CN111191976B

CN111191976B - Dynamic path planning method and device

Info

Publication number: CN111191976B
Application number: CN201911199860.1A
Authority: CN
Inventors: 王玉猛; 张亮亮; 李柏; 郑杰
Original assignee: Beijing Jingdong Qianshi Technology Co Ltd
Current assignee: Beijing Jingdong Qianshi Technology Co Ltd
Priority date: 2019-11-29
Filing date: 2019-11-29
Publication date: 2023-06-27
Anticipated expiration: 2039-11-29
Also published as: CN111191976A

Abstract

The invention discloses a dynamic path planning method and a dynamic path planning device, and relates to the technical field of logistics. Wherein the method comprises the following steps: determining the longitudinal movement distance of the vehicle according to the current position information of the vehicle and the position information of the vehicle at the last path planning; moving the first scattering point area forwards according to the longitudinal moving distance of the vehicle so as to obtain a second scattering point area; under the condition that the longitudinal moving distance of the vehicle is larger than the line spacing of sampling points, determining sampling points needing to be supplemented in front of a first scattering point area and sampling points needing to be deleted in back of a second scattering point area, and updating a sampling point set corresponding to the last path planning according to the sampling points needing to be supplemented and the sampling points needing to be deleted; and carrying out dynamic path planning according to the updated sampling point set. Through the steps, the dynamically planned path can be kept stable, and the calculated amount in the dynamic path planning is reduced.

Description

Dynamic path planning method and device

Technical Field

The invention relates to the technical field of logistics, in particular to a dynamic path planning method and device.

Background

Unmanned delivery car technique is the research hotspot in current logistics technical field. In unmanned delivery vehicles, the decision module is an important module. The decision module is similar to the brain of a driver and is a key for deciding the automatic and safe running of the unmanned delivery vehicle. Path decision (or "path planning") is an important component in decision blocks. Dynamic planning is a typical method available for path planning. In path planning based on a dynamic planning method (which may be simply referred to as "dynamic path planning"), acquisition of sampling points is an indispensable step therein.

At present, when dynamic path planning is performed, a mode of dynamically acquiring sampling points is mainly adopted to discretize continuous space. The dynamic sampling point acquisition mode means that along with the movement of the vehicle, all sampling points need to be acquired again according to the current position of the vehicle every time a path decision is made.

In the process of implementing the present invention, the inventor finds that at least the following problems exist in the prior art: the adoption of the mode of dynamically acquiring the sampling points can enable the finally planned path to shake along with the movement of the vehicle and the change of the surrounding environment, and the calculation amount in the dynamic path planning is increased because all the sampling points are acquired again when the path planning is carried out each time.

Disclosure of Invention

In view of the above, the present invention provides a dynamic path planning method and apparatus, which can keep a path planned dynamically stable and reduce the amount of calculation in dynamic path planning.

To achieve the above object, according to one aspect of the present invention, there is provided a dynamic path planning method.

The dynamic path planning method of the invention comprises the following steps: determining the longitudinal movement distance of the vehicle according to the current position information of the vehicle and the position information of the vehicle during the last path planning; moving the first scattering point area forwards according to the longitudinal moving distance of the vehicle so as to obtain a second scattering point area; the first scattering point area is a scattering point area corresponding to the last path planning, and the second scattering point area is a scattering point area corresponding to the last path planning; under the condition that the longitudinal moving distance of the vehicle is larger than the line spacing of sampling points, determining sampling points needing to be supplemented in front of a first scattering point area and sampling points needing to be deleted in back of a second scattering point area, and updating a sampling point set corresponding to the last path planning according to the sampling points needing to be supplemented and the sampling points needing to be deleted; and carrying out dynamic path planning according to the updated sampling point set.

Optionally, the step of determining the sampling points to be replenished in front of the first scattering point area and the sampling points to be deleted in back of the second scattering point area includes: taking the part of the second scattering point area, which is not overlapped with the first scattering point area, as a first area range, and taking the part of the first scattering point area, which is not overlapped with the second scattering point area, as a second area range; scattering points in the first area range according to the row spacing and the column spacing of the sampling points so as to generate sampling points needing to be supplemented; and taking the sampling points in the second area range in the sampling point set as sampling points to be deleted.

Optionally, the first scattering point area and the second scattering point area are rectangular with the same size.

Optionally, the method further comprises: when path planning is carried out for the first time, constructing a rectangular area containing the vehicles, and taking the rectangular area containing the vehicles as a scattering point area; and in the scattering point area, scattering points are respectively carried out forward and backward according to the row spacing and the column spacing of the sampling points by taking the position of the vehicle when the path planning is carried out for the first time as a reference, so as to obtain a sampling point set corresponding to the path planning for the first time.

Optionally, the step of constructing a rectangular area including the vehicle includes: taking the position of the vehicle when the path planning is performed for the first time as a reference, selecting a first preset length forwards, selecting a second preset length backwards, selecting a first preset width leftwards, and selecting a second preset width rightwards so as to obtain a rectangular area containing the vehicle; the first preset length and the second preset length are both larger than the row spacing of sampling points, and the first preset width and the second preset width are both larger than the column spacing of sampling points.

