,0), and the first vehicle and the second vehicle are both in a static state, from the distribution of the driving risk fields of the first vehicle shown in fig. 6 to 13 when the first vehicle is in four different sizes, it can be seen that the wider the first vehicle is, the higher the driving risk in the transverse direction is, and the larger the influence range is; the longer the first vehicle, the higher the risk of traveling in its longitudinal direction, and the greater the range of influence.

Assuming that the second vehicle has its center of mass located at (0,0), both the first vehicle and the second vehicle travel in the positive x-axis direction. When the speed of the first vehicle and the second vehicle changes, the distribution of the traffic risk field also changes, fig. 14 is a schematic diagram of the distribution of the traffic risk field of an application example of the present invention, as shown in fig. 14, the speed of the second vehicle is 3 meters per second (m/s), and the speed of the first vehicle is 5 m/s. Since the first vehicle speed is greater than the second vehicle speed, there is a potential collision when the first vehicle is present behind the second vehicle, i.e. the risk behind the second vehicle is highest; FIG. 15 is a distribution diagram of a traffic risk field according to an exemplary embodiment of the present invention, where the second vehicle speed is 5m/s and the first vehicle speed is 3m/s, as shown in FIG. 15. Since the second vehicle speed is greater than the first vehicle speed, there is a potential collision when the first vehicle is present in front of the second vehicle, i.e. the risk is highest in front of the second vehicle; fig. 16 is a distribution diagram of a driving risk field of an application example of the present invention, as shown in fig. 16, the speed of the first vehicle and the speed of the second vehicle are both 3m/s, and since the speeds of the two vehicles are the same, the collision risks in front of and behind the second vehicle are the same.

The application example of the invention considers the influence of the vehicle size on the driving risk, and accurately evaluates the global dynamic driving risk from the view point of the vehicle. The geometric shape characteristics and the size factors of the vehicle are considered in modeling, so that the accuracy of a driving risk field is effectively improved; the application example of the invention enriches the artificial potential energy field theory, provides a new visual angle for the research of the driving risk field, and improves the applicability of the model, so that the application example method of the invention can be more widely applied to the mixed complex road environment. The application example of the invention considers the geometric shape characteristics of the vehicle in modeling by using the ellipse equation, establishes the ellipse collision region, and builds the driving risk field model based on the own vehicle view angle, thereby realizing the evaluation and analysis of the global dynamic driving risk of the vehicle from the own vehicle view angle, improving the accuracy and the applicability of the model, and laying a theoretical foundation for vehicle control decision and trajectory planning.

"one of ordinary skill in the art will appreciate that all or some of the steps of the methods, systems, functional modules/units in the devices disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. In a hardware implementation, the division between functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be performed by several physical components in cooperation. Some or all of the components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term computer storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as is well known to those of ordinary skill in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, Digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can accessed by a computer. In addition, communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media as known to those skilled in the art. ".