CN113492830B

CN113492830B - Vehicle parking path planning method and related equipment

Info

Publication number: CN113492830B
Application number: CN202010269746.8A
Authority: CN
Inventors: 龚胜波; 包晗; 赵培龙; 揭皓翔; 雷国庆
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Technologies Co Ltd
Priority date: 2020-04-08
Filing date: 2020-04-08
Publication date: 2023-01-06
Anticipated expiration: 2040-04-08
Also published as: CN113492830A

Abstract

The embodiment of the application discloses a vehicle parking path planning method and related equipment, which can be particularly applied to the fields of automatic driving and automatic parking in the field of artificial intelligence, and the method can comprise the following steps: receiving a parking request, and responding to the parking request, and planning a first path from the current position to the target parking space of the target vehicle; dividing the first path into n sections of paths according to the steering wheel angle change rate of the target vehicle, and acquiring path information of the n sections of paths; and calculating a function value of an operability metric function of the first path according to the path information, adjusting the first posture of the target vehicle at the current position to a target posture under the condition that the function value is smaller than a preset threshold value, and replanning a parking path based on the target posture. The parking path planning method and device are applied to intelligent automobiles, internet automobiles, new energy automobiles and the like, and can plan the parking path with high parking success rate so as to control the vehicles to park into the parking spaces accurately.

Description

Vehicle parking path planning method and related equipment

Technical Field

The application relates to the technical field of automatic driving, in particular to a vehicle parking path planning method and related equipment.

Background

With the increase of the number of private cars, in daily life, the planning of parking lots is often planned according to the maximum parking number, and when a driver parks a car, the driver of a novice driver often cannot well control the car to accurately park in the parking space due to the excessively narrow parking space.

Most of the existing vehicle models are equipped with the following components: a driving aid of an Automatic Parking Aid (APA) system assists a parking system for planning a parking route, and the system can assist a driver to park and store in a warehouse after the parking route is planned. There is also a parking system that assists the driver in parking by displaying obstacles around the parking space. However, the controllability of the path planned by an Automatic Parking Assist (APA) system is often poor, and the requirements on the initial attitude of parking and the parking space are also high. For example: parking and warehousing can be realized only when the vehicle reaches a specified position and is in a fixed posture at the position; in a narrow space, the feasible region of the vehicle is small due to the narrow space during parking, and when the vehicle is driven according to a parking path, the vehicle cannot be effectively parked to reach a specified position and is in a fixed posture at the position, so that the vehicle cannot be successfully parked and warehoused. Another example is: when the vehicle travels according to the planned parking path, the vehicle needs to rotate the steering wheel quickly and frequently, the operation difficulty is great, the controllability of the vehicle is often poor, and the vehicle cannot be actually controlled to park and store according to the planned path. A parking system that merely displays obstacles around a parking space often fails to park because there is no specific parking route.

Therefore, how to plan a parking path with a high parking success rate to control a vehicle to park in a parking space accurately is an urgent problem to be solved.

Disclosure of Invention

The embodiment of the application provides a vehicle parking path planning method and related equipment, which are used for planning a parking path with a high parking success rate so as to control a vehicle to park in a parking space accurately.

In a first aspect, an embodiment of the present application provides a vehicle parking path planning method, which may include:

receiving a parking request, and responding to the parking request, and planning a first path from a current position to a target parking space for a target vehicle to park; dividing the first path into n paths according to the steering wheel angle change rate of the target vehicle, and acquiring path information of the n paths, wherein the path information comprises the length of each path in the n paths, the rotating speed of the steering wheel of each path, the angle difference of the steering wheel angle between every two adjacent paths, and one or more of the number n of the paths, and n is a positive integer; and calculating a function value of an operability measurement function of the first path according to the path information, adjusting a first posture of the target vehicle at the current position to a target posture under the condition that the function value is smaller than a preset threshold value, and re-planning a parking path based on the target posture, wherein a target included angle corresponding to the target posture is larger than or equal to a first included angle corresponding to the first posture, the target included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the target posture, and the first included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the first posture.

In the path planned in the prior art, controllability is often poor, requirements on the initial parking posture and the parking space are high, parking failure is often caused, and successful parking can be realized only based on the parking experience of a driver. In the embodiment of the present application, after the target vehicle responds to the parking request and plans the first path from the current location to the target parking space, the operability of the first path needs to be determined, and when the first path is inoperable, it indicates that the target vehicle cannot park to the target parking space according to the first path. The operability metric function f (path) can be used to describe whether the first path has no operability, and the operability of the first path is poorer when the operability metric function f (path) is larger, namely, the difficulty of controlling the vehicle during automatic driving is higher. Therefore, for the riding experience and the parking experience of the user, it is required to determine that the operability metric function f (path) of the first path is smaller than the preset threshold value, so as to ensure that the target vehicle smoothly parks when traveling according to the first path. Moreover, when the target vehicle cannot park to the target parking space according to the planned first path, in order to control the target vehicle to park accurately in the target parking space and improve the success rate of parking, the first posture of the target vehicle can be adjusted to the target posture, and the parking path is re-planned again based on the adjusted target posture. Therefore, when the parking path planned on the premise of the initial posture of the vehicle and the current parking space cannot be actually operated, the first posture of the target vehicle can be adjusted until the vehicle is in a posture which is favorable for parking, the parking path is planned again, the success rate of vehicle parking can be greatly improved by planning the parking path for multiple times, and the requirements on the initial posture and the parking space of the parking are low. Moreover, since the included angle between the target vehicle and the target parking space when the target vehicle is in the target posture is not smaller than the included angle between the target vehicle and the target parking space when the target vehicle is in the first posture (for example, the target posture may be orthogonal to the target parking space, that is, the included angle between the target vehicle and the target parking space is 90 degrees), the target vehicle replans the parking path based on the adjusted posture, so that controllability and operability of replanning the path may be increased, and a parking garage may be implemented without a fixed posture when the target vehicle reaches a specified position and is in the specified position, thereby improving a success rate of parking.

In one possible implementation, the planning a first path of the target vehicle from the current location to the target parking space includes: and taking a plurality of the current position of the target vehicle, the first posture of the target vehicle, the position information of the target parking space and the position information of the obstacle as constraint conditions, and obtaining a parking path with the shortest parking distance or the smallest number of gear shifting times as the first path when the target vehicle parks from the current position to the target parking space based on an optimization method. In the embodiment of the application, the parking path is planned in an optimized mode, so that the probability that the target vehicle successfully parks in the target parking space is greatly improved. Meanwhile, through an optimization method (such as a particle swarm algorithm), a parking path with the shortest parking distance or the shortest gear shifting times can be searched from the vast majority of parking paths when the target vehicle parks to the target parking space, so that the efficiency of the target vehicle parking to the target parking space is improved.

In one possible implementation, the operability metric function is:

wherein, w ₁ A weight coefficient, w, corresponding to the length of each path ₂ A weight coefficient, w, corresponding to the rotating speed of the steering wheel in each path ₃ A weight coefficient, w, corresponding to the angular difference of the steering wheel angle between each two adjacent paths ₄ Weights corresponding to the number n of segmentsCoefficient of theta _s，i For the steering wheel angle, theta, corresponding to the starting point of each path segment _e，i Steering wheel angle, l, for the end point of each path _i For the length of each path, l _min For the minimum distance that the target vehicle can move, χ (-) is defined as

path is the first path. In the embodiment of the application, the controllability of the vehicle and the riding preference of passengers during automatic driving are fully considered, and the length l of each path in n paths is determined _i The rotating speed of the steering wheel in each section of the path, the angle difference of the steering wheel angle between every two adjacent sections of the path and the operability of the first path determined by the plurality of sections n contribute to improving the riding experience and parking safety of a user when parking.

