CN111177869A

CN111177869A - Method, device and equipment for determining sensor layout scheme

Info

Publication number: CN111177869A
Application number: CN202010002886.9A
Authority: CN
Inventors: 李冲冲; 张晔; 王军
Original assignee: Beijing Baidu Netcom Science and Technology Co Ltd
Current assignee: Beijing Baidu Netcom Science and Technology Co Ltd
Priority date: 2020-01-02
Filing date: 2020-01-02
Publication date: 2020-05-19
Anticipated expiration: 2040-01-02
Also published as: CN111177869B

Abstract

The application discloses a method, a device and equipment for determining a sensor layout scheme, and relates to the technical field of intelligent driving, in particular to the technical field of sensor layout. The method comprises the following steps: obtaining vehicle type parameters of a vehicle and identifications of a plurality of candidate sensors, and determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifications of the plurality of candidate sensors and an obstacle detection model corresponding to each candidate sensor; the sensor layout scheme comprises: an identification of a plurality of target sensors and a target mounting location of each target sensor on the vehicle, wherein the plurality of target sensors is a subset of the plurality of candidate sensors. In the process of determining the sensor layout scheme, the obstacle detection model is utilized to simulate the actual detection process of different candidate sensors on the obstacles, so that the determined sensor layout scheme is the most suitable for the vehicle, and the sensing effect of the sensors can be optimal.

Description

Method, device and equipment for determining sensor layout scheme

Technical Field

The application relates to the technical field of intelligent driving, in particular to a method, a device and equipment for determining a sensor layout scheme.

Background

Generally, a sensing system of an intelligent driving vehicle adopts a scheme of multi-sensor fusion sensing. The sensor is used as a hardware carrier of the sensing system, and the upper limit of the performance of the whole sensing system is directly determined. In order to achieve the best perception effect, a systematic and scientific sensor layout scheme is necessary.

At present, when a sensor layout scheme of an intelligent driving vehicle is determined, a sensing range of each sensor is calculated mainly based on physical parameters of each sensor, and then the layout scheme of each sensor is determined based on the calculated sensing range of each sensor.

However, the sensor layout determined in the above schemes usually cannot achieve the optimal sensing effect.

Disclosure of Invention

The application provides a method, a device and equipment for determining a sensor layout scheme, which can ensure that the sensing effect of the determined sensor layout scheme is optimal.

In a first aspect, the present application provides a method for determining a sensor layout scheme, including:

obtaining vehicle type parameters of a vehicle and identifications of a plurality of candidate sensors; determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifiers of the candidate sensors and the obstacle detection model corresponding to each candidate sensor, wherein the sensor layout scheme comprises the following steps: an identification of a plurality of target sensors, and a target mounting location of each of the target sensors on the vehicle, wherein the plurality of target sensors is a subset of the plurality of candidate sensors.

When the sensor layout scheme is determined, the sensor layout scheme is determined according to vehicle type parameters of the vehicle and the obstacle detection models corresponding to the candidate sensors, namely, the actual detection process of the different candidate sensors on the obstacles is simulated by using the obstacle detection models in the process of determining the sensor layout scheme, so that the determined sensor layout scheme is the most suitable for the vehicle, namely, the sensors are arranged on the vehicle according to the sensor layout scheme, and the sensing effect of the sensors can be optimal.

In one possible implementation manner, the determining a sensor layout scheme according to the vehicle type parameter of the vehicle, the identifiers of the plurality of candidate sensors, and the obstacle detection model corresponding to each of the candidate sensors includes: and determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifications of the candidate sensors, the obstacle detection model corresponding to each candidate sensor and the geometric models of the plurality of obstacles, wherein the obstacle detection result corresponding to the sensor layout scheme meets a preset condition.

By establishing a geometric model for the obstacle, on one hand, the characteristics of the obstacle are simplified, and the calculated amount is reduced, and on the other hand, the geometric model of the obstacle and an obstacle detection model corresponding to the sensor are combined, so that the accuracy of an obstacle detection result corresponding to a sensor layout scheme is improved, and the determined sensor layout scheme is ensured to be an optimal sensing effect scheme.

In one possible implementation, the model parameters of the vehicle include a three-dimensional model of the vehicle; determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifiers of the candidate sensors, the obstacle detection model corresponding to each candidate sensor, and the geometric models of the plurality of obstacles, wherein the determining the sensor layout scheme comprises the following steps: determining a first layout plan based on the three-dimensional model of the vehicle and the identifications of the candidate sensors, the first layout plan including identifications of temporary sensors and temporary installation locations of the temporary sensors on the vehicle, the temporary sensors being a subset of the candidate sensors; determining an obstacle detection result corresponding to the first layout scheme according to the three-dimensional model of the vehicle, the obstacle detection model corresponding to each temporary sensor in the first layout scheme and geometric models of a plurality of obstacles; judging whether the obstacle detection result corresponding to the first layout scheme meets a preset condition or not; if so, taking the first layout scheme as the sensor layout scheme; if not, adjusting the first layout scheme according to the obstacle detection result corresponding to the first layout scheme and the three-dimensional model of the vehicle until the obstacle detection result corresponding to the adjusted layout scheme meets the preset condition.

Through the iterative process of the implementation mode, the initial layout scheme can be continuously adjusted to obtain a final sensor layout scheme, and as the obstacle detection result in the adjustment iterative process is continuously optimized according to the obstacle detection result corresponding to the current layout scheme and the vehicle three-dimensional model in the adjustment process, the sensing effect corresponding to the finally obtained sensor layout scheme is optimal.

In one possible implementation manner, the determining, according to the three-dimensional model of the vehicle, the obstacle detection model corresponding to each temporary sensor in the first layout scheme, and a geometric model of a plurality of obstacles, an obstacle detection result corresponding to the first layout scheme includes: acquiring an effective detection range corresponding to each temporary sensor according to an obstacle detection model corresponding to each temporary sensor and the three-dimensional model of the vehicle, and acquiring an effective detection range corresponding to each type of sensor in the first layout scheme according to the effective detection range corresponding to each temporary sensor and the type of each temporary sensor; for each obstacle in the plurality of obstacles, acquiring a detection result corresponding to the obstacle according to the geometric model of the obstacle and the effective detection range corresponding to each type of sensor in the first layout scheme; and determining the obstacle detection result corresponding to the first layout scheme according to the detection result corresponding to each obstacle.

In a possible implementation manner, the obtaining, according to the geometric model of the obstacle and the effective detection ranges corresponding to the sensors of the respective types in the first layout scheme, a detection result corresponding to the obstacle includes: respectively determining the detection result of each type of sensor in the first layout scheme on the obstacle under the condition that the obstacle is at different positions according to the geometric model of the obstacle, the installation position of each type of sensor in the first layout scheme and the effective detection range; and fusing the detection results of the obstacles by the various types of sensors in the first layout scheme to obtain the detection results corresponding to the obstacles.