To achieve the above object, according to another aspect of the present invention, there is provided a dynamic path planning apparatus.

The dynamic path planning device of the present invention includes: the determining module is used for determining the longitudinal movement distance of the vehicle according to the current position information of the vehicle and the position information of the vehicle at the time of the last path planning; the construction module is used for moving the first scattering point area forwards according to the longitudinal moving distance of the vehicle so as to obtain a second scattering point area; the first scattering point area is a scattering point area corresponding to the last path planning, and the second scattering point area is a scattering point area corresponding to the last path planning; the updating module is used for determining sampling points needing to be supplemented in front of the first scattering point area and sampling points needing to be deleted in back of the second scattering point area under the condition that the longitudinal moving distance of the vehicle is larger than the line spacing of the sampling points, and updating the sampling point set corresponding to the last path planning according to the sampling points needing to be supplemented and the sampling points needing to be deleted; and the planning module is used for carrying out dynamic path planning according to the updated sampling point set.

Optionally, the updating module determining the sampling point to be replenished in front of the first scattering point area and the sampling point to be deleted in back of the second scattering point area includes: the updating module takes the part, which is not overlapped with the first scattering point area, of the second scattering point area as a first area range, and takes the part, which is not overlapped with the second scattering point area, of the first scattering point area as a second area range; the updating module performs point scattering in the first area range according to the row spacing and the column spacing of the sampling points so as to generate sampling points needing to be supplemented; and the updating module takes the sampling points in the second area range in the sampling point set as sampling points to be deleted.

To achieve the above object, according to still another aspect of the present invention, there is provided an electronic apparatus.

The electronic device of the present invention includes: one or more processors; and a storage means for storing one or more programs; the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the dynamic path planning method of the present invention.

To achieve the above object, according to still another aspect of the present invention, a computer-readable medium is provided.

The computer readable medium of the present invention has stored thereon a computer program which when executed by a processor implements the dynamic path planning method of the present invention.

One embodiment of the above invention has the following advantages or benefits: determining the longitudinal movement distance of the vehicle according to the current position information of the vehicle and the position information of the vehicle at the time of the last path planning; moving the first scattering point area forwards according to the longitudinal moving distance of the vehicle so as to obtain a second scattering point area; and under the condition that the longitudinal moving distance of the vehicle is larger than the line spacing of the sampling points, determining the sampling points which need to be supplemented in front of the first scattering point area and the sampling points which need to be deleted behind the second scattering point area, updating a sampling point set corresponding to the last path planning according to the sampling points which need to be supplemented and the sampling points which need to be deleted, and carrying out the steps of dynamic path planning according to the updated sampling point set, so that the dynamically planned path can be kept stable, and the calculated amount in the dynamic path planning is reduced.

Further effects of the above-described non-conventional alternatives are described below in connection with the embodiments.

Drawings

The drawings are included to provide a better understanding of the invention and are not to be construed as unduly limiting the invention. Wherein:

fig. 1 is a schematic flow chart of a dynamic path planning method according to a first embodiment of the present invention;

FIG. 2 is a schematic flow chart of a dynamic path planning method according to a second embodiment of the present invention;

FIG. 3 is an exemplary schematic view of a scattering dot area according to a second embodiment of the present invention;

FIG. 4 is a schematic flow chart of a first process of constructing a sampling point set when dynamic programming is performed in a second embodiment of the present invention;

FIG. 5 is a schematic diagram showing a comparison of a conventional dynamic scattering point with a static scattering point according to a second embodiment of the present invention;

FIG. 6 is a schematic diagram of the main modules of a dynamic programming device in accordance with a third embodiment of the present invention;

FIG. 7 is a diagram of an exemplary system architecture in which embodiments of the present invention may be applied;

FIG. 8 is another exemplary system architecture diagram in which embodiments of the present invention may be applied;

fig. 9 is a schematic diagram of a computer system suitable for use in implementing an embodiment of the invention.

Detailed Description

Exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, in which various details of the embodiments of the present invention are included to facilitate understanding, and are to be considered merely exemplary. 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 invention. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.

It is noted that embodiments of the invention and features of the embodiments may be combined with each other without conflict.

In the process of dynamic path planning, the inventor of the present invention finds that the existing dynamic point scattering mode has the following defects: the finally planned path is dithered along with the movement of the vehicle and the change of the surrounding environment, and as all sampling points are re-acquired each time the path planning is carried out, the calculated amount in the dynamic path planning is increased. After careful study, the inventors of the present invention found that: the dynamic scattering points have two reasons for jitter of the path, namely, the dynamic scattering points need to determine scattering point areas again according to the vehicle positions every time, so that the abscissa of each layer of sampling points is continuously changed; secondly, the first layer of sampling points in the dynamic point scattering process are sampling points, specifically the current position points of the vehicle, and the rest other layers are obtained by accumulating according to the positions of the vehicle. For both reasons, dynamic scattering can cause the final path to shake during vehicle travel.