In a possible implementation manner, when the function value is smaller than a preset threshold, a parking starting point and a parking ending point are connected based on a geometric programming method by using a mode of combining one or more curves and straight lines, and a second path from the current position to the target parking space is obtained, wherein the parking starting point is the current position of the target vehicle, and the parking ending point is the position of the target parking space; when the function value is smaller than a preset threshold value, adjusting a first posture of the target vehicle at the current position to a target posture, and replanning a parking path based on the target posture, including: and under the condition that the function value is smaller than a preset threshold value and an obstacle with the distance smaller than a first distance from any path point in the second path exists in a preset distance range of the target parking space, adjusting the first posture to the target posture, and replanning a parking path based on the target posture. By implementing the method, when the target vehicle cannot park to the target parking space according to the planned first path, in order to control the target vehicle to park accurately to the target parking space and improve the success rate of parking, the second path can be planned in an analytic geometry mode, the second path is planned, and the two points are connected through a curve or a straight line which accords with the Ackerman principle. And when the target vehicle detects that an obstacle with a distance smaller than the first distance from the second path exists in the preset distance range of the target vehicle, the target vehicle cannot actually park to the target parking space according to the second path, namely, the planned second path is not operable. At this time, in order to achieve a high success rate of parking, the first posture of the target vehicle may be adjusted to the target posture, and the parking path may be re-planned again based on the adjusted target posture.

In one possible implementation, the method further includes: and if the fact that no obstacle with the distance smaller than the first distance from any path point in the second path exists in the preset distance range of the target parking space is detected, controlling the target vehicle to park from the current position to the target parking space according to the second path. In this embodiment of the application, when there is no collision path with an obstacle in the second path, the vehicle parking path planning device may control the target vehicle to travel according to the second path, so that the target vehicle smoothly parks in the target parking space.

In a possible implementation manner, in a case that the function value is smaller than a preset threshold, the obtaining a second path of the target vehicle from the current location to the target parking space by connecting a parking starting point and a parking ending point by using one or more combinations of a curve and a straight line based on a geometric planning method includes: connecting the parking starting point with a first position through a straight line and/or an arc when the function value is smaller than a preset threshold value, wherein the target vehicle is not smaller than the minimum turning radius r of the target vehicle at the first position _min When the vehicle is parked into the target parking space through the arc, the target vehicle does not collide with the target parking space; connecting the first position with the parking terminal point through a straight line and/or an arc; determining the parking starting point and the parking ending pointThe connecting line therebetween is the second path. In the embodiment of the application, the first position can be at the minimum rotating radius r of the target vehicle _min The current position is connected with the first position through a curve or a straight line which accords with the Ackerman principle, and the normal running of the vehicle can be ensured based on the second path planned in a geometric mode; secondly, the parking starting point and the parking end point are connected in an analysis mode of a curve or a straight line and a combination of the curve and the straight line, so that the parking path is simpler, the vehicle can be more intuitively and conveniently controlled to park to the target parking space, and the success rate of parking is improved.

In one possible implementation, adjusting a first pose of the target vehicle at the current location to a target pose, and re-planning a parking path based on the target pose includes: adjusting the target vehicle to a preset second position from the current position through a straight line and/or an arc, wherein the distance between the preset second position and the target parking space is the first distance; acquiring the farthest distance m between the target vehicle and the target parking space when the target vehicle is adjusted to any vertical posture from the second posture and the target vehicle is in any vertical posture _max Nearest distance m _min And a first interval [ m _min ，m _max ]The second posture is a posture of the target vehicle at the preset second position, and the vertical posture is a posture of the target vehicle orthogonal to the target parking space; acquiring the farthest distance h between the target vehicle and the target parking space when the target vehicle is in any preset vertical posture _max Nearest distance h _min And a second interval [ h ] _min ，h _max ]When the target vehicle is parked into the target parking space at any one preset vertical posture, the target vehicle does not collide with any obstacle within the preset distance range of the target parking space; if it is determined that the intersection exists between the first interval and the second interval, controlling the target vehicle to adjust to a target vertical posture state, and replanning the parking path based on the target vertical postureWherein the position of the target vehicle when adjusted to the target vertical attitude is between the first zone and the second zone. In the embodiment of the application, when the vehicle cannot be parked successfully through the first path and the second path, the vehicle body is firstly adjusted to the maximum adjustment degree by using the parking space, namely the position with the shortest distance to the parking space, and then the vehicle is adjusted to the position beneficial to parking in advance, so that the path planning in a narrow space can be realized. Wherein the first interval [ m _min ，m _max ]The adjustment range that can be reached when the target vehicle is adjusted to the vertical state, the second range [ h _min ，h _max ]If the target vehicle can be horizontally parked in the target parking space after being adjusted to the vertical posture, the target vehicle can be horizontally parked in the target parking space through a re-planned parking path after the vehicle posture is adjusted; otherwise, the target vehicle cannot be parked in the target parking space even after being adjusted to the vertical posture, and the target vehicle does not need to be adjusted to the vertical posture, so that the efficiency of adjusting the vehicle posture is improved, and the success rate of re-parking after the vehicle posture is adjusted is increased.

In one possible implementation, the method further includes: if it is determined that no intersection exists between the first interval and the second interval, detecting whether the target vehicle passes through a central axis of the target parking space in the process of linearly driving from the preset second position to a third position in the second posture, wherein the third position is farthest away from the preset second position, and an obstacle which is away from the third position by the first distance exists in the preset distance range of the target parking space; if the target parking space passes through the central axis of the target parking space, calculating and comparing a second distance and a third distance, wherein the second distance is the distance between the preset second position and the third position, and the third distance is the distance between the preset second position and the first position; and if the second distance is greater than or equal to the third distance, controlling the target vehicle to linearly drive to the first position through linear planning, and then replanning the parking path. In the embodiment of the present application, when the target vehicle passes through the central axis of the target parking space in the process of traveling straight from the second position to the third position, the probability that the target vehicle successfully parks in the target parking space is greater than the probability that the target vehicle does not pass through the central axis of the target parking space. Next, it is determined whether the target vehicle at the second position can reach the first position by the straight line adjustment. And if the parking path can be planned again, the target vehicle is driven to the first position in a straight line, and the parking path is re-planned. Therefore, when the posture of the target vehicle is adjusted, it needs to be determined whether the target vehicle passes through the central axis of the target parking space in the process of linearly driving from the second position to the third position; and then planning different parking paths according to different adjustment modes of the target vehicle, thereby improving the probability of the target vehicle successfully parking to the target parking space.

In one possible implementation, the method further comprises: and if the parking path does not pass through the central axis of the target parking space or the second distance is smaller than the third distance, the parking path is re-planned after the target vehicle is adjusted to the target posture through arc planning. In the embodiment of the application, if the central axis of the target parking space is not passed through, or the second distance is smaller than the third distance, the vehicle posture of the target vehicle is directly adjusted to the target posture beneficial to the next parking planning through the circular arc planning, and then the second path is re-planned and determined. The method is favorable for improving the success rate of parking and controlling the vehicle to park in the parking space accurately.

In one possible implementation, the method further includes: and controlling the target vehicle to park from the current position to the target parking space according to the first path under the condition that the function value is greater than or equal to the preset threshold value. In this embodiment of the present application, when the vehicle parking path planning apparatus determines that the first path is operable, that is, the function value is greater than or equal to the preset threshold, the target vehicle needs to be controlled to park to the target parking space according to the first path, so that the target vehicle smoothly parks to the target parking space.

In a second aspect, an embodiment of the present application provides a vehicle parking path planning apparatus, including:

the system comprises a first planning unit, a second planning unit and a third planning unit, wherein the first planning unit is used for receiving a parking request and responding to the parking request to plan a first path from a current position to a target parking space of a target vehicle;

an obtaining unit, configured to divide the first path into n segments of paths according to a steering wheel angle change rate of the target vehicle, and obtain path information of the n segments of paths, where the path information includes one or more of a length of each segment of the n segments of paths, a steering wheel rotation speed of each segment of the paths, an angle difference between two adjacent segments of the paths, and a number n of segments, where n is a positive integer;

and the adjusting unit is used for calculating a function value of an operability measurement function of the first path according to the path information, adjusting a first posture of the target vehicle at the current position to a target posture under the condition that the function value is smaller than a preset threshold value, and replanning a parking path based on the target posture, wherein a target included angle corresponding to the target posture is larger than or equal to a first included angle corresponding to the first posture, the target included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the target posture, and the first included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the first posture.