In a possible implementation manner, the determining, according to the geometric model of the obstacle, the installation position of each type of sensor in the first layout scheme, and the effective detection range, the detection result of each type of sensor in the first layout scheme on the obstacle when the obstacle is in a different position includes: determining a plurality of position points of the obstacle within a preset range, wherein the preset range takes a central point of the vehicle as a center; when the obstacle is located at each position point, respectively determining the number of obstacle detection points and the obstacle detection area, which are obtained by detecting the obstacle by each type of sensor, according to the geometric model of the obstacle, and the installation position and the effective detection range of each type of sensor in the first layout scheme; if the number of the obstacle detection points is larger than or equal to a first judgment threshold value, and the ratio of the obstacle detection area to the area of the obstacle is larger than or equal to a second judgment threshold value, determining that the detection result of the sensor of the type on the obstacle is detected; and if the number of the obstacle detection points is smaller than the first judgment threshold value, or the ratio of the obstacle detection area to the area of the obstacle is smaller than the second judgment threshold value, determining that the detection result of the sensor of the type on the obstacle is not detected.

In a possible implementation manner, the detection result corresponding to the obstacle is used for indicating which types of sensors the obstacle is detected by at different position points respectively.

In one possible implementation manner, the obtaining, according to the obstacle detection model corresponding to each of the temporary sensors and the three-dimensional model of the vehicle, an effective detection range corresponding to each of the temporary sensors includes: aiming at each temporary sensor, determining an actual detection range corresponding to the temporary sensor according to the obstacle detection model corresponding to the temporary sensor; determining a shielding detection range corresponding to the temporary sensor according to the obstacle detection model corresponding to the temporary sensor and the three-dimensional model of the vehicle; and determining the effective detection range of the temporary sensor according to the actual detection range and the shielding detection range.

In this implementation, the accuracy of the effective detection range can be improved in the manner of determining the effective detection range of the sensor compared to the conventional manner of determining the effective detection range only according to the physical parameters of the sensor.

In one possible implementation, the determining a first layout solution from the three-dimensional model of the vehicle and the identifications of the plurality of candidate sensors includes: determining a plurality of candidate positions of an installable sensor corresponding to the vehicle according to the three-dimensional model of the vehicle; determining a first placement solution based on the plurality of candidate locations and the identities of the plurality of candidate sensors.

In a second aspect, the present application provides a device for determining a sensor layout scheme, including:

the acquisition module is used for acquiring vehicle type parameters of a vehicle and identifiers of a plurality of candidate sensors;

a determining module, configured to determine a sensor layout scheme according to a model parameter of the vehicle, the identifiers of the multiple candidate sensors, and an obstacle detection model corresponding to each of the candidate sensors, where the sensor layout scheme includes: an identification of a plurality of target sensors, and a target mounting location of each of the target sensors on the vehicle, wherein the plurality of target sensors is a subset of the plurality of candidate sensors.

In a possible implementation manner, the determining module is specifically configured to: and determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifications of the candidate sensors, the obstacle detection model corresponding to each candidate sensor and the geometric models of the plurality of obstacles, wherein the obstacle detection result corresponding to the sensor layout scheme meets a preset condition.

In one possible implementation, the model parameters of the vehicle include a three-dimensional model of the vehicle; the determining module is specifically configured to: determining a first layout plan based on the three-dimensional model of the vehicle and the identifications of the candidate sensors, the first layout plan including identifications of temporary sensors and temporary installation locations of the temporary sensors on the vehicle, the temporary sensors being a subset of the candidate sensors; determining an obstacle detection result corresponding to the first layout scheme according to the three-dimensional model of the vehicle, the obstacle detection model corresponding to each temporary sensor in the first layout scheme and geometric models of a plurality of obstacles; judging whether the obstacle detection result corresponding to the first layout scheme meets a preset condition or not; if so, taking the first layout scheme as the sensor layout scheme; if not, adjusting the first layout scheme according to the obstacle detection result corresponding to the first layout scheme and the three-dimensional model of the vehicle until the obstacle detection result corresponding to the adjusted layout scheme meets the preset condition.

In a possible implementation manner, the determining module is specifically configured to: acquiring an effective detection range corresponding to each temporary sensor according to an obstacle detection model corresponding to each temporary sensor and the three-dimensional model of the vehicle, and acquiring an effective detection range corresponding to each type of sensor in the first layout scheme according to the effective detection range corresponding to each temporary sensor and the type of each temporary sensor; for each obstacle in the plurality of obstacles, acquiring a detection result corresponding to the obstacle according to the geometric model of the obstacle and the effective detection range corresponding to each type of sensor in the first layout scheme; and determining the obstacle detection result corresponding to the first layout scheme according to the detection result corresponding to each obstacle.

In a possible implementation manner, the determining module is specifically configured to: respectively determining the detection result of each type of sensor in the first layout scheme on the obstacle under the condition that the obstacle is at different positions according to the geometric model of the obstacle, the installation position of each type of sensor in the first layout scheme and the effective detection range; and fusing the detection results of the obstacles by the various types of sensors in the first layout scheme to obtain the detection results corresponding to the obstacles.

In a possible implementation manner, the determining module is specifically configured to: determining a plurality of position points of the obstacle within a preset range, wherein the preset range takes a central point of the vehicle as a center; when the obstacle is located at each position point, respectively determining the number of obstacle detection points and the obstacle detection area, which are obtained by detecting the obstacle by each type of sensor, according to the geometric model of the obstacle, and the installation position and the effective detection range of each type of sensor in the first layout scheme; if the number of the obstacle detection points is larger than or equal to a first judgment threshold value, and the ratio of the obstacle detection area to the area of the obstacle is larger than or equal to a second judgment threshold value, determining that the detection result of the sensor of the type on the obstacle is detected; and if the number of the obstacle detection points is smaller than the first judgment threshold value, or the ratio of the obstacle detection area to the area of the obstacle is smaller than the second judgment threshold value, determining that the detection result of the sensor of the type on the obstacle is not detected.

In a possible implementation manner, the determining module is specifically configured to: aiming at each temporary sensor, determining an actual detection range corresponding to the temporary sensor according to the obstacle detection model corresponding to the temporary sensor; determining a shielding detection range corresponding to the temporary sensor according to the obstacle detection model corresponding to the temporary sensor and the three-dimensional model of the vehicle; and determining the effective detection range of the temporary sensor according to the actual detection range and the shielding detection range.

In a possible implementation manner, the determining module is specifically configured to: determining a plurality of candidate positions of an installable sensor corresponding to the vehicle according to the three-dimensional model of the vehicle; determining a first placement solution based on the plurality of candidate locations and the identities of the plurality of candidate sensors.

In a third aspect, the present application provides an electronic device, comprising:

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein,

the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of any one of the first aspects.

In a fourth aspect, the present application provides a non-transitory computer readable storage medium having stored thereon computer instructions for causing the computer to perform the method of any of the first aspects.