In order to overcome the defects of the existing dynamic path planning, the invention provides a static scattering point mode and a new dynamic path planning scheme based on the static scattering point mode. Before describing the technical scheme of the invention in detail, a part of technical terms related to the invention will be described first.

Dynamic programming: dynamic planning is a branch of operations research and is a mathematical method for solving the optimization of decision-making processes. The basic idea is to decompose the problem to be solved into a number of sub-problems, solve the sub-problems first, and then obtain the solution of the original problem from the solutions of the sub-problems.

frenet coordinate system: is a coordinate system that can represent road locations in a more intuitive manner than a conventional cartesian coordinate system. The frenet coordinate system uses the center line of the road as a reference line, and establishes a coordinate system with the tangential vector of the reference line as an S-axis and the normal vector of the reference line as an L-axis. The coordinate axis S and the coordinate axis L are perpendicular to each other. When describing the vehicle position in the frenet coordinate system, the ordinate (or longitudinal distance) is generally denoted by s, and the abscissa (or lateral offset) is denoted by l.

The new dynamic path planning scheme provided by the invention is described in detail below with reference to fig. 1 to 9.

Fig. 1 is a schematic flow chart of a dynamic path planning method according to a first embodiment of the present invention. As shown in fig. 1, the dynamic path planning method according to the embodiment of the present invention includes:

step S101, determining the longitudinal moving distance of the vehicle according to the current position information of the vehicle and the position information of the vehicle at the last path planning.

Further, before step S101, the positioning module may collect current position information of the vehicle, that is, position information of the vehicle during the path planning. In particular embodiments, the coordinates of the center point of the rear axle of the vehicle may be used to characterize the location information of the vehicle. In addition, other coordinate points on the vehicle may be used to characterize the vehicle's location information without affecting the practice of the present invention.

Wherein the position information of the vehicle may include: the ordinate and abscissa of the vehicle. In step S101, the ordinate of the vehicle at the time of the path planning may be subtracted from the ordinate of the vehicle at the time of the last path planning to obtain the longitudinal movement distance of the vehicle. In practice, dynamic path planning can be performed under a frenet coordinate system. In addition, the dynamic path planning can be performed under other coordinate systems, such as a Cartesian coordinate system, without affecting the implementation of the present invention.

Step S102, the first scattering point area is moved forwards according to the longitudinal moving distance of the vehicle, so that the second scattering point area is obtained.

The first scattering point area is a scattering point area corresponding to the last path planning, and the second scattering point area is a scattering point area corresponding to the last path planning. In this step, the longitudinal movement distance of the vehicle may be taken as the longitudinal movement distance of the first scattering point region, and thus the second scattering point region may be obtained. For example, assuming that the longitudinal movement distance of the vehicle is 2 meters, the first scattering point area is moved forward by 2 meters, thereby obtaining the second scattering point area.

Step S103, when the longitudinal moving distance of the vehicle is larger than the line spacing of the sampling points, the sampling points which need to be supplemented in front of the first scattering point area and the sampling points which need to be deleted in back of the second scattering point area are determined.

The line spacing of the sampling points is the spacing between two adjacent lines of sampling points when the sampling points are scattered. In practice, the longitudinal movement distance of the vehicle may be compared with the sampling point row spacing prior to step S103. When the longitudinal moving distance of the vehicle is greater than the line spacing of the sampling points, it is confirmed that the sampling point set corresponding to the previous path planning needs to be updated, and then the updating can be performed through step S103 and step S104.

And step S104, updating the sampling point set corresponding to the last path planning according to the sampling points to be supplemented and the sampling points to be deleted.

The sampling point set corresponding to the previous path planning can be stored by adopting an array or other data structures. In this step, the sampling points to be replenished determined in step S103 may be added to the sampling point set, and the sampling points to be deleted determined in step S103 may be deleted from the sampling point set, so as to obtain an updated sampling point set.

Step 105, performing the dynamic path planning according to the updated sampling point set.

After the updated sampling point set is obtained, the dynamic path planning can be performed accordingly. Specifically, for each point of each layer in the updated sampling point set, the corresponding cost may be calculated according to a cost function defined in advance, and the steps are iterated layer by layer until the last layer to select the point with the minimum cost in the last layer, and backtracking is performed to find the path with the minimum cost. In addition, after obtaining the path with the minimum cost, a bypass decision of the obstacle, such as left bypass or right bypass, can be determined according to the position of the obstacle relative to the planned path.

In the embodiment of the invention, the dynamic path planning scheme based on the static scattering point mode is realized through the steps. Compared with a dynamic path planning scheme based on a dynamic point scattering mode, the method disclosed by the invention has the advantages that the original point scattering area (particularly the first point scattering area) is moved forwards to obtain a new point scattering area (particularly the second point scattering area), and the original sampling point set is updated in a mode of supplementing the sampling points in front of the first point scattering area and deleting the sampling points behind the second point scattering area to obtain a sampling point set required by the path planning, so that the dynamically planned path can be kept stable, and the calculated amount in the dynamic path planning can be reduced.

Fig. 2 is a schematic flow chart of a dynamic path planning method according to a second embodiment of the present invention. As shown in fig. 2, the dynamic path planning method according to the embodiment of the present invention includes:

step S201, acquiring current position information of the vehicle.