In a possible implementation manner, the first planning unit is specifically configured to: and taking a plurality of the current position of the target vehicle, the first posture of the target vehicle, the position information of the target parking space and the position information of the obstacle as constraint conditions, and obtaining a parking path with the shortest parking distance or the smallest number of gear shifting times as the first path when the target vehicle parks from the current position to the target parking space based on an optimization method.

In one possible implementation, the operability metric function is:

wherein w ₁ A weight coefficient, w, corresponding to the length of each path ₂ A weight coefficient, w, corresponding to the rotating speed of the steering wheel in each path ₃ A weight coefficient, w, corresponding to the angular difference of the steering wheel angle between each two adjacent segments of the path ₄ Is a weight coefficient corresponding to the number n of the segments, theta _s，i For the steering wheel angle, theta, corresponding to the starting point of each path segment _e，i Steering wheel angle, l, for the end point of each path _i For the length of each path,/ _min For the minimum distance that the target vehicle can move, the χ (-) function is defined as

Path is the first path, where i =1,2 \ 8230n.

In one possible implementation, the apparatus further includes: a second planning unit, configured to connect a parking starting point and a parking ending point based on a geometric planning method by using a combination of one or more of a curve and a straight line when the function value is smaller than a preset threshold, and obtain a second path from the current position to the target parking space, where the parking starting point is the current position of the target vehicle, and the parking ending point is the position of the target parking space; the adjusting unit is specifically configured to: and under the condition that the function value is smaller than a preset threshold value and an obstacle with the distance smaller than a first distance from any path point in the second path exists in a preset distance range of the target parking space, adjusting the first posture to the target posture, and replanning a parking path based on the target posture.

In one possible implementation, the apparatus further includes: and the first control unit is used for controlling the target vehicle to park from the current position to the target parking space according to the second path if the first control unit detects that no obstacle with the distance smaller than the first distance from any path point in the second path exists in the preset distance range of the target parking space.

In a possible implementation manner, the second planning unit is specifically configured to: connecting the parking starting point with a first position through a straight line and/or an arc when the function value is smaller than a preset threshold value, wherein the target vehicle is not smaller than the minimum turning radius r of the target vehicle at the first position _min When the vehicle is parked into the target parking space through the arc, the target vehicle does not collide with the target parking space; connecting the first position with the parking terminal point through a straight line and/or an arc; and determining a connecting line between the parking starting point and the parking ending point as the second path.

In a possible implementation manner, the adjusting unit is specifically configured to: adjusting the target vehicle to a preset second position from the current position through a straight line and/or an arc, wherein the distance between the preset second position and the target parking space is the first distance; acquiring the farthest distance m between the target vehicle and the target parking space when the target vehicle is adjusted to any vertical posture from the second posture and the target vehicle is in any vertical posture _max Minimum distance m _min And a first interval [ m _min ，m _max ]The second posture is a posture of the target vehicle at the preset second position, and the vertical posture is a posture of the target vehicle orthogonal to the target parking space; acquiring the farthest distance h between the target vehicle and the target parking space when the target vehicle is in any preset vertical posture _max Nearest distance h _min And a second interval [ h ] _min ，h _max ]When the target vehicle is parked into the target parking space at any preset vertical posture, the target vehicle does not collide with any obstacle within the preset distance range of the target parking space; if the intersection of the first interval and the second interval is determined, controlling the first interval and the second intervalAnd after the target vehicle is adjusted to a target vertical posture state, replanning the parking path based on the target vertical posture, wherein the position of the target vehicle when adjusted to the target vertical posture is between the first interval and the second interval.

In one possible implementation, the apparatus further includes: the detection unit is used for detecting whether the target vehicle passes through a central axis of the target parking space in the process of linearly driving from the preset second position to a third position in the second posture if the fact that the intersection does not exist between the first interval and the second interval is determined, wherein the distance between the third position and the preset second position is the farthest, and an obstacle which is away from the third position by the first distance exists in the preset distance range of the target parking space; the calculation unit is used for calculating and comparing a second distance and a third distance if the parking space passes through the central axis of the target parking space, wherein the second distance is the distance between the preset second position and the third position, and the third distance is the distance between the preset second position and the first position; and the third planning unit is used for replanning the parking path after controlling the target vehicle to linearly drive to the first position through linear planning if the second distance is greater than or equal to the third distance.

In one possible implementation, the apparatus further includes: and the fourth planning unit is used for re-planning the parking path after the target vehicle is adjusted to the target posture through arc planning if the parking path does not pass through the central axis of the target parking space or the second distance is smaller than the third distance.

In one possible implementation, the apparatus further includes: and the second control unit is used for controlling the target vehicle to park from the current position to the target parking space according to the first path under the condition that the function value is greater than or equal to the preset threshold value.

In a third aspect, an embodiment of the present application provides an intelligent vehicle, which is characterized by comprising a processor, a memory and a communication interface, wherein the memory is used for storing information and transmitting vehicle parking path planning program codes, and the processor is used for calling the vehicle parking path planning program codes to execute the method according to the first aspect.

In a fourth aspect, an embodiment of the present application provides an electronic device, where the electronic device includes a processor, and the processor is configured to support the electronic device to implement corresponding functions in the vehicle parking path planning method provided in the first aspect. The electronic device may also include a memory, coupled to the processor, that stores program instructions and data necessary for the electronic device. The electronic device may also include a communication interface for the electronic device to communicate with other devices or a communication network.

In a fifth aspect, the present application provides a parking system characterized by comprising a processor for executing the method of the first aspect.

In a sixth aspect, the present application provides a chip system, which includes a processor for supporting an electronic device to implement the functions referred to in the first aspect, for example, to generate or process information referred to in the vehicle parking path planning method according to the first aspect. In one possible design, the system-on-chip further includes a memory for storing program instructions and data necessary for the data transmission device. The chip system may be constituted by a chip, or may include a chip and other discrete devices.

In a seventh aspect, an embodiment of the present application provides a computer storage medium, where the computer storage medium stores a computer program, and the computer program, when executed by a processor, implements the method according to the first aspect.

In an eighth aspect, the present application provides a computer program, wherein the computer program includes instructions, which when executed by a computer, cause the computer to perform the method of the first aspect.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments or the background art of the present application, the drawings required to be used in the embodiments or the background art of the present application will be described below.

Fig. 1 is a schematic diagram of a vehicle parking path planning system architecture according to an embodiment of the present application.

Fig. 2A is a functional block diagram of an intelligent vehicle 002 according to the embodiment of the present application.

Fig. 2B is a schematic structural diagram of a vehicle parking path planning apparatus according to an embodiment of the present application.

Fig. 3A is a schematic flowchart of a vehicle parking path planning method according to an embodiment of the present application.

Fig. 3B is a schematic diagram of a first path according to an embodiment of the present disclosure.

Fig. 3C is a schematic flowchart of another vehicle parking path planning method according to the embodiment of the present application.

Fig. 3D is a flowchart illustrating a method for adjusting the attitude of a target vehicle according to an embodiment of the present application.

Fig. 3E is a schematic view of a scene for adjusting the posture of a target vehicle according to an embodiment of the present application.

Fig. 3F is a schematic view of a first interval scene in a target parking space according to an embodiment of the present application.

Fig. 3G is a schematic view of a second interval scene in a target parking space according to an embodiment of the present application.

Fig. 3H is a scene schematic diagram of a target vehicle passing through a central axis of a target parking space according to an embodiment of the present application.

Fig. 3I is a schematic view of a scenario where a target vehicle is parked again at a first position after being adjusted to a straight line according to an embodiment of the present application.