The application provides a method, a device and equipment for determining a sensor layout scheme, wherein the method comprises the following steps: obtaining vehicle type parameters of a vehicle and identifications of a plurality of candidate sensors, and determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifications of the plurality of candidate sensors and an obstacle detection model corresponding to each candidate sensor, wherein the sensor layout scheme comprises the following steps: an identification of a plurality of target sensors and a target mounting location of each of the target sensors on the vehicle, wherein the plurality of target sensors is a subset of the plurality of candidate sensors. When the sensor layout scheme is determined, the sensor layout scheme is determined according to vehicle type parameters of the vehicle and the obstacle detection model corresponding to the candidate sensor, namely, the actual detection process of different candidate sensors to the obstacle is simulated by using the obstacle detection model in the process of determining the sensor layout scheme, so that the determined sensor layout scheme is the most suitable for the vehicle, namely, the sensor layout is carried out on the vehicle according to the sensor layout scheme, and the sensing effect of the sensor can be optimal.

Other effects of the above-described alternative will be described below with reference to specific embodiments.

Drawings

The drawings are included to provide a better understanding of the present solution and are not intended to limit the present application. Wherein:

fig. 1A is a schematic diagram of a possible application scenario according to an embodiment of the present application;

FIG. 1B is a schematic diagram illustrating a determination principle of a sensor layout scheme in an embodiment of the present application;

FIG. 2 is a schematic flow chart diagram illustrating a method for determining a sensor layout scenario according to one embodiment of the present application;

fig. 3A is a schematic diagram of an obstacle detection model corresponding to a camera provided in an embodiment of the present application;

fig. 3B is a schematic diagram of an obstacle detection model corresponding to a laser radar according to an embodiment of the present disclosure;

fig. 3C is a schematic diagram of an obstacle detection model corresponding to the millimeter wave radar provided in the embodiment of the present application;

FIG. 4 is a schematic diagram of a geometric model of an obstacle according to an embodiment of the present application;

FIG. 5 is a schematic flow chart diagram illustrating a method for determining a sensor layout scheme according to another embodiment of the present application;

fig. 6 is a schematic diagram of a flow of determining an obstacle detection result according to an embodiment of the present application;

FIG. 7 is a schematic diagram of the detection of an obstacle according to one embodiment of the present application;

FIG. 8 is a schematic diagram of a device for determining a sensor layout scheme according to an embodiment of the present application;

fig. 9 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

The following description of the exemplary embodiments of the present application, taken in conjunction with the accompanying drawings, includes various details of the embodiments of the application for the understanding of the same, which are to be considered exemplary only. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present application. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.

Fig. 1A is a schematic diagram of a possible application scenario according to an embodiment of the present application. The perception system of the intelligent driving vehicle adopts a scheme of multi-sensor fusion perception, namely a plurality of sensors are required to be installed on the intelligent driving vehicle. The sensors used in the sensing system of the intelligent driving vehicle can be various, including but not limited to: cameras, laser radars, millimeter wave radars, ultrasonic radars, night vision devices, and the like. As shown in fig. 1A, after the model of the vehicle is determined, a plurality of sensors need to be installed at appropriate positions on the vehicle. For example, the sensor 1 is mounted at the head position of the vehicle, the sensor 2 is mounted at the tail position of the vehicle, and the like. The sensors are used as hardware carriers of the sensing system, and the arrangement scheme of the plurality of sensors on the vehicle can influence the sensing effect of the whole sensing system.

At present, when a sensor layout scheme of an intelligent driving vehicle is determined, a sensing range of each sensor is calculated mainly based on physical parameters of each sensor, and then the layout scheme of each sensor is determined based on the calculated sensing range of each sensor. For example: taking a camera as an example, the sensing range of the camera needs to be determined according to parameters such as the field angle and the resolution of the camera, and then the installation position of the camera needs to be determined. However, in the above scheme, the sensing range determined according to the physical parameters of each sensor is not accurate enough, so that the determined sensor layout scheme cannot obtain the optimal sensing effect.

In order to solve the above problem, the present application provides a method for determining a sensor layout scheme. Fig. 1B is a schematic diagram illustrating a determination principle of a sensor layout scheme in an embodiment of the present application. As shown in fig. 1B, the method of the present embodiment may be performed by a determination device of a sensor layout scheme. The apparatus may be in the form of software and/or hardware, and the apparatus may also be integrated into an electronic device. Referring to fig. 1B, the model parameters of the vehicle and the identifications of the plurality of candidate sensors are input to the apparatus, and the apparatus determines and outputs a sensor layout scheme according to the model parameters of the vehicle, the identifications of the plurality of candidate sensors, and the obstacle detection model corresponding to each candidate sensor. In the embodiment, the sensor layout scheme is determined according to the model parameters of the vehicle, the identifiers of the candidate sensors and the obstacle detection model corresponding to each candidate sensor, that is, the actual detection process of the sensors in the vehicle is considered when the sensor layout scheme is determined, so that the determined sensor layout scheme is the most suitable for the vehicle, that is, the sensors are arranged on the vehicle according to the layout scheme, and the sensing effect of the sensors can be optimal.

The technical solution of the present application is described in detail below with reference to several specific embodiments. Several of the following embodiments may be combined with each other and the description of the same or similar content may not be repeated in some embodiments.

Fig. 2 is a schematic flow chart of a method for determining a sensor layout scheme according to an embodiment of the present application. As shown in fig. 2, the method of the present embodiment includes:

s201: vehicle type parameters of the vehicle and the identification of the plurality of candidate sensors are obtained.

The vehicle type parameter of the vehicle refers to a parameter for indicating the vehicle type of the vehicle, and includes but is not limited to: the model of the vehicle, the unique identification of the vehicle, a three-dimensional model of the vehicle, etc. The body structure, the inside and outside dimensions and the like of the vehicle can be determined according to the vehicle type parameters. It can be understood that, in general, model parameters (e.g., body structure, inside and outside dimensions, etc.) of vehicles of the same model are the same. The model parameters may be different for different models of vehicles. After the vehicle type parameters are determined, the positions of the vehicle for installing the sensors are determined.

Candidate sensors refer to sensors that the vehicle may optionally install. In this embodiment, the candidate sensors may be any type of sensor, including but not limited to: cameras, laser radars, millimeter wave radars, ultrasonic radars, night vision devices, and the like. It will be appreciated that the candidate sensors are a large selectable range, and that the actual sensor layout may include only a portion of the sensors in that range. For example, 10 sensors are included in the candidate sensors, and the final determined sensor layout scheme may be to select only 5 of the sensors to be installed in the corresponding positions of the vehicle.

In this embodiment, the identifier of the sensor refers to any identifier capable of identifying one sensor, including but not limited to: the model number of the sensor, the serial number of the sensor, the name of the sensor, etc. In addition, the candidate sensors in the present embodiment may be of various types. For example, the 10 candidate sensors may be of the following 3 types: cameras (e.g., 3), laser radars (e.g., 3), millimeter wave radars (e.g., 4). The model corresponding to each type of sensor may be the same or different, for example, the 3 candidate cameras may be the same model or different models. The present embodiment is not limited to the types and the number of the plurality of candidate sensors.