In this step, the current position information of the vehicle, i.e. the position information of the vehicle at the time of the path planning, can be acquired by the positioning module. In particular embodiments, the coordinates of the center point of the rear axle of the vehicle may be used to characterize the location information of the vehicle. In addition, other coordinate points on the vehicle may be used to characterize the vehicle's location information without affecting the practice of the present invention.

In practice, the vehicle location information may be represented under the frenet coordinate system and the dynamic path planning may be performed. In addition, the position information of the vehicle can be represented under other coordinate systems and the mobile path planning can be performed, such as a Cartesian coordinate system, without affecting the implementation of the present invention.

Step S202, determining the longitudinal moving distance of the vehicle according to the current position information of the vehicle and the position information of the vehicle at the last path planning.

Wherein the position information of the vehicle may include: the ordinate and abscissa of the vehicle. Illustratively, in step S202, the ordinate of the vehicle at the time of the path planning may be subtracted from the ordinate of the vehicle at the time of the last path planning to obtain the longitudinal movement distance of the vehicle.

Step S203, the first scattering point area is moved forwards according to the longitudinal moving distance of the vehicle, so as to obtain a second scattering point area.

In an alternative example, the first scattering point area and the second scattering point area are rectangular with the same size. For example, the spreading point area is rectangular with a length of 20 meters and a width of 5 meters. In addition, in the implementation, the shape of the scattering point area can be flexibly selected according to the road topology structure, and is not limited to a rectangle.

Step S204, judging whether the longitudinal moving distance of the vehicle is larger than the line spacing of the sampling points. If the determination result is yes, step S205 to step S208 are performed; if the determination result is negative, step S209 is executed.

The line spacing of the sampling points is the spacing between two adjacent lines of sampling points when the sampling points are scattered. In the implementation, different parameters such as row spacing and column spacing of sampling points can be set according to different driving scenes.

In the embodiment of the invention, when the longitudinal moving distance of the vehicle is judged to be greater than the line spacing of the sampling points, the sampling point set corresponding to the last path planning is confirmed to be updated, and then the updating can be carried out through steps S205 to S208; when the longitudinal moving distance of the vehicle is judged to be smaller than or equal to the line spacing of the sampling points, the fact that the sampling point set corresponding to the last path planning is not required to be updated is confirmed, and then the sampling point set corresponding to the last path planning can be directly used as the sampling point set corresponding to the path planning.

In step S205, a portion of the second scattering point region that does not overlap the first scattering point region is defined as a first region range, and a portion of the first scattering point region that does not overlap the second scattering point region is defined as a second region range.

And S206, scattering points in the first area range according to the row spacing and the column spacing of the sampling points so as to generate sampling points which need to be supplemented.

In one example, a top-most sampling point set in the first scattering point area may be used as a reference, and a new layer of sampling points may be set at a position within the first area, which is one sampling point row-to-row distance from the top-most sampling point. And when setting new sampling points of the layer, setting a sampling point at every other sampling point column interval.

And step S207, taking the sampling points in the second area range in the sampling point set corresponding to the previous path planning as the sampling points to be deleted.

The sampling point set corresponding to the previous path planning can be stored by adopting an array or other data structures. In the step, whether the sampling points in the sampling point set are located in the second area range or not can be judged, and if yes, the sampling points can be used as sampling points to be deleted; if not, the method can continue to judge whether the next sampling point is positioned in the second area range or not until all the sampling points are traversed.

And step S208, updating the sampling point set corresponding to the last path planning according to the sampling points to be supplemented and the sampling points to be deleted so as to obtain the sampling point set corresponding to the path planning. After step S208, step S210 may be performed.

In this step, the sampling point to be complemented determined in step S206 may be added to the sampling point set corresponding to the previous path plan, and the sampling point to be deleted determined in step S207 may be deleted from the sampling point set corresponding to the previous path plan, so as to obtain an updated sampling point set. For example, assuming that 5 sampling points, specifically, sampling points A1 to A5, are needed to be supplemented, and assuming that 5 sampling points, specifically, sampling points B1 to B5, are needed to be deleted, the sampling points A1 to A5 may be added to a sampling point set B corresponding to the previous path planning, and the sampling points B1 to B5 may be deleted from the sampling point set B, so as to obtain an updated sampling point set, that is, a sampling point set corresponding to the current path planning.

Step S209, taking the sampling point set corresponding to the previous path planning as the sampling point set corresponding to the current path planning. After step S209, step S210 may be performed.

Step S210, carrying out the dynamic path planning according to the sampling point set corresponding to the path planning.

Specifically, in this step, for each point of each layer in the sampling point set corresponding to the path planning, the corresponding cost can be calculated according to a cost function defined in advance, and the steps are iterated layer by layer until the last layer to select the point with the minimum cost in the last layer, and backtracking is performed to find the path with the minimum cost. In addition, after obtaining the path with the minimum cost, a bypass decision of the obstacle, such as left bypass or right bypass, can be determined according to the position of the obstacle relative to the planned path.