Fig. 3J is a schematic view of a scene where a target vehicle is adjusted to a target posture through multiple arc planning according to an embodiment of the present application.

Fig. 3K is a scene schematic diagram of another target vehicle passing through a central axis of a target parking space according to the embodiment of the present application.

Fig. 3L is a scene schematic diagram illustrating a vehicle posture adjustment performed when a target vehicle does not pass through a central axis of a target parking space according to the embodiment of the present application.

FIG. 3M is a schematic diagram illustrating a herringbone parking pattern provided in the embodiments of the present application.

Fig. 3N is a schematic diagram of a second path according to an embodiment of the present application.

Fig. 4A is a schematic view of a target vehicle in an application field according to an embodiment of the present disclosure.

Fig. 4B is a schematic diagram of a parking onboard screen of a target vehicle in the application field shown in fig. 4A according to an embodiment of the present application.

Fig. 4C is a schematic view of a parking onboard screen of another target vehicle in the application field shown in fig. 4A according to the embodiment of the present application.

Fig. 4D is a schematic view of a parking onboard screen of another target vehicle in the application field shown in fig. 4A according to an embodiment of the present application.

Fig. 4E is a parking schematic diagram of a target vehicle according to the parking path shown in fig. 4D according to an embodiment of the present application.

Fig. 5 is a schematic structural diagram of another vehicle parking path planning apparatus according to an embodiment of the present application.

Fig. 6 is a schematic structural diagram of another vehicle parking path planning apparatus according to an embodiment of the present application.

Detailed Description

The embodiments of the present application will be described below with reference to the drawings.

The terms "first," "second," "third," and "fourth," etc. in the description and claims of this application and in the accompanying drawings are used for distinguishing between different objects and not for describing a particular order. Furthermore, the terms "include" and "have," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements but may alternatively include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.

As used in this specification, the terms "component," "module," "system," and the like are intended to refer to a computer-related entity, either hardware, firmware, a combination of hardware and software, or software in execution. For example, a component may be, but is not limited to being, a process running on a processor, an object, an executable, a thread of execution, a program, and/or a computer. By way of illustration, both an application running on a computing device and the computing device can be a component. One or more components can reside within a process and/or thread of execution and a component can be localized on one computer and/or distributed between 2 or more computers. In addition, these components can execute from various computer readable media having various data structures stored thereon. The components may communicate by way of local and/or remote processes such as in accordance with a signal having one or more data packets (e.g., data from two components interacting with another component in a local system, distributed system, and/or across a network such as the internet with other systems by way of the signal).

First, some terms in the present application are explained so as to be easily understood by those skilled in the art.

(1) An Electronic Control Unit (ECU), which is an abbreviation of Electronic Control Unit. The electric control unit is used for calculating, processing and judging the air flow meter and information input by various sensors according to programs and data stored in the electric control unit, then outputting instructions and providing electric pulse signals with certain width for the oil sprayer so as to control the oil spraying quantity. The electric control unit consists of a microcomputer, an input circuit, an output circuit, a control circuit and the like.

(2) The world coordinate system is the absolute coordinate system of the system, and the coordinates of all points on the picture before the user coordinate system is established are determined by the origin of the coordinate system.

(3) The ackerman principle, the basic idea of which is that the motion trajectory of each wheel must completely conform to its natural motion trajectory during the running (straight running and turning) of a car, so as to ensure that the tyre and the ground are in pure rolling without slippage. The Ackerman steering trapezoid is determined based on the geometric relationship of intersection of the rotation centers of the inner wheel and the outer wheel, and is characterized by the size relationship of the steering angle of the inner side and the outer side of the wheel in an instantaneous state.

Next, based on the technical problems presented above and the corresponding application scenarios in the present application, and in order to facilitate understanding of the embodiments of the present application, a description will be given below of one of vehicle parking path planning system architectures based on the embodiments of the present application.

In a first situation, please refer to fig. 1, wherein fig. 1 is a schematic diagram of a vehicle parking path planning system according to an embodiment of the present disclosure. The vehicle parking path planning system architecture in the present application may include the service device 001 and the intelligent vehicle 002 in fig. 1, and may further include related network connection devices (the access gateway 003 is taken as an example in fig. 1), wherein the service device 001 and the intelligent vehicle 002 may communicate via a network, and wherein

The service equipment 001, the service equipment 001 may be a service device which is installed beside a parking space, and communicates with an On Board Unit (OBU) by using Dedicated Short Range Communication (DSRC), so as to realize vehicle identification, speed detection, and the like; the service device 001 may also be a service device for providing various convenience for a third party to use based on the interactive data by rapidly acquiring, processing, analyzing and extracting the data. For example: background servers, cloud servers, road side units, and the like. The service device 001 in the application can provide a distribution map of obstacles around a target parking space for a target vehicle, the distribution map of obstacles may include high-precision coordinates of parking spaces and accurate parking space shapes, and the distribution data of obstacles around the parking spaces (such as vehicles, road piles, road edges and the like) may also include vehicle data in the form of the side of each parking space. For example: when the target vehicle determines that the target parking space is ready for parking into a garage, the service device 001 may send the target vehicle position information and the information of the obstacle, and may also send the target parking space size information and the opening orientation information to the target vehicle, where the information of the obstacle includes obstacle position information (e.g., position information of static objects and dynamic objects within a preset range of the target parking space), obstacle size information, speed and curvature information of the dynamic objects, and the like.

The intelligent vehicle 002 is an automobile which senses the road environment through a vehicle-mounted sensing system, automatically plans a driving route and controls the vehicle to reach a preset target. The intelligent automobile intensively applies the technologies of computer, modern sensing, information fusion, communication, artificial intelligence, automatic control and the like, and is a high and new technology comprehensive body integrating the functions of environmental perception, planning decision, multi-level auxiliary driving and the like. The intelligent vehicle in the application can be a vehicle which mainly depends on an intelligent driving instrument which is arranged in the vehicle and mainly takes a computer system as a main part to realize the purpose of unmanned driving, can be an intelligent vehicle with an auxiliary driving system or a full-automatic driving system, and can also be a wheeled mobile robot and the like. When the smart vehicle 002 is a smart vehicle with an auxiliary driving system and is ready to park in a garage, the smart vehicle 002 may receive a parking request and plan a first path for the smart vehicle 002 to park from a current position to a target parking space in response to the parking request; dividing the first path into n paths according to the steering wheel angle change rate of the intelligent vehicle 002, and acquiring path information of the n paths, where the path information includes the length of each path in the n paths, the steering wheel rotation speed of each path, the angle difference of the steering wheel angle between every two adjacent paths, and one or more of the number n of the segments, where n is a positive integer; calculating a function value of an operability measurement function of the first path according to the path information, adjusting a first posture of the intelligent vehicle 002 at the current position to a target posture under the condition that the function value is smaller than a preset threshold value, and replanning a parking path based on the target posture, wherein a target included angle corresponding to the target posture is larger than or equal to a first included angle corresponding to the first posture, the target included angle is an included angle between the intelligent vehicle 002 at the target posture and the target parking space, and the first included angle is an included angle between the intelligent vehicle 002 at the first posture and the target parking space.

In the second case, the vehicle parking path planning system framework can be a vehicle-mounted system in an intelligent vehicle, and the intelligent vehicle can sense the road environment through a vehicle-mounted sensing system, automatically plan a driving route and control the vehicle to reach the vehicle of a preset target location; the system can also be an intelligent vehicle, a wheeled mobile robot and the like with an auxiliary driving system or a full-automatic driving system. For example, the onboard system may receive a parking request and, in response to the parking request, plan a first path for the target vehicle to park from a current location to a target parking space; dividing the first path into n paths according to the steering wheel angle change rate of the target vehicle, and acquiring path information of the n paths, wherein the path information comprises the length of each path in the n paths, the rotating speed of the steering wheel of each path, the angle difference of the steering wheel angle between every two adjacent paths, and one or more of the number n of the paths, and n is a positive integer; and calculating a function value of an operability measurement function of the first path according to the path information, adjusting a first posture of the target vehicle at the current position to a target posture under the condition that the function value is smaller than a preset threshold value, and re-planning a parking path based on the target posture, wherein a target included angle corresponding to the target posture is larger than or equal to a first included angle corresponding to the first posture, the target included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the target posture, and the first included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the first posture.