In one possible embodiment, the candidate sensors are determined based on cost requirements of the vehicle sensing system. It can be understood that, generally, the higher the unit price of the sensor, the better the sensing effect of the sensor. Therefore, in practical application, cost factors and perception effects need to be comprehensively considered, and the two factors reach a balance. For example, the identities of the candidate sensors that can be selectively installed are determined on the premise that certain cost requirements are met. And then, selecting from a plurality of candidate sensors to determine a sensor layout scheme with the optimal perception effect.

S202: determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifiers of the candidate sensors and the obstacle detection model corresponding to each candidate sensor, wherein the sensor layout scheme comprises the following steps: an identification of a plurality of target sensors, and a target mounting location of each of the target sensors on the vehicle, wherein the plurality of target sensors is a subset of the plurality of candidate sensors.

In this embodiment, the obstacle detection model refers to a geometric model that is built for the sensor according to the detection mechanism of the sensor and simulates the obstacle detection process. The detection model of the obstacle may be different for different types of sensors. The following describes an obstacle detection model corresponding to the three sensors, taking a camera, a laser radar, and a millimeter wave radar as examples. The process of establishing the obstacle detection model corresponding to other types of sensors is similar to that of the three types of sensors, and the detailed description of the embodiment is omitted.

Fig. 3A is a schematic diagram of an obstacle detection model corresponding to a camera according to an embodiment of the present application. As shown in fig. 3A, the camera is equivalent using a central projection through which an object in three-dimensional space is projected to produce a corresponding image on the camera image plane.

Fig. 3B is a schematic diagram of an obstacle detection model corresponding to the laser radar according to the embodiment of the present application. As shown in fig. 3B, the lidar may be equivalent to a set of rays emitted from an origin in three-dimensional space, each ray intersecting an object to produce a detection point. The laser radar can be provided with a plurality of lasers in the vertical direction, and the installation angles of the lasers can be the same or different. The angle of each ray is determined according to the installation angle (included angle with the vertical direction) of a hardware laser of the laser radar. The lidar is rotatable 360 degrees horizontally, so that the horizontal direction covers 360 degrees. The coverage in the vertical direction is determined according to the installation angle of a hardware laser of the laser radar. For example, if the angle between the laser 1 and the vertical direction is 90 degrees, the laser 1 emits a ray in the horizontal direction, and if the angle between the laser 2 and the vertical direction is 45 degrees, the laser emits a ray in the direction having an angle of 45 degrees with the horizontal direction. And determining the coverage range of the laser radar in the vertical direction according to the angle of the first ray and the angle of the last ray in the vertical direction.

Fig. 3C is a schematic diagram of an obstacle detection model corresponding to the millimeter wave radar provided in the embodiment of the present application. Millimeter wave radar is similar to laser radar in detection principle, one of the differences is that laser emitted by laser radar is non-divergent, and thus, laser radar can be equivalent to a ray set. The millimeter waves emitted by the millimeter wave radar are divergent, so that the millimeter wave radar can be equivalent to a set of sectors in a three-dimensional space, as shown in fig. 3C. Another difference between the millimeter-wave radar and the laser radar is that the millimeter-wave radar only transmits millimeter waves in the horizontal direction, and thus the vertical angle range of the millimeter-wave radar is a sector vertex angle. When the sector intersects the object, a detection point is generated when the intersection angle exceeds a certain threshold.

It is understood that the same type of sensor may employ the same detection principle of the obstacle detection model, but the parameters in the obstacle detection model may be different for the same type of sensor and different types of sensors. For example, the coverage in the vertical/horizontal direction may be different for different types of lidar.

In this embodiment, the sensor layout scheme may be determined according to model parameters of the vehicle, the identifiers of the plurality of candidate sensors, and the obstacle detection model corresponding to each candidate sensor. The sensor layout scheme is a layout scheme with the optimal corresponding perception effect. The sensor layout scheme of the present embodiment includes: the identification of the plurality of target sensors and the target installation position of each target sensor on the vehicle. That is, the present embodiment can determine which object sensors need to be selected from the candidate sensors and determine where each object sensor needs to be mounted on the vehicle. It can be appreciated that the target sensors in the finalized sensor layout scheme are a subset of the candidate sensors.

With reference to fig. 3A to 3C, after determining the obstacle detection model corresponding to each candidate sensor, the obstacle detection results corresponding to different layout manners of each candidate sensor (that is, each candidate sensor is installed at different positions of the vehicle) may be simulated according to the vehicle type parameters of the vehicle and the obstacle detection model, and then the sensor layout manner corresponding to the optimal detection result is determined according to the obstacle detection results corresponding to the different layout manners of each candidate sensor, so as to obtain the final sensor layout scheme. In the embodiment, when the sensor layout scheme is determined, the sensor layout scheme is determined according to vehicle type parameters of the vehicle, the identifiers of the candidate sensors and the obstacle detection model corresponding to each candidate sensor, that is, the actual detection process of different candidate sensors on the obstacle is simulated by using the obstacle detection model, so that the determined sensor layout scheme is the most suitable for the vehicle, that is, the sensors are arranged on the vehicle according to the layout scheme, and the sensing effect of the sensors can be optimal.

In a possible implementation manner, geometric modeling may be performed on a plurality of obstacles, and then a sensor layout scheme may be determined according to model parameters of the vehicle, the identifiers of the plurality of candidate sensors, an obstacle detection model corresponding to each candidate sensor, and geometric models of the plurality of obstacles. Wherein the plurality of obstacles may be different types of obstacles, including but not limited to: automotive, non-automotive, pedestrian, cone barrels, and the like.

For example, fig. 4 is a schematic diagram of a geometric model of an obstacle provided in an embodiment of the present application, and different obstacles may be represented by rectangular solid frames with different sizes. It should be noted that, in practical applications, different modeling manners may be provided for different types of obstacles, which is not limited by the embodiment, and fig. 4 is only one possible example. By establishing a geometric model for the obstacle, on one hand, the characteristics of the obstacle are simplified, and the calculated amount is reduced, and on the other hand, the geometric model of the obstacle and an obstacle detection model corresponding to the sensor are combined, so that the accuracy of an obstacle detection result corresponding to a sensor layout scheme is improved, and the determined sensor layout scheme is ensured to be an optimal sensing effect scheme.

Generally, evaluating the goodness of a sensor layout scheme can be measured by detecting the farthest distance as well as the blind spot distance. If the farthest detection distance corresponding to one sensor layout scheme is longer and the blind area distance is smaller, the better the sensing effect of the sensor layout scheme is. It should be noted that the sensor layout scheme with the optimal sensing effect in this embodiment is a sensor layout scheme that meets a preset detection requirement in a current actual application scenario. In other words, the obstacle detection result corresponding to the sensor layout scheme determined in the present embodiment satisfies the preset condition (e.g., satisfies the preset farthest detection distance and the preset blind area distance, etc.).