In the embodiment of the invention, the problem that the finally planned path is dithered along with the movement of the vehicle and the change of the surrounding environment in the existing dynamic point scattering mode is well solved by the steps, and the dynamically planned path can be kept stable; moreover, since it is not necessary to reacquire all the sampling points each time, the amount of calculation in dynamic path planning can be reduced.

Fig. 3 is an exemplary schematic view of a scattering point area according to a second embodiment of the present invention. As shown in fig. 3, the shape of the scattering point area may be rectangular when dynamic path planning is performed. The first scattering point area 301 is used for representing a scattering point area corresponding to the previous path planning, and the second scattering point area 302 is used for representing a scattering point area corresponding to the current path planning.

In the embodiment of the invention, a rectangular scattering point area needs to be constructed by taking the position of the vehicle as a datum point when the path planning is performed for the first time, and then the second scattering point area 302 is obtained only by directly moving the first scattering point area 301 forwards when the path planning is performed, so that the scattering point area can be ensured to move forwards smoothly along with the movement of the vehicle, and the problem that the final path shakes in the vehicle travelling process due to dynamic scattering points is solved. In addition, when the path planning is performed at this time, only the part (i.e., the first area range) of the second scattering point area 302, which is not overlapped with the first scattering point area 301, needs to be supplemented with new sampling points, and the sampling points of the original sampling point set, which are positioned at the part (i.e., the second area range) of the first scattering point area, which is not overlapped with the second scattering point area, are deleted, so that the updating of the sampling point set can be realized, without acquiring all the sampling points again, thereby reducing the calculation amount of the dynamic path planning and improving the processing efficiency of the dynamic path planning.

Fig. 4 is a schematic flow chart of a process for constructing a sampling point set when dynamic programming is performed for the first time in the second embodiment of the present invention. As shown in fig. 4, the process of constructing the sampling point set when dynamic programming is performed for the first time in the embodiment of the present invention includes:

Step S401, obtaining position information of the vehicle when the vehicle performs path planning for the first time.

In this step, the location information of the vehicle when the path planning is performed for the first time may be collected by the positioning module. Wherein the position information of the vehicle may include: the ordinate and abscissa of the vehicle. In particular embodiments, the coordinates of the center point of the rear axle of the vehicle may be used to characterize the location information of the vehicle. In addition, other coordinate points on the vehicle may be used to characterize the vehicle's location information without affecting the practice of the present invention.

And step S402, constructing a rectangular area containing the vehicle according to the position information of the vehicle when the path planning is performed for the first time, and taking the rectangular area containing the vehicle as a scattering point area.

In an optional example, the position of the vehicle when the path planning is performed for the first time may be used as a reference, a first preset length is selected forward, a second preset length is selected backward, a first preset width is selected left, and a second preset width is selected right, so as to obtain a rectangular area including the vehicle; the first preset length and the second preset length are both larger than the row spacing of sampling points, and the first preset width and the second preset width are both larger than the column spacing of sampling points. For example, a rectangular area can be constructed by selecting 15 meters forward, 5 meters backward, 3 meters left and 3 meters right based on the vehicle position point. In specific implementation, the shape of the scattering point area can be flexibly selected according to the road topology structure, and is not limited to a rectangle. In addition, the size of the scattering point area can be flexibly set according to requirements.

And S403, scattering points in the scattering point area according to the line spacing and the column spacing of the sampling points respectively in the forward direction and the backward direction by taking the position of the vehicle when the path planning is performed for the first time as a reference, so as to obtain a sampling point set corresponding to the path planning for the first time.

In the scattering point area, the layer where the vehicle position points are located may be a first layer, other layers may be constructed with preset sampling point row spacing forward and backward respectively, and scattering points may be performed on each layer with preset sampling point column spacing, so as to obtain coordinates of all sampling points, and the coordinates are used as a sampling point set corresponding to the path planning performed for the first time.

The row spacing and the column spacing of the sampling points can be flexibly set according to requirements. For example, the sampling point row pitch may be set to 2 meters and the sampling point column pitch may be set to 0.3 meters. In the implementation, according to different driving scenes, different line spacing and column spacing of sampling points, length and width of a scattering point area and the like can be set. For example, when the vehicle speed is high, the first preset length may be set to be larger; when the barriers are more, the row spacing and the column spacing of the sampling points can be set smaller.

In the embodiment of the invention, the process of constructing the sampling point set when dynamic planning is performed for the first time is realized through the steps. The existing dynamic point scattering mode is to set sampling points only in front of a vehicle, and the possible occurrence is possible; in the static point scattering mode, the sampling points are arranged in front of the vehicle and in the rear of the vehicle, so that the vehicle can be ensured to walk on the scattered sampling points all the time, and the dynamic path planning effect is improved.