It is to be understood that the vehicle parking path planning system architecture in fig. 1 described above is only an exemplary implementation in the embodiments of the present application, and the vehicle parking path planning system architecture in the embodiments of the present application includes, but is not limited to, the above vehicle parking path planning system architecture.

Based on the vehicle parking path planning system architecture, an embodiment of the present application provides an intelligent vehicle 002 applied to the vehicle parking path planning system architecture, please refer to fig. 2A, and fig. 2A is a functional block diagram of the intelligent vehicle 002 provided in the embodiment of the present application. In one embodiment, the smart vehicle 002 may be configured in a fully or partially autonomous parking mode. For example, the smart vehicle 002 may control itself while in the automatic parking mode, and may determine a current state of the vehicle and its surrounding environment by a human operation, determine a possible behavior of at least one other vehicle in the surrounding environment, and determine a confidence level corresponding to the possibility of the other vehicle performing the possible behavior, controlling the smart vehicle 002 based on the determined information. When the smart vehicle 002 is in the automatic parking mode, the smart vehicle 002 may be set to operate without interaction with a human.

The smart vehicle 002 may include various subsystems such as a travel system 202, a sensor system 204, a control system 206, one or more peripheral devices 208, as well as a power supply 210, a computer system 212, and a user interface 216. Alternatively, the smart vehicle 002 may include more or fewer subsystems, and each subsystem may include multiple elements. In addition, each subsystem and element of the smart vehicle 002 may be interconnected by wire or wirelessly.

The travel system 202 may include components that provide powered motion to the smart vehicle 002. In one embodiment, the travel system 202 may include an engine 218, an energy source 219, a transmission 220, and wheels/tires 221. The engine 218 may be an internal combustion engine, an electric motor, an air compression engine, or other type of engine combination, such as a hybrid engine of a gasoline engine and an electric motor, or a hybrid engine of an internal combustion engine and an air compression engine. The engine 218 converts the energy source 219 into mechanical energy.

Examples of energy sources 219 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electrical power. The energy source 219 may also provide energy for other systems of the smart vehicle 002.

The transmission 220 may transmit mechanical power from the engine 218 to the wheels 221. The transmission 220 may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 220 may also include other devices, such as a clutch. Wherein the drive shaft may comprise one or more shafts that may be coupled to one or more wheels 221.

The sensor system 204 may include several sensors that sense information about the environment surrounding the smart vehicle 002. For example, the sensor system 204 may include a positioning system 222 (which may be a GPS system, a beidou system, or other positioning system), an Inertial Measurement Unit (IMU) 224, a radar 226, a laser range finder 228, and a camera 230. The sensor system 204 may also include sensors (e.g., in-vehicle air quality monitor, fuel gauge, oil temperature gauge, etc.) that are monitored internal systems of the smart vehicle 002. Sensor data from one or more of these sensors may be used to detect the object and its corresponding characteristics (position, shape, orientation, velocity, etc.). Such detection and identification is a key function of the safe operation of the autonomous smart vehicle 002.

The positioning system 222 may be used to estimate the geographic location of the smart vehicle 002. For example: the position of the target vehicle in the present application may be the position of the vehicle with respect to the position of the center of the rear axle of the vehicle.

The IMU 224 is used to sense the position and orientation change of the smart vehicle 002 based on the inertial acceleration. In one embodiment, the IMU 224 may be a combination of accelerometers and gyroscopes. For example: the IMU 224 may be used to measure the curvature of the smart vehicle 002.

The radar 226 may utilize radio signals to sense objects within the surrounding environment of the smart vehicle 002. In some embodiments, in addition to sensing objects, radar 226 may also be used to sense the speed and/or heading of an object.

The laser range finder 228 may utilize laser light to sense objects in the environment in which the smart vehicle 002 is located. In some embodiments, laser rangefinder 228 may include one or more laser sources, laser scanners, and one or more detectors, among other system components.

The camera 230 may be used to capture multiple images of the surrounding environment of the smart vehicle 002. The camera 230 may be a still camera or a video camera.

The control system 206 is for controlling the operation of the smart vehicle 002 and its components. Control system 206 may include various elements including a steering system 232, a throttle 234, a brake unit 236, a computer vision system 240, a route control system 242, and an obstacle avoidance system 244.

The steering system 232 is operable to adjust the heading of the smart vehicle 002. For example, in one embodiment, a steering wheel system, which may be used for the angle of rotation of the steering wheel.

The throttle 234 is used to control the operating speed of the engine 218 and thus the speed of the smart vehicle 002.

The brake unit 236 is used to control the smart vehicle 002 to decelerate. The brake unit 236 may use friction to slow the wheel 221. In other embodiments, the brake unit 236 may convert the kinetic energy of the wheel 221 into an electrical current. The brake unit 236 may also take other forms to slow the rotational speed of the wheel 221 to control the speed of the smart vehicle 002.

The computer vision system 240 may be operable to process and analyze images captured by the camera 230 in order to identify objects and/or features in the environment proximate the smart vehicle 002. The objects and/or features may include traffic signals, road boundaries, and obstacles. The computer vision system 240 may use object recognition algorithms, motion from Motion (SFM) algorithms, video tracking, and other computer vision techniques. In some embodiments, the computer vision system 240 may be used to map an environment, track objects, estimate the speed of objects, and so forth.

The route control system 242 is used to determine the travel route of the smart vehicle 002. In some embodiments, the route control system 242 may combine data from the sensing system 204, the GPS 222, and one or more predetermined maps to determine a travel route for the smart vehicle 002.

The obstacle avoidance system 244 is used to identify, assess and avoid or otherwise negotiate potential obstacles in the environment of the smart vehicle 002.

Of course, in one example, the control system 206 may additionally or alternatively include components other than those shown and described. Or may reduce some of the components shown above.

The smart vehicle 002 interacts with external sensors, other vehicles, other computer systems, or users through the peripheral devices 208. Peripheral devices 208 may include a wireless communication system 246, an in-vehicle computer 248, a microphone 250, and/or a speaker 252.

In some embodiments, the peripheral device 208 provides a means for a user of the smart vehicle 002 to interact with the user interface 216. For example, the in-vehicle computer 248 may provide information to the user of the smart vehicle 002. The user interface 216 may also operate the in-vehicle computer 248 to receive user input. The in-vehicle computer 248 can be operated through a touch screen. In other cases, the peripheral device 208 may provide a means for the smart vehicle 002 to communicate with other devices located within the vehicle. For example, the microphone 250 may receive audio (e.g., voice commands or other audio input) from a user of the smart vehicle 002. Similarly, the speaker 252 may output audio to the user of the smart vehicle 002.

The wireless communication system 246 may communicate wirelessly with one or more devices, either directly or via a communication network. For example, the wireless communication system 246 may use 3G cellular communication, such as CDMA, EVD0, GSM/GPRS, or 4G cellular communication, such as LTE. Or 5G cellular communication. The wireless communication system 246 may communicate with a Wireless Local Area Network (WLAN) using WiFi. In some embodiments, the wireless communication system 246 may communicate directly with the device using an infrared link, bluetooth, or ZigBee. Other wireless protocols, such as: various vehicular communication systems, for example, the wireless communication system 246 may include one or more Dedicated Short Range Communications (DSRC) devices that may include public and/or private data communications between vehicles and/or roadside stations.

The power supply 210 may provide power to various components of the smart vehicle 002. In one embodiment, power source 210 may be a rechargeable lithium ion or lead acid battery. One or more battery packs of such batteries may be configured as a power source to provide power to the various components of the smart vehicle 002. In some embodiments, the power source 210 and the energy source 219 may be implemented together, such as in some all-electric vehicles.