The method for determining the sensor layout scheme provided by the embodiment comprises the following steps: the method comprises the steps of obtaining vehicle type parameters of a vehicle and identifications of a plurality of candidate sensors, and determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifications of the candidate sensors and an obstacle detection model corresponding to each candidate sensor. When the sensor layout scheme is determined, the sensor layout scheme is determined according to vehicle type parameters of the vehicle and the obstacle detection models corresponding to the candidate sensors, namely, the actual detection process of the different candidate sensors on the obstacles is simulated by using the obstacle detection models in the process of determining the sensor layout scheme, so that the determined sensor layout scheme is the most suitable for the vehicle, namely, the sensors are arranged on the vehicle according to the sensor layout scheme, and the sensing effect of the sensors can be optimal.

Fig. 5 is a schematic flow chart of a method for determining a sensor layout scheme according to another embodiment of the present application. As shown in fig. 5, the method of the present embodiment includes:

s501: the method comprises the steps of obtaining model parameters of a vehicle and identification of a plurality of candidate sensors, wherein the model parameters of the vehicle comprise a three-dimensional model of the vehicle.

In this embodiment, the specific implementation of S501 is similar to S201 in fig. 2, and is not described herein again.

S502: a first layout solution is determined based on the three-dimensional model of the vehicle and the identification of the plurality of candidate sensors.

In this embodiment, the first layout scheme may also be referred to as an initial layout scheme. That is, an initial layout plan is determined according to the three-dimensional model of the vehicle and the identifications of the plurality of candidate sensors. The first layout plan includes an identification of a plurality of temporary sensors, and a temporary installation location of each of the temporary sensors on the vehicle, the plurality of temporary sensors being a subset of the plurality of candidate sensors. Determining a plurality of candidate positions of a corresponding mountable sensor of the vehicle according to the three-dimensional model of the vehicle; determining an initial placement solution based on the plurality of candidate locations and the identities of the plurality of candidate sensors. For example, a part of the sensors is randomly selected as provisional sensors among the plurality of candidate sensors, and the provisional sensors are arranged at a plurality of candidate positions, respectively. It can be appreciated that the initial layout scheme may be varied. The perceptual effect of the initial layout scheme is not taken into account in the determination of the initial layout scheme. And subsequently, one or more iterations are required to be carried out on the initial layout scheme according to the sensing effect of the initial layout scheme, so as to determine the final sensor layout scheme.

S503: and determining an obstacle detection result corresponding to the first layout scheme according to the three-dimensional model of the vehicle, the obstacle detection model corresponding to each temporary sensor in the first layout scheme and the geometric models of a plurality of obstacles.

Specifically, according to the temporary installation positions of the temporary sensors in the first layout scheme in the three-dimensional model of the vehicle, the obstacle detection result corresponding to the first layout scheme is determined according to the obstacle detection model corresponding to the temporary sensors and the geometric models of the plurality of obstacles. For example: the first layout scheme can detect obstacles in a long range or how large obstacles can be detected; for a certain obstacle, it can be detected by several types of sensors, or by several temporary sensors; the size of the blind zone for detecting obstacles corresponding to the first layout scheme, and the like.

S504: and judging whether the obstacle detection result corresponding to the first layout scheme meets a preset condition or not. If so, then S505 is executed, otherwise, S506 is executed.

It can be understood that the preset condition may be determined according to the current application scenario and the perceptual requirement, and the specific form and content of the preset condition are not specifically limited in this embodiment.

S505: and taking the first layout scheme as the sensor layout scheme.

That is, each of the provisional sensors in the first layout plan is set as a target sensor, and the provisional mounting position of each provisional sensor is set as the target mounting position of the target sensor.

S506: and adjusting the first layout scheme according to the obstacle detection result corresponding to the first layout scheme and the three-dimensional model of the vehicle until the obstacle detection result corresponding to the adjusted layout scheme meets the preset condition.

Wherein the manner of adjusting the first layout scheme comprises at least one of: changing the identification of the temporary sensor corresponding to at least one position; modifying a mounting location of at least one temporary sensor; increasing the number of temporary sensors; the number of temporary sensors is reduced.

If the obstacle detection result corresponding to the first layout scheme meets the preset condition, the first layout scheme is used as a final sensor layout scheme, and if the obstacle detection result corresponding to the first layout scheme does not meet the preset condition, the first layout scheme is adjusted according to the obstacle detection result corresponding to the first layout scheme and the three-dimensional model of the vehicle (for example, a temporary sensor at a certain installation position is replaced by another model, or a temporary sensor is replaced from one position to another position, or a temporary sensor is added or reduced). After the first layout scheme is adjusted to obtain a new layout scheme, the new layout scheme is used as the first layout scheme, and S503 to S506 in this embodiment are executed again.

Through the iterative process of the embodiment, the initial layout scheme can be continuously adjusted to obtain the final sensor layout scheme, and as the obstacle detection result in the adjustment iterative process is continuously optimized according to the obstacle detection result corresponding to the current layout scheme and the three-dimensional model of the vehicle in the adjustment process, the sensing effect corresponding to the finally obtained sensor layout scheme is optimal.

How to determine the obstacle detection result corresponding to the first layout scheme is described below with reference to a specific embodiment.

Fig. 6 is a schematic diagram of a determination process of an obstacle detection result according to an embodiment of the present application. The method of the embodiment is used for determining the obstacle detection result corresponding to the first layout scheme. As shown in fig. 6, the method of the present embodiment includes:

s601: and acquiring an effective detection range corresponding to each temporary sensor according to an obstacle detection model corresponding to each temporary sensor and the three-dimensional model of the vehicle, and acquiring an effective detection range corresponding to each type of sensor in the first layout scheme according to the effective detection range corresponding to each temporary sensor and the type of each temporary sensor.

In this embodiment, the effective detection range of the sensor refers to a range of a region in which the sensor can effectively detect an obstacle. It can be understood that when the sensor is mounted on the vehicle, the sensor may detect the body region of the host vehicle during the process of detecting the obstacle, and this region may also be referred to as a host vehicle-shielded region. In the present embodiment, an area range not shielded by the host vehicle in the sensor detection range is referred to as an effective detection range.

In one possible embodiment, for each temporary sensor, the actual detection range corresponding to the temporary sensor is determined according to the obstacle detection model corresponding to the temporary sensor. It can be understood that the actual detection range is a theoretical range obtained from the obstacle detection model. And determining a shielding detection range corresponding to the temporary sensor according to the obstacle detection model corresponding to the temporary sensor and the three-dimensional model of the vehicle. The shielding detection range refers to a range which cannot be detected by the sensor due to shielding of the vehicle; and determining the effective detection range of the temporary sensor according to the actual detection range and the shielding detection range. For example: and after the shielding detection range is removed in the actual detection range, the remaining range is the effective detection range of the temporary sensor.

Taking the laser radar as an example, when the laser radar is installed in the vehicle head area, there is no blocking area (area blocked by the vehicle) in the vertical direction. In the horizontal direction, the laser radar can detect only the area in front of the vehicle and cannot detect the area behind the vehicle, and therefore the area behind the vehicle is referred to as a blocking area in the horizontal direction. In one example, ray sets may be used to describe the effective detection range of the lidar by determining which rays in the lidar ray set are shot to the occluded region and which rays are shot to the non-occluded region, respectively. For example: the effective detection range of the laser radar can be represented by the (horizontal angle and vertical angle) of the ray, namely, the ray in which horizontal angle/vertical angle range is not shielded by the vehicle.