FIG. 5 is a schematic diagram showing a comparison of a conventional dynamic scattering point with a static scattering point according to a second embodiment of the present invention. As shown in fig. 5, in the dynamic point spreading mode, a point spreading area is determined again according to the vehicle position every time a path is planned, and all sampling points are obtained again in the determined point spreading area, so that the positions of the sampling points are not fixed, and further, the planned path has a jitter problem and an excessive calculation amount problem; in the static point scattering mode provided by the invention, the second point scattering area is obtained by moving the first point scattering area forwards, and the sampling point set corresponding to the path planning at the time can be obtained by only carrying out updating operation (for example, as shown in fig. 5, supplementing the first row of sampling points and deleting the last row of sampling points) on the sampling point set corresponding to the path planning at the time, so that the positions of the sampling points are fixed, the planned path can be kept stable, and the calculated amount in the dynamic path planning can be reduced because all the sampling points do not need to be acquired again each time.

Fig. 6 is a schematic diagram of main modules of a dynamic programming device according to a third embodiment of the present invention. As shown in fig. 6, a dynamic programming apparatus 600 according to an embodiment of the present invention includes: a determination module 601, a construction module 602, an update module 603, and a planning module 604.

The determining module 601 is configured to determine a longitudinal movement distance of the vehicle according to current location information of the vehicle and location information of the vehicle at the time of last path planning.

For example, the location information of the vehicle may include: the ordinate and abscissa of the vehicle. In this example, the determination module 601 may calculate the longitudinal movement distance of the vehicle from the ordinate of the vehicle at this time of path planning and the ordinate of the vehicle at the time of the last path planning.

Further, when the dynamic path planning is performed, the current position information of the vehicle, namely the position information of the vehicle during the path planning, can be collected through the positioning module. In particular embodiments, the coordinates of the center point of the rear axle of the vehicle may be used to characterize the location information of the vehicle. In addition, other coordinate points on the vehicle may be used to characterize the vehicle's location information without affecting the practice of the present invention.

A construction module 602 is configured to move the first scattering point area forward according to the longitudinal movement distance of the vehicle to obtain the second scattering point area. The first scattering point area is a scattering point area corresponding to the last path planning, and the second scattering point area is a scattering point area corresponding to the last path planning.

For example, the build module 602 may take the longitudinal movement distance of the vehicle as the longitudinal movement distance of the first spot area, thereby obtaining the second spot area. For example, assuming that the longitudinal movement distance of the vehicle is 2 meters, the first scattering point area is moved forward by 2 meters, thereby obtaining the second scattering point area.

The first scattering point area and the second scattering point area are rectangular with the same size. For example, the spreading point area is rectangular with a length of 20 meters and a width of 5 meters. In addition, in the implementation, the shape of the scattering point area can be flexibly selected according to the road topology structure, and is not limited to a rectangle.

And the updating module 603 is configured to determine a sampling point to be supplemented in front of the first scattering point area and a sampling point to be deleted in back of the second scattering point area when the longitudinal moving distance of the vehicle is greater than the line spacing of the sampling points, and update a sampling point set corresponding to the last path planning according to the sampling point to be supplemented and the sampling point to be deleted.

In an alternative example, the updating module 603 determines that a sample point needs to be replenished before the first scattering point area and a sample point needs to be deleted after the second scattering point area includes: the updating module 603 takes a part, which is not overlapped with the first scattering point area, of the second scattering point area as a first area range, and takes a part, which is not overlapped with the second scattering point area, of the first scattering point area as a second area range; the updating module 603 performs point scattering within the first area according to the row spacing and the column spacing of the sampling points to generate sampling points to be supplemented; the updating module 603 takes the sampling points in the second area range in the sampling point set as sampling points to be deleted.

Further, in the above alternative example, after determining the sampling point to be supplemented and the sampling point to be deleted, the updating module 603 may add the sampling point to be supplemented to the sampling point set corresponding to the previous path planning, and delete the sampling point to be deleted from the sampling point set corresponding to the previous path planning, so as to obtain an updated sampling point set. For example, assuming that 5 sampling points, specifically, sampling points A1 to A5, are needed to be supplemented, and assuming that 5 sampling points, specifically, sampling points B1 to B5, are needed to be deleted, the sampling points A1 to A5 may be added to a sampling point set B corresponding to the previous path planning, and the sampling points B1 to B5 may be deleted from the sampling point set B, so as to obtain an updated sampling point set, that is, a sampling point set corresponding to the current path planning.

Further, the updating module 603 may be further configured to use the set of sampling points corresponding to the previous path plan as the set of sampling points corresponding to the current path plan when the longitudinal moving distance of the vehicle is less than or equal to the line spacing of the sampling points.

And the planning module 604 is configured to perform the dynamic path planning according to the set of sampling points corresponding to the path planning.

Illustratively, the planning module 604 performs the dynamic path planning according to the set of sampling points corresponding to the path planning, which may include: for each point of each layer in the sampling point set corresponding to the path planning, corresponding cost can be calculated according to a cost function defined in advance, the layer by layer recursion is performed until the last layer to select the point with the minimum cost in the last layer, and backtracking is performed to find out the path with the minimum cost. Additionally, after obtaining the least costly path, planning module 604 may also determine a detour decision for the obstacle, such as a left detour or a right detour, based on the location of the obstacle relative to the planned path.