Some or all of the functions of the smart vehicle 002 are controlled by the computer system 212. The computer system 212 may include at least one processor 213, the processor 213 executing instructions 215 stored in a non-transitory computer readable medium, such as a data storage device 214. The computer system 212 may also be a plurality of computing devices that control individual components or subsystems of the smart vehicle 002 in a distributed manner.

The processor 213 may be any conventional processor, such as a commercially available processor CPU. Alternatively, the processor may be a dedicated device such as an ASIC or other hardware-based processor. Although fig. 2A functionally illustrates a processor, memory, and other elements of the computer 120 in the same block, one of ordinary skill in the art will appreciate that the processor, computer, or memory may actually comprise multiple processors, computers, or memories that may or may not be stored within the same physical housing. For example, the memory may be a hard disk drive or other storage medium located in a different housing than computer 120. Thus, references to a processor or computer are to be understood as including references to a collection of processors or computers or memories which may or may not operate in parallel. Rather than using a single processor to perform the steps described herein, some components, such as the steering and deceleration components, may each have their own processor that performs only computations related to the component-specific functions.

In various aspects described herein, the processor may be located remotely from the vehicle and in wireless communication with the vehicle. In other aspects, some of the processes described herein are executed on a processor disposed within the vehicle and others are executed by a remote processor, including taking the steps necessary to perform a single maneuver.

In some embodiments, the data storage device 214 may include instructions 215 (e.g., program logic), the instructions 215 being executable by the processor 213 to perform various functions of the smart vehicle 002, including those described above. Data storage 224 may also contain additional instructions, including instructions to send data to, receive data from, interact with, and/or control one or more of propulsion system 202, sensor system 204, control system 206, and peripherals 208.

In addition to instructions 215, data storage 214 corresponds to memory and may also store data such as road maps, route information, vehicle location, direction, speed, and other such vehicle data, as well as other information. Such information may be used by the smart vehicle 002 and the computer system 212 during operation of the smart vehicle 002 in autonomous, semi-autonomous, and/or manual modes. For example: a plurality of the position information of the target vehicle, the current posture of the target vehicle, the position information of the target parking space, and the position information of the obstacle.

A user interface 216 for providing information to or receiving information from a user of the smart vehicle 002. Optionally, the user interface 216 may include one or more input/output devices within the collection of peripheral devices 208, such as a wireless communication system 246, a car-to-car computer 248, a microphone 250, and a speaker 252.

The computer system 212 may control the functionality of the smart vehicle 002 based on inputs received from various subsystems (e.g., the travel system 202, the sensor system 204, and the control system 206) and from the user interface 216. For example, the computer system 212 may utilize input from the control system 206 to control the steering unit 232 to avoid obstacles detected by the sensor system 204 and the obstacle avoidance system 244. In some embodiments, the computer system 212 is operable to provide control over many aspects of the smart vehicle 002 and its subsystems.

Alternatively, one or more of these components described above may be installed or associated separately from the smart vehicle 002. For example, the data storage device 214 may exist partially or completely separate from the smart vehicle 002. The aforementioned components may be communicatively coupled together in a wired and/or wireless manner.

Optionally, the above components are only an example, in an actual application, components in the above modules may be added or deleted according to an actual need, and fig. 2A should not be construed as limiting the embodiment of the present application.

In an autonomous or semi-autonomous vehicle, such as the smart vehicle 002 above, that is prepared to park in a garage, objects within its surrounding environment may be identified to determine an adjustment to the current speed. The object may be another vehicle, a traffic control device, or another type of object. In some examples, each identified object may be considered independently and may be used to determine the speed at which the autonomous vehicle is to be adjusted based on the respective characteristics of the object, such as its current speed, acceleration, separation from the vehicle, and the like.

Optionally, the autonomous automotive smart vehicle 002 or a computing device associated with the autonomous smart vehicle 002 (e.g., computer system 212, computer vision system 240, data storage 214 of fig. 2A) may predict behavior of the identified object based on characteristics of the identified object and the state of the surrounding environment (e.g., surrounding obstacles, shape of the space, size of the space, etc.). Optionally, each identified object depends on the behavior of each other, so it is also possible to predict the behavior of a single identified object taking all identified objects together into account. The smart vehicle 002 can adjust its speed and parking route based on the predicted behavior of the identified object. In other words, the autonomous vehicle is able to determine that the vehicle will need to adjust (e.g., accelerate, decelerate, or stop) to a steady state based on the predicted behavior of the object. In this process, other factors may also be considered to determine the speed and travel path of the smart vehicle 002, such as the lateral position of the smart vehicle 002 in the road being traveled, the curvature of the road, the proximity of static and dynamic objects, and so forth.

In addition to providing instructions to adjust the speed of the smart vehicle 002, the computing device may also provide instructions to modify the steering angle of the smart vehicle 002 to cause the autonomous vehicle to follow a given trajectory and/or maintain a safe lateral and longitudinal distance from objects in the vicinity of the autonomous vehicle (e.g., cars in adjacent lanes on the road).

The smart vehicle 002 may be a car, a truck, a motorcycle, a bus, a boat, an airplane, a helicopter, a lawn mower, an amusement car, a playground vehicle, construction equipment, an electric car, a golf cart, a train, a trolley, etc., and the embodiment of the present application is not particularly limited.

It is understood that the smart vehicle function diagram in fig. 2A is only an exemplary implementation manner in the embodiment of the present application, and the smart vehicle in the embodiment of the present application includes, but is not limited to, the above structure.

Referring to fig. 2B, fig. 2B is a schematic structural diagram of a vehicle parking path planning apparatus according to an embodiment of the present disclosure, which is applied in the foregoing fig. 2A and is equivalent to the computer system 212 shown in fig. 2A, and may include a processor 203, where the processor 203 is coupled to a system bus 205. Processor 203 may be one or more processors, each of which may include one or more processor cores. A memory 235 may store associated data information, the memory 235 coupled to the system bus 205. A display adapter (video adapter) 207 that may drive a display 209, the display adapter 207 coupled to the system bus 205. System bus 205 is coupled through a bus bridge 201 to an input/output (I/O) bus 213. The I/O interface 215 is coupled to an I/O bus. The I/O interface 215 communicates with various I/O devices, such as an input device 217 (e.g., keyboard, mouse, touch screen, etc.), a multimedia disk (media tray) 221 (e.g., CD-ROM, multimedia interface, etc.). A transceiver 223 (which can send and/or receive radio communication signals), a camera 255 (which can capture both scenic and motion digital video images), and an external USB interface 225. Wherein, optionally, the interface connected with the I/O interface 215 may be a USB interface.

The processor 203 may be any conventional processor, including a reduced instruction set computing ("RISC") processor, a complex instruction set computing ("CISC") processor, or a combination thereof, among others. Alternatively, the processor may be a dedicated device, such as an application specific integrated circuit ("ASIC"). Alternatively, the processor 203 may be a neural network processor or a combination of a neural network processor and a conventional processor as described above. For example: the processor 203 may receive a parking request and plan a first path for the smart vehicle 002 to park from a current location to a target parking space in response to the parking request; dividing the first path into n sections of paths according to the change rate of the steering wheel angle of the intelligent vehicle 002, and acquiring path information of the n sections of paths; calculating a function value of the operability metric function of the first path according to the path information, adjusting the first posture of the intelligent vehicle 002 at the current position to a target posture under the condition that the function value is smaller than a preset threshold value, and replanning a parking path based on the target posture.

Alternatively, in various embodiments described herein, the computer system 212 may be located remotely from the autonomous vehicle and may communicate wirelessly with the autonomous vehicle. In other aspects, some processes described herein are performed on a processor disposed within an autonomous vehicle, others being performed by a remote processor, including taking the actions required to perform a single maneuver.