The millimeter wave radar is similar to the laser radar, and the difference is that the millimeter wave radar detects in the horizontal direction, so that only a sector set of the millimeter wave radar in the horizontal direction, which is not shielded by the vehicle, needs to be determined. For example, the horizontal angle of the fan shape may be employed to represent the effective detection range of the millimeter wave radar, i.e., which horizontal angle range the fan shape in is not obstructed by the host vehicle.

Taking a camera as an example, when the camera is installed on a roof, the camera may capture a vehicle body of the vehicle during the capturing process, that is, there may be a vehicle body in the captured image, and pixels corresponding to a vehicle body area in the image are referred to as occluded pixels, and the remaining pixels are referred to as non-occluded pixels. The effective detection range of the camera can be represented by unobstructed pixels in the image.

S602: and aiming at each obstacle in the plurality of obstacles, acquiring a detection result corresponding to the obstacle according to the geometric model of the obstacle and the effective detection range corresponding to each type of sensor in the first layout scheme.

It can be understood that, after the installation positions of the sensors of the respective types in the first layout scheme are known, the detection result corresponding to the obstacle can be determined according to the effective detection ranges corresponding to the sensors of the respective types and the geometric model of the obstacle. For example: determining that an obstacle cannot be detected by a sensor if the obstacle is outside the effective detection range of the sensor; if the obstacle is within the effective detection range of one sensor, it is determined that the obstacle can be detected by the sensor. If the partial area of the obstacle is within the effective detection range of one sensor, whether the obstacle can be detected by the sensor can be determined according to the size of the partial area.

In a possible implementation manner, the detection result of each type of sensor in the first layout scheme on the obstacle under the condition that the obstacle is at different positions is respectively determined according to the geometric model of the obstacle, the installation position and the effective detection range of each type of sensor in the first layout scheme.

Fig. 7 is a schematic diagram of a detection result of an obstacle according to an embodiment of the present application. For example, as shown in fig. 7, a plurality of position points of the obstacle are determined within a preset range centered on a center point of the vehicle. For example: the preset range may be a range within 200 meters of the center point of the vehicle to the left, right, front, and rear, respectively, i.e., a rectangular area as shown in fig. 7. Checkerboard lines are drawn at preset intervals within a preset range, and intersections between the checkerboard lines are taken as position points, so that a plurality of position points (black dots in fig. 7 represent position points) as shown in fig. 7 are obtained.

When the obstacle is located at each position point, respectively determining the number of obstacle detection points and the obstacle detection area, which are obtained by detecting the obstacle by each type of sensor in the first layout scheme, according to the geometric model of the obstacle, and the installation position and the effective detection range of each type of sensor in the first layout scheme. If the number of the obstacle detection points is larger than or equal to a first judgment threshold value, and the ratio of the obstacle detection area to the area of the obstacle is larger than or equal to a second judgment threshold value, determining that the detection result of the sensor of the type on the obstacle is detected; and if the number of the obstacle detection points is smaller than the first judgment threshold value, or the ratio of the obstacle detection area to the area of the obstacle is smaller than the second judgment threshold value, determining that the detection result of the sensor of the type on the obstacle is not detected.

In connection with fig. 7, it is assumed that the first layout scheme includes 3 types of sensors, respectively: cameras, laser radar, millimeter wave radar. Taking a camera as an example, moving an obstacle between position points, when the obstacle is located at each position point, determining the number of detection points (for example, pixel points belonging to the obstacle in an image captured by the camera) of the obstacle detected by the camera according to a geometric model of the obstacle and an effective detection range of the camera, and also determining an area of the obstacle detected by the camera (for example, the number of pixel points captured by the obstacle may be used for representing, of course, other representation forms may also be used, which is not limited in this embodiment). If the number of the detection points is greater than or equal to the first determination threshold value and the ratio of the detection area to the area of the obstacle itself is greater than or equal to the second determination threshold value, it is determined that the obstacle can be detected at the position point, and the corresponding position point in fig. 7 may be set to 1. If the number of the detection points is smaller than the first determination threshold, or the ratio of the detection area to the area of the obstacle itself is smaller than the second determination threshold, it is determined that the obstacle cannot be detected at the position point, and the corresponding position point in fig. 7 may be set to 0. In this way, the detection result of the obstacle by the camera can be obtained (the detection result is in a checkerboard form as shown in fig. 7, and the value of each position point is 0 or 1, which indicates that it is not detected or detected).

Similarly, when the obstacle moves at different position points, the detection results of the obstacle by the lidar and the millimeter wave radar can also be acquired, and the detection results can also be represented in a chessboard form as shown in fig. 7.

After the above process, the detection results of the obstacles by the various types of sensors in the first layout scheme may be fused to obtain the detection result corresponding to the obstacle. That is to say, the detection results of the obstacle by the camera, the laser radar and the millimeter wave radar which are respectively obtained in the above processes are fused to obtain the detection result corresponding to the obstacle.

The detection result corresponding to the obstacle is used for indicating which types of sensors the obstacle is detected by when the obstacle is at different position points.

In one possible embodiment, when merging the detection results, the indication may be performed in different ways for the following 8 cases. (1) Only lidar detects; (2) only the camera detects; (3) only the millimeter wave radar detects; (4) simultaneously, the laser radar and the camera detect the signals, but the millimeter wave radar does not detect the signals; (5) simultaneously, the laser radar and the millimeter wave radar detect the signals, but the camera does not detect the signals; (6) the camera and the millimeter wave radar detect at the same time, but the laser radar does not detect; (7) simultaneously detecting by a laser radar, a camera and a millimeter wave radar; (8) all sensors did not detect. In one example, the fused detection results are still represented in a checkerboard fashion as shown in fig. 7, wherein each position point is identified by a value of 1-8, each corresponding to 8 cases above.

S603: and determining the obstacle detection result corresponding to the first layout scheme according to the detection result corresponding to each obstacle.

After the detection result corresponding to each obstacle is obtained in S602, the detection results corresponding to the multiple obstacles may be fused to obtain the obstacle detection result corresponding to the first layout scheme. Therefore, according to the obstacle detection result corresponding to the first layout scheme, the farthest detection distance corresponding to the layout scheme, the size of the blind area and other information can be intuitively obtained. The information can be used for accurately evaluating the perception effect of the first layout scheme.

In this embodiment, the effective detection range of the sensor is determined according to the obstacle detection model corresponding to the sensor, the obstacle detection result is determined according to the obstacle geometric model and the effective detection range of the sensor, and then the sensing effect is evaluated by using the obstacle detection result.