According to the embodiment of the invention, the problem that the finally planned path is dithered along with the movement of the vehicle and the change of the surrounding environment in the existing dynamic point scattering mode is well solved by the device, and the dynamically planned path can be kept stable; moreover, since it is not necessary to reacquire all the sampling points each time, the amount of calculation in dynamic path planning can be reduced.

FIG. 7 is an exemplary system architecture diagram in which embodiments of the present invention may be applied. As shown in fig. 7, an embodiment of the present invention provides an unmanned delivery vehicle 700, and a dynamic path planning device 701 is disposed on the unmanned delivery vehicle 700. The unmanned aerial vehicle 700 may be provided with other modules such as a positioning module in addition to the dynamic route planning device 701.

When the dynamic path planning is performed, the current position information of the vehicle can be acquired through a positioning module arranged on the unmanned distribution vehicle, and then the dynamic path planning can be performed through the dynamic path planning device 701. Specifically, the dynamic path planning apparatus 701 may be configured to perform the following: determining the longitudinal movement distance of the vehicle according to the current position information of the vehicle and the position information of the vehicle during the last path planning; moving the first scattering point area forwards according to the longitudinal moving distance of the vehicle so as to obtain a second scattering point area; the first scattering point area is a scattering point area corresponding to the last path planning, and the second scattering point area is a scattering point area corresponding to the last path planning; under the condition that the longitudinal moving distance of the vehicle is larger than the line spacing of sampling points, determining sampling points needing to be supplemented in front of a first scattering point area and sampling points needing to be deleted in back of a second scattering point area, and updating a sampling point set corresponding to the last path planning according to the sampling points needing to be supplemented and the sampling points needing to be deleted; and carrying out dynamic path planning according to the updated sampling point set.

Fig. 8 illustrates an exemplary system architecture 800 to which the dynamic path planning method or dynamic path planning apparatus of embodiments of the present invention may be applied.

As shown in fig. 8, a system architecture 800 may include

unmanned distribution vehicles

801, 802, 803, a network 804, and a server 805. The network 804 is a medium used to provide a communication link between the

unmanned distribution vehicles

801, 802, 803 and the server 805. The network 804 may include various connection types, such as wired, wireless communication links, or fiber optic cables, among others.

The

unmanned vehicles

801, 802, 803 interact with a server 805 through a network 804 to receive or send messages, etc.

The unmanned delivery vehicle may be equipped with a positioning module, such as a sensor for detecting the real-time position of the vehicle, a sensor for detecting an obstacle, etc. In addition, the unmanned delivery vehicle can be provided with sensors with other functions, which are not described herein.

The server 805 may be a server that provides various services, for example, a management server that controls and manages the

unmanned delivery vehicles

801, 802, 803. The server 805 may receive a path planning request sent by the unmanned delivery vehicle and feed back the planned path to the unmanned delivery vehicle.

It should be noted that, in the system architecture shown in fig. 8, the dynamic path planning method provided by the present invention may be executed by the server 805, and accordingly, the dynamic path planning apparatus may be disposed in the server 805.

It should be understood that the number of unmanned vehicles, networks, and servers in fig. 8 is merely illustrative. There may be any number of unmanned distribution vehicles, networks, and servers, as desired for implementation.

Referring now to FIG. 9, there is illustrated a schematic diagram of a computer system 900 suitable for use in implementing an electronic device of an embodiment of the present invention. The computer system shown in fig. 9 is merely an example, and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

As shown in fig. 9, the computer system 900 includes a Central Processing Unit (CPU) 901, which can execute various appropriate actions and processes according to a program stored in a Read Only Memory (ROM) 902 or a program loaded from a storage section 908 into a Random Access Memory (RAM) 903. In the RAM 903, various programs and data necessary for the operation of the system 900 are also stored. The CPU 901, ROM 902, and RAM 903 are connected to each other through a bus 904. An input/output (I/O) interface 905 is also connected to the bus 904.

The following components are connected to the I/O interface 905: an input section 906 including a keyboard, a mouse, and the like; an output portion 907 including a display such as a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), and a speaker; a storage portion 908 including a hard disk or the like; and a communication section 909 including a network interface card such as a LAN card, a modem, or the like. The communication section 909 performs communication processing via a network such as the internet. The drive 910 is also connected to the I/O interface 905 as needed. A removable medium 911 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is installed as needed on the drive 910 so that a computer program read out therefrom is installed into the storage section 908 as needed.

In particular, according to embodiments of the present disclosure, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present disclosure include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing the method shown in the flow chart. In such an embodiment, the computer program may be downloaded and installed from the network via the communication portion 909 and/or installed from the removable medium 911. The above-described functions defined in the system of the present invention are performed when the computer program is executed by a Central Processing Unit (CPU) 901.

The computer readable medium shown in the present invention may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present invention, however, the computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with the computer-readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, fiber optic cable, RF, etc., or any suitable combination of the foregoing.

The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams or flowchart illustration, and combinations of blocks in the block diagrams or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

The modules involved in the embodiments of the present invention may be implemented in software or in hardware. The described modules may also be provided in a processor, for example, as: a processor includes a determination module, a build module, an update module, and a planning module. The names of these modules do not constitute a limitation of the module itself in some cases, and the determination module may also be described as "a module that determines a longitudinal movement distance of a vehicle", for example.