The computer system 212 may communicate with a software deploying server (deploying server) 249 via a network interface 229. The network interface 229 is a hardware network interface, such as a network card. The Network (Network) 227 may be an external Network, such as the internet, or an internal Network, such as an ethernet or a Virtual Private Network (VPN). Optionally, the network 227 may also be a wireless network, such as a WiFi network, a cellular network, and the like.

The transceiver 223 (capable of transmitting and/or receiving radio communication signals) may be implemented by various wireless communication methods not limited to a second generation mobile communication network (2G), 3G, 4G, 5G, etc., or may be a DSRC technology, a Long Term Evolution-Vehicle technology (LTE-V), etc., and its main function is to receive information data transmitted by an external device and transmit the information data to the external device for storage and analysis when the Vehicle travels on a target road segment.

Hard drive interface 231 is coupled to system bus 205. The hardware drive interface 231 is connected to the hard disk drive 233. System memory 235 is coupled to system bus 205. The data running in system memory 235 may include an operating system 237 and application programs 243 of computer system 212.

A memory 235 is coupled to the system bus 205. For example, the memory 235 may be used to store the driving information of the vehicles passing through the target road segment in a certain format.

System memory 241 includes an operating system for managing the components of memory, files, peripherals, and system resources. Interacting directly with the hardware, the operating system kernel typically runs processes and provides inter-process communication, CPU slot management, interrupts, memory management, IO management, and the like.

The operating system OS includes a Shell and a kernel (kernel). Shell is an interface between the user and the kernel of the operating system. The shell is the outermost layer of the operating system. The shell manages the interaction between the user and the operating system: waiting for user input; interpreting the user's input to the operating system; and process the output results of a wide variety of operating systems.

The application programs 243 include programs related to controlling automatic parking of the car, for example, a program for managing interaction between the automatically parked car and surrounding obstacles, a program for controlling the route or speed of the automatically parked car, and a program for controlling interaction between the automatically parked car and the roadside service device. Application programs 243 also exist on the system of software deploying server 249. In one embodiment, computer system 212 may download application 243 from software deploying server 249 when application 247 needs to be executed. For example: the application 243 may plan a first path for the smart vehicle 002 to park from the current location to the target parking space in response to the parking request; dividing the first path into n paths according to the steering wheel angle change rate of the intelligent vehicle 002, and acquiring path information of the n paths, where the path information includes the length of each path in the n paths, the steering wheel rotation speed of each path, the angle difference of the steering wheel angle between every two adjacent paths, and one or more of the number n of the segments, where n is a positive integer; calculating a function value of an operability measurement function of the first path according to the path information, adjusting a first posture of the intelligent vehicle 002 at the current position to a target posture under the condition that the function value is smaller than a preset threshold value, and replanning a parking path based on the target posture, wherein a target included angle corresponding to the target posture is larger than or equal to a first included angle corresponding to the first posture, the target included angle is an included angle between the intelligent vehicle 002 at the target posture and the target parking space, and the first included angle is an included angle between the intelligent vehicle 002 at the first posture and the target parking space.

The sensor 253 is associated with the computer system 212 via the I/O interface 215, corresponding to the sensor system described above in FIG. 2A. The sensors 253 are used to detect the environment surrounding the computer system 212. For example, the sensor 253 may detect a dynamic object, other cars, obstacles, parking spaces, etc., and further the sensor may detect the environment around the dynamic object, other cars, obstacles, parking spaces, etc., such as: the environment surrounding the dynamic object, e.g., the speed and position of the dynamic object, etc. Alternatively, if the computer system 212 is located on an auto-parking car, the sensors may be cameras, infrared sensors, chemical detectors, microphones, transceivers, etc.

Based on the vehicle parking path planning system architecture provided in fig. 1 and the structural schematic diagram of the vehicle parking path planning device applied to the intelligent vehicle provided in fig. 2B, the technical problems provided in the present application are specifically analyzed and solved in combination with the vehicle parking path planning method provided in the present application.

Referring to fig. 3A, fig. 3A is a flowchart illustrating a method for planning a parking path of a vehicle according to an embodiment of the present application, where the method is applicable to the architecture of the vehicle parking path planning system described in fig. 1, and a vehicle parking path planning apparatus may be used to support and execute steps S301 to S304 of the method illustrated in fig. 3A. The method may comprise the following steps S301-S304.

Step S301: the method comprises the steps of receiving a parking request, and responding to the parking request, and planning a first path from a current position to a target parking space for a target vehicle to park.

Specifically, the vehicle parking path planning device may receive a parking request and plan a first path for the target vehicle to park from a current location to a target parking space in response to the parking request. After receiving the parking request, the vehicle parking path planning device needs to plan a first path in response to the parking request, so that the target vehicle can park smoothly.

Optionally, planning a first path from the current location to the target parking space for the target vehicle includes: the vehicle parking path planning device may obtain, based on an optimization method, a parking path in which the parking distance is the shortest or the number of shifts is the smallest when the target vehicle is parked from the current position to the target parking space as the first path, using a plurality of the current position of the target vehicle, the first posture of the target vehicle at the current position, the position information of the target parking space, and the position information of an obstacle as constraint conditions. For example: referring to fig. 3B, fig. 3B is a schematic diagram of a first path according to an embodiment of the present disclosure. As shown in fig. 3B, a parking path with the shortest parking distance or the smallest number of shifts is determined by an optimization method (e.g., a particle swarm algorithm), and the method may search out a parking path with the shortest parking distance or the smallest number of shifts from among most parking paths when the target vehicle parks in the target parking space, so as to facilitate the target vehicle to park in the target parking space, and then control the target vehicle to travel according to the first path. The obstacle position information includes: one or more of position information and corresponding volume information corresponding to the plurality of obstacles; the first posture of the target vehicle is a posture of the target vehicle relative to the target parking space at the current position.

Optionally, before planning the first path, the receiving a parking request and responding to the parking request include receiving a parking request and obtaining sensor information according to the parking request, where the sensor information includes one or more of a current position of the target vehicle, a width of the target parking space, a length of the target parking space, a position of the target parking space, a size of the parking space, and position information of all obstacles in the parking space.

In one possible implementation, please refer to fig. 3C, where fig. 3C is a schematic flow chart of another vehicle parking path planning method provided in the embodiments of the present application. As shown in fig. 3C, a parking request 200 of the driver is first received; receiving sensor data 300 of a sensor module, wherein the sensor module may be comprised of visual/ultrasonic/fusion and on-board positioning sensors, the sensor data comprising: the vehicle body position, the current motion information of the vehicle, the parking target parking space, the position information of all obstacles within the preset distance range of the target parking space, and the like can be used for parking path planning. The first path 400 is then planned based on the sensor data 300, and if the planning fails, it is determined whether the planned path is operable 500 for evaluating whether the path is operable, if not, it is determined whether the current location is a valid parking path. When the operational conditions are met, the actuator executes the planned path 600 and controls the target vehicle to travel along the first path, otherwise the second path 700 continues to be planned. If the second path planning is successful, the path is executed by 600, otherwise, the vehicle posture is adjusted, and the path is planned again.

Step S302: and dividing the first path into n paths according to the steering wheel angle change rate of the target vehicle, and acquiring path information of the n paths.

Specifically, the vehicle parking path planning apparatus may divide the first path into n paths according to a steering wheel angle change rate of the target vehicle, and acquire path information of the n paths, where the path information includes one or more of a length of each of the n paths, a steering wheel rotation speed of each of the n paths, an angle difference between two adjacent paths, and a number n of the n paths, where n is a positive integer. The path information may be used to determine whether the first path is operable, and when the first path is operable, the target vehicle may park from the current location to the target parking space according to the first path; when the first path is inoperable, the target vehicle cannot travel along the first path or park from the current location to the target parking space along the first path.

Step S303: from the path information, a function value of an operability metric function of the first path is calculated.