Fig. 8 is a schematic structural diagram of a determination device of a sensor layout scheme according to an embodiment of the present application. The apparatus of the present embodiment may be in the form of software and/or hardware. As shown in fig. 8, the present embodiment provides a device 800 for determining a sensor layout scheme, including: an acquisition module 801 and a determination module 802. Wherein,

an obtaining module 801, configured to obtain a model parameter of a vehicle and identifiers of multiple candidate sensors;

a determining module 802, configured to determine a sensor layout scheme according to a model parameter of the vehicle, the identifiers of the multiple candidate sensors, and an obstacle detection model corresponding to each of the candidate sensors, where the sensor layout scheme includes: an identification of a plurality of target sensors and a target mounting location of each of the target sensors on the vehicle, wherein the plurality of target sensors is a subset of the plurality of candidate sensors.

In a possible implementation manner, the determining module 802 is specifically configured to: and determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifications of the candidate sensors, the obstacle detection model corresponding to each candidate sensor and the geometric models of the plurality of obstacles, wherein the obstacle detection result corresponding to the sensor layout scheme meets a preset condition.

In one possible implementation, the model parameters of the vehicle include a three-dimensional model of the vehicle; the determining module 802 is specifically configured to: determining a first layout plan based on the three-dimensional model of the vehicle and the identifications of the candidate sensors, the first layout plan including identifications of temporary sensors and temporary installation locations of the temporary sensors on the vehicle, the temporary sensors being a subset of the candidate sensors; determining an obstacle detection result corresponding to the first layout scheme according to the three-dimensional model of the vehicle, the obstacle detection model corresponding to each temporary sensor in the first layout scheme and geometric models of a plurality of obstacles; judging whether the obstacle detection result corresponding to the first layout scheme meets a preset condition or not; if so, taking the first layout scheme as the sensor layout scheme; if not, adjusting the first layout scheme according to the obstacle detection result corresponding to the first layout scheme and the three-dimensional model of the vehicle until the obstacle detection result corresponding to the adjusted layout scheme meets the preset condition.

In a possible implementation manner, the determining module 802 is specifically configured to: acquiring an effective detection range corresponding to each temporary sensor according to an obstacle detection model corresponding to each temporary sensor and the three-dimensional model of the vehicle, and acquiring an effective detection range corresponding to each type of sensor in the first layout scheme according to the effective detection range corresponding to each temporary sensor and the type of each temporary sensor; for each obstacle in the plurality of obstacles, acquiring a detection result corresponding to the obstacle according to the geometric model of the obstacle and the effective detection range corresponding to each type of sensor in the first layout scheme; and determining the obstacle detection result corresponding to the first layout scheme according to the detection result corresponding to each obstacle.

In a possible implementation manner, the determining module 802 is specifically configured to: respectively determining the detection result of each type of sensor in the first layout scheme on the obstacle under the condition that the obstacle is at different positions according to the geometric model of the obstacle, the installation position of each type of sensor in the first layout scheme and the effective detection range; and fusing the detection results of the obstacles by the various types of sensors in the first layout scheme to obtain the detection results corresponding to the obstacles.

In a possible implementation manner, the determining module 802 is specifically configured to: determining a plurality of position points of the obstacle within a preset range, wherein the preset range takes a central point of the vehicle as a center; when the obstacle is located at each position point, respectively determining the number of obstacle detection points and the obstacle detection area, which are obtained by detecting the obstacle by each type of sensor, according to the geometric model of the obstacle, and the installation position and the effective detection range of each type of sensor in the first layout scheme; if the number of the obstacle detection points is larger than or equal to a first judgment threshold value, and the ratio of the obstacle detection area to the area of the obstacle is larger than or equal to a second judgment threshold value, determining that the detection result of the sensor of the type on the obstacle is detected; and if the number of the obstacle detection points is smaller than the first judgment threshold value, or the ratio of the obstacle detection area to the area of the obstacle is smaller than the second judgment threshold value, determining that the detection result of the sensor of the type on the obstacle is not detected.

In a possible implementation manner, the determining module 802 is specifically configured to: aiming at each temporary sensor, determining an actual detection range corresponding to the temporary sensor according to the obstacle detection model corresponding to the temporary sensor; determining a shielding detection range corresponding to the temporary sensor according to the obstacle detection model corresponding to the temporary sensor and the three-dimensional model of the vehicle; and determining the effective detection range of the temporary sensor according to the actual detection range and the shielding detection range.

In a possible implementation manner, the determining module 802 is specifically configured to: determining a plurality of candidate positions of an installable sensor corresponding to the vehicle according to the three-dimensional model of the vehicle; determining a first placement solution based on the plurality of candidate locations and the identities of the plurality of candidate sensors.

The determining apparatus for a sensor layout scheme provided in this embodiment may be used to implement the technical scheme in any of the above method embodiments, and its implementation principle and technical effect are similar, and are not described herein again.

According to an embodiment of the present application, an electronic device and a readable storage medium are also provided.

Fig. 9 is a block diagram of an electronic device according to a method for determining a sensor layout scheme according to an embodiment of the present application. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit implementations of the present application that are described and/or claimed herein.

As shown in fig. 9, the electronic apparatus includes: one or more processors 701, a memory 702, and interfaces for connecting the various components, including a high-speed interface and a low-speed interface. The various components are interconnected using different buses and may be mounted on a common motherboard or in other manners as desired. The processor may process instructions for execution within the electronic device, including instructions stored in or on the memory to display graphical information of a GUI on an external input/output apparatus (such as a display device coupled to the interface). In other embodiments, multiple processors and/or multiple buses may be used, along with multiple memories and multiple memories, as desired. Also, multiple electronic devices may be connected, with each device providing portions of the necessary operations (e.g., as a server array, a group of blade servers, or a multi-processor system). In fig. 9, one processor 701 is taken as an example.

The memory 702 is a non-transitory computer readable storage medium as provided herein. Wherein the memory stores instructions executable by at least one processor to cause the at least one processor to perform the method of determining a sensor layout scheme provided herein. The non-transitory computer-readable storage medium of the present application stores computer instructions for causing a computer to execute the method of determining a sensor layout scheme provided herein.

The memory 702, which is a non-transitory computer-readable storage medium, may be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as program instructions/modules corresponding to the determination method of the sensor layout scheme in the embodiment of the present application (for example, the acquisition module 801 and the determination module 802 shown in fig. 8). The processor 701 executes various functional applications of the server or the terminal device and data processing, i.e., a determination method of the sensor layout scheme in the above-described method embodiment, by executing the non-transitory software program, instructions, and modules stored in the memory 702.

The memory 702 may include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created by use of the electronic device, and the like. Further, the memory 702 may include high speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid state storage device. In some embodiments, the memory 702 may optionally include memory located remotely from the processor 701, which may be connected to the electronic device via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

The electronic device may further include: an input device 703 and an output device 704. The processor 701, the memory 702, the input device 703 and the output device 704 may be connected by a bus or other means, and fig. 9 illustrates an example of a connection by a bus.

The input device 703 may receive input numeric or character information and generate key signal inputs related to user settings and function control of the electronic apparatus, such as a touch screen, a keypad, a mouse, a track pad, a touch pad, a pointing stick, one or more mouse buttons, a track ball, a joystick, or other input devices. The output devices 704 may include a display device, auxiliary lighting devices (e.g., LEDs), and tactile feedback devices (e.g., vibrating motors), among others. The display device may include, but is not limited to, a Liquid Crystal Display (LCD), a Light Emitting Diode (LED) display, and a plasma display. In some implementations, the display device can be a touch screen.