As another aspect, the present invention also provides a computer-readable medium that may be contained in the apparatus described in the above embodiments; or may be present alone without being fitted into the device. The computer-readable medium carries one or more programs which, when executed by one of the devices, cause the device to perform the following: determining the longitudinal movement distance of the vehicle according to the current position information of the vehicle and the position information of the vehicle during the last path planning; moving the first scattering point area forwards according to the longitudinal moving distance of the vehicle so as to obtain a second scattering point area; the first scattering point area is a scattering point area corresponding to the last path planning, and the second scattering point area is a scattering point area corresponding to the last path planning; under the condition that the longitudinal moving distance of the vehicle is larger than the line spacing of sampling points, determining sampling points needing to be supplemented in front of a first scattering point area and sampling points needing to be deleted in back of a second scattering point area, and updating a sampling point set corresponding to the last path planning according to the sampling points needing to be supplemented and the sampling points needing to be deleted; and carrying out dynamic path planning according to the updated sampling point set.

The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives can occur depending upon design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.

Claims

1. A method of dynamic path planning, the method comprising:

determining the longitudinal movement distance of the vehicle according to the current position information of the vehicle and the position information of the vehicle during the last path planning;

moving the first scattering point area forwards according to the longitudinal moving distance of the vehicle so as to obtain a second scattering point area; the first scattering point area is a scattering point area corresponding to the last path planning, and the second scattering point area is a scattering point area corresponding to the last path planning;

under the condition that the longitudinal moving distance of the vehicle is larger than the line spacing of sampling points, determining sampling points needing to be supplemented in front of a first scattering point area and sampling points needing to be deleted in back of a second scattering point area, and updating a sampling point set corresponding to the last path planning according to the sampling points needing to be supplemented and the sampling points needing to be deleted; the method comprises the following steps: taking the part of the second scattering point area, which is not overlapped with the first scattering point area, as a first area range, and taking the part of the first scattering point area, which is not overlapped with the second scattering point area, as a second area range; scattering points in the first area range according to the row spacing and the column spacing of the sampling points so as to generate sampling points needing to be supplemented; taking the sampling points in the second area range in the sampling point set as sampling points to be deleted;

And carrying out dynamic path planning according to the updated sampling point set.

2. The method of claim 1, wherein the first and second spot areas are rectangular with the same size.

3. The method according to claim 2, wherein the method further comprises:

when path planning is carried out for the first time, constructing a rectangular area containing the vehicles, and taking the rectangular area containing the vehicles as a scattering point area; and in the scattering point area, scattering points are respectively carried out forward and backward according to the row spacing and the column spacing of the sampling points by taking the position of the vehicle when the path planning is carried out for the first time as a reference, so as to obtain a sampling point set corresponding to the path planning for the first time.

4. A method according to claim 3, wherein the step of constructing a rectangular area containing the vehicle comprises:

taking the position of the vehicle when the path planning is performed for the first time as a reference, selecting a first preset length forwards, selecting a second preset length backwards, selecting a first preset width leftwards, and selecting a second preset width rightwards so as to obtain a rectangular area containing the vehicle; the first preset length and the second preset length are both larger than the row spacing of sampling points, and the first preset width and the second preset width are both larger than the column spacing of sampling points.

5. A dynamic path planning apparatus, the apparatus comprising:

the determining module is used for determining the longitudinal movement distance of the vehicle according to the current position information of the vehicle and the position information of the vehicle at the time of the last path planning;

the construction module is used for moving the first scattering point area forwards according to the longitudinal movement distance of the vehicle so as to obtain a second scattering point area; the first scattering point area is a scattering point area corresponding to the last path planning, and the second scattering point area is a scattering point area corresponding to the last path planning;

the updating module is used for determining sampling points needing to be supplemented in front of the first scattering point area and sampling points needing to be deleted in back of the second scattering point area under the condition that the longitudinal moving distance of the vehicle is larger than the line spacing of the sampling points, and updating the sampling point set corresponding to the last path planning according to the sampling points needing to be supplemented and the sampling points needing to be deleted; the method comprises the following steps: taking the part of the second scattering point area, which is not overlapped with the first scattering point area, as a first area range, and taking the part of the first scattering point area, which is not overlapped with the second scattering point area, as a second area range; the updating module performs point scattering in the first area range according to the row spacing and the column spacing of the sampling points so as to generate sampling points needing to be supplemented; the updating module takes sampling points in the second area range in the sampling point set as sampling points to be deleted;

And the planning module is used for carrying out dynamic path planning according to the updated sampling point set.

6. The apparatus of claim 5, wherein the first and second spot areas are rectangular with the same size.

7. An electronic device, comprising:

one or more processors;

storage means for storing one or more programs,

when executed by the one or more processors, causes the one or more processors to implement the method of any of claims 1 to 4.

8. A computer readable medium on which a computer program is stored, characterized in that the program, when executed by a processor, implements the method according to any one of claims 1 to 4.