Various implementations of the systems and techniques described here can be realized in digital electronic circuitry, integrated circuitry, application specific ASICs (application specific integrated circuits), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.

These computer programs (also known as programs, software applications, or code) include machine instructions for a programmable processor, and may be implemented using high-level procedural and/or object-oriented programming languages, and/or assembly/machine languages. As used herein, the terms "machine-readable medium" and "computer-readable medium" refer to any computer program product, apparatus, and/or device (e.g., magnetic discs, optical disks, memory, Programmable Logic Devices (PLDs)) used to provide machine instructions and/or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine-readable signal" refers to any signal used to provide machine instructions and/or data to a programmable processor.

To provide for interaction with a user, the systems and techniques described here can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the computer. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.

The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), Wide Area Networks (WANs), and the Internet.

The computer system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other.

It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present application may be executed in parallel, sequentially, or in different orders, and the present invention is not limited thereto as long as the desired results of the technical solutions disclosed in the present application can be achieved.

The above-described embodiments should not be construed as limiting the scope of the present application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method for determining a sensor placement solution, comprising:

obtaining vehicle type parameters of a vehicle and identifications of a plurality of candidate sensors;

determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifiers of the candidate sensors and the obstacle detection model corresponding to each candidate sensor, wherein the sensor layout scheme comprises the following steps: an identification of a plurality of target sensors and a target mounting location of each of the target sensors on the vehicle, wherein the plurality of target sensors is a subset of the plurality of candidate sensors.

2. The method of claim 1, wherein determining a sensor placement solution based on the model parameters of the vehicle, the identities of the plurality of candidate sensors, and the obstacle detection model corresponding to each of the candidate sensors comprises:

and determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifications of the candidate sensors, the obstacle detection model corresponding to each candidate sensor and the geometric models of the plurality of obstacles, wherein the obstacle detection result corresponding to the sensor layout scheme meets a preset condition.

3. The method of claim 2, wherein the model parameters of the vehicle comprise a three-dimensional model of the vehicle; determining a sensor layout scheme according to the vehicle type parameters of the vehicle, the identifiers of the candidate sensors, the obstacle detection model corresponding to each candidate sensor, and the geometric models of the plurality of obstacles, wherein the determining the sensor layout scheme comprises the following steps:

determining a first layout plan based on the three-dimensional model of the vehicle and the identifications of the candidate sensors, the first layout plan including identifications of temporary sensors and temporary installation locations of the temporary sensors on the vehicle, the temporary sensors being a subset of the candidate sensors;

determining an obstacle detection result corresponding to the first layout scheme according to the three-dimensional model of the vehicle, the obstacle detection model corresponding to each temporary sensor in the first layout scheme and geometric models of a plurality of obstacles;

judging whether the obstacle detection result corresponding to the first layout scheme meets a preset condition or not;

if so, taking the first layout scheme as the sensor layout scheme;

if not, adjusting the first layout scheme according to the obstacle detection result corresponding to the first layout scheme and the three-dimensional model of the vehicle until the obstacle detection result corresponding to the adjusted layout scheme meets the preset condition.

4. The method of claim 3, wherein determining the obstacle detection result for the first layout solution based on the three-dimensional model of the vehicle, the obstacle detection model for each temporary sensor in the first layout solution, and the geometric models of the plurality of obstacles comprises:

acquiring an effective detection range corresponding to each temporary sensor according to an obstacle detection model corresponding to each temporary sensor and the three-dimensional model of the vehicle, and acquiring an effective detection range corresponding to each type of sensor in the first layout scheme according to the effective detection range corresponding to each temporary sensor and the type of each temporary sensor;

for each obstacle in the plurality of obstacles, acquiring a detection result corresponding to the obstacle according to the geometric model of the obstacle and the effective detection range corresponding to each type of sensor in the first layout scheme;

and determining the obstacle detection result corresponding to the first layout scheme according to the detection result corresponding to each obstacle.

5. The method according to claim 4, wherein the obtaining the detection result corresponding to the obstacle according to the geometric model of the obstacle and the effective detection range corresponding to each type of sensor in the first layout scheme comprises:

respectively determining the detection result of each type of sensor in the first layout scheme on the obstacle under the condition that the obstacle is at different positions according to the geometric model of the obstacle, the installation position of each type of sensor in the first layout scheme and the effective detection range;

and fusing the detection results of the obstacles by the various types of sensors in the first layout scheme to obtain the detection results corresponding to the obstacles.

6. The method according to claim 5, wherein the determining the detection result of each type of sensor in the first layout scheme on the obstacle in the case that the obstacle is at a different position according to the geometric model of the obstacle, the installation position of each type of sensor in the first layout scheme and the effective detection range comprises:

determining a plurality of position points of the obstacle within a preset range, wherein the preset range takes a central point of the vehicle as a center;

when the obstacle is located at each position point, respectively determining the number of obstacle detection points and the obstacle detection area, which are obtained by detecting the obstacle by each type of sensor, according to the geometric model of the obstacle, and the installation position and the effective detection range of each type of sensor in the first layout scheme;

if the number of the obstacle detection points is larger than or equal to a first judgment threshold value, and the ratio of the obstacle detection area to the area of the obstacle is larger than or equal to a second judgment threshold value, determining that the detection result of the sensor of the type on the obstacle is detected; and if the number of the obstacle detection points is smaller than the first judgment threshold value, or the ratio of the obstacle detection area to the area of the obstacle is smaller than the second judgment threshold value, determining that the detection result of the sensor of the type on the obstacle is not detected.

7. The method of claim 6, wherein the detection result corresponding to the obstacle is used to indicate which types of sensors the obstacle is detected by at different location points.

8. The method according to claim 4, wherein the obtaining of the effective detection range corresponding to each temporary sensor according to the obstacle detection model corresponding to each temporary sensor and the three-dimensional model of the vehicle comprises:

aiming at each temporary sensor, determining an actual detection range corresponding to the temporary sensor according to the obstacle detection model corresponding to the temporary sensor;

determining a shielding detection range corresponding to the temporary sensor according to the obstacle detection model corresponding to the temporary sensor and the three-dimensional model of the vehicle;

and determining the effective detection range of the temporary sensor according to the actual detection range and the shielding detection range.

9. The method of claim 3, wherein determining a first placement solution based on the three-dimensional model of the vehicle and the identification of the plurality of candidate sensors comprises:

determining a plurality of candidate positions of an installable sensor corresponding to the vehicle according to the three-dimensional model of the vehicle;

determining a first placement solution based on the plurality of candidate locations and the identities of the plurality of candidate sensors.

10. An apparatus for determining a sensor placement solution, comprising:

11. An electronic device, comprising:

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein,

the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of any one of claims 1 to 9.

12. A non-transitory computer readable storage medium storing computer instructions for causing a computer to perform the method of any one of claims 1 to 9.