Specifically, the vehicle parking path planning device calculates a function value of an operability metric function of the first path based on the path information. The operability metric function f (path) can be used to describe whether the first path has no operability, and the operability of the first path is worse when the operability metric function f (path) is larger. When the first path has operability, the target vehicle can run according to the first path to realize parking and warehousing; when the first path is not operable, the target vehicle cannot travel along the first path. Wherein the first path is operable when the function value of the operability metric function is less than a preset threshold, and otherwise, the first path is inoperable. Therefore, for the riding experience and the parking experience of the user, it is required to determine that the operability metric function f (path) of the first path is smaller than the preset threshold value, so as to ensure that the target vehicle smoothly parks when traveling according to the first path. And when the first path does not meet the operability, the path is planned again, and the probability of successfully parking to the target parking space can be improved through the planned path again. It will be appreciated that the setting of the preset threshold may be related to driver and/or passenger preferences. For example: the predetermined threshold for a young driver may be greater than the predetermined threshold for an older driver.

Wherein the first path is inoperable if the target vehicle is unable to execute the first path; the first path may be operable if the target vehicle can execute the first path. It should be noted that when the length and the curvature of a path in the first path exceed the minimum distance and the maximum curvature of the vehicle running at each start, the first path is considered to be inoperable. For example: the minimum distance traveled by a car at one start is 0.21m and the maximum curvature is a. If the curvature of any point in the first path is greater than a or the minimum driving distance is less than 0.21m, it is considered that the target vehicle cannot execute the first path, and the first path is not operable.

Optionally, the operability metric function f (path) may be:

wherein w ₁ A weight coefficient, w, corresponding to the length of each path ₂ A weight coefficient, w, corresponding to the rotating speed of the steering wheel in each path ₃ A weight coefficient, w, corresponding to the angular difference of the steering wheel angle between each two adjacent segments of the path ₄ Is a weight coefficient corresponding to the number n of the segments, theta _s,i For the steering wheel angle, theta, corresponding to the starting point of each path segment _e，i Steering wheel angle, l, for the end point of each path _i For the length of each path,/ _min For the minimum distance that the target vehicle can move, χ (·) is defined as

It should be noted that the larger the operability metric function f (path), the worse the operability. Wherein the first part of the operability metric function f (path)

For the length penalty value of each path length of the first path, when the length is less than a certain threshold value l _min I.e. the larger the length penalty per segment length path, the lower the operability of that segment path. The second part

A penalty for the steering wheel rotation speed in each of the paths of the first path,when the steering wheel rotating speed is higher, the corresponding penalty value is higher, and the operability is lower. The reason for this is that, in the semi-automatic parking process, the more difficult the vehicle is to operate and the poorer the operability of the road section is when the steering wheel is turned faster, and it can be understood that, when the vehicle is not driven, the greater the turning speed of the steering wheel is, the more frequent the change frequency of the turning direction is, the more difficult the vehicle is to control, that is, the lower the controllability of the vehicle is. The third part

For the angle difference of the steering wheel between each two adjacent paths in the first path, that is, for the penalty value of the instantaneous rotation of the steering wheel, it should be noted that, when the angle of the two adjacent paths is larger, the curvature change rate is also larger, the riding experience of passengers in the target vehicle is also worse, and therefore the penalty value of the rotation of the steering wheel is larger. Fourth section w ₄ n is a punishment value of the number of the sections of the first path, and when the number of the sections is more, the more the operation of parking the target vehicle to the target parking space is, the more operation steps are needed, and the longer the parking time is, so that the poor riding experience of passengers is easy to realize. Therefore, the penalty value of the first path number is larger as the number of segments is larger, i.e., the operability thereof is also worse. The operability measurement function f (path) fully considers the driving habits of the driver, the controllability of the target vehicle and the riding preferences of passengers, and is beneficial to improving the riding experience and parking safety of the user when parking.

Optionally, if the first path does not exist, it is determined that the first path is not operable, the first posture of the target vehicle at the current position needs to be adjusted to the target posture, and a parking path is re-planned based on the target posture. It should be noted that, when the vehicle parking path planning device cannot determine the first path with the shortest parking distance or the smallest number of gear shifts when the target vehicle is parked to the target parking space according to the plurality of the current position of the target vehicle, the first posture of the target vehicle, the position information of the target parking space, and the position information of the obstacle, the first path does not exist, and then the first path does not have operability, and the parking path needs to be re-planned and determined, so as to ensure that the target vehicle can be parked smoothly in the first posture.

Optionally, when the function value is greater than or equal to the preset threshold, the target vehicle is controlled to park from the current position to the target parking space according to the first path. When the vehicle parking path planning device determines that the first path is operable, that is, the function value is greater than or equal to the preset threshold value, the target vehicle needs to be controlled to park to the target parking space according to the first path, so that the target vehicle smoothly parks to the target parking space.

Step S304: and under the condition that the function value is smaller than a preset threshold value, adjusting the first posture of the target vehicle at the current position to the target posture, and replanning the parking path based on the target posture.

Specifically, the vehicle parking path planning device adjusts a first posture of the target vehicle at the current position to a target posture when the function value is smaller than a preset threshold value, and replans a parking path based on the target posture, wherein a target included angle corresponding to the target posture is larger than or equal to a first included angle corresponding to the first posture, the target included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the target posture, and the first included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the first posture. The vehicle parking path planning device needs to adjust a first posture of the target vehicle at the current position to a target posture and re-plan a parking path based on the adjusted target posture because the target vehicle cannot execute the first path, wherein an included angle between the target vehicle and the target parking space when the target vehicle is in the target posture is larger than or equal to an included angle between the target vehicle and the target parking space when the target vehicle is in the first posture. Namely, when the target vehicle is in the first posture, the included angle between the target vehicle and the long edge of the target parking space is not larger than the included angle between the target vehicle and the long edge of the target parking space when the target vehicle is in the target posture, and the first path and the second path both belong to the parking path. When the target vehicle cannot be parked to the target parking space through the first path and the second path, the target vehicle cannot be parked well in the first posture, and the parking path is re-planned after the first posture of the target vehicle needs to be adjusted. Meanwhile, in order to smoothly plan the next parking path, the posture of the target vehicle needs to be adjusted in advance so that the vehicle can be parked to the target parking space better. For example: under the condition that the target vehicle is orthogonal to the target parking space, the target vehicle can park to the target parking space better. It can be understood that the feasible region of the vehicle corresponding to the target posture is larger than the feasible region of the vehicle in the first posture, and the target parking space is a vertical parking space. The feasible region is a region around the target vehicle where the target vehicle can travel.

Referring to fig. 3D, fig. 3D is a schematic flow chart of a method for adjusting a posture of a target vehicle according to an embodiment of the present disclosure, as shown in fig. 3D, if the target vehicle exists, a first posture of the target vehicle is adjusted through a straight line adjustment 710 and an arc adjustment 720, the straight line adjustment 710 enables a space in a parking space to be utilized as much as possible during parking, and the arc adjustment 720 enables the target vehicle to be stored as much as possible without colliding with corner points and obstacles (such as a boundary) of the parking space; the herringbone parking plan 730 determines whether the herringbone parking plan can be performed on the premise of not colliding with the obstacle according to the vehicle position adjusted in the previous step. If so, planning is successful and a path is output. Otherwise, the parking plan 740 performs the posture adjustment and the parking plan again at the vehicle position adjusted by 720. If the path planning is successful, outputting the planned path, otherwise, if the path planning is unsuccessful, and re-adjusting the posture before the parking planning. And judging whether the target vehicle can pass through the central axis 750 or not by combining the vehicle motion characteristics and the position after 720 adjustment. If the central axis cannot be passed through, the zigzag adjustment path 761 can be used to perform zigzag planning adjustment. Otherwise, a straight or chevron programming adjustment may be made by adjustment path 762. The order, combination, and number of adjustments of the straight line adjustment 710 and the arc adjustment 720 are not specifically limited.

In one possible implementation, adjusting a first posture of the target vehicle at the current position to a target posture, and re-planning a parking path based on the target posture includes: adjusting the target vehicle to a preset second position from the current position through a straight line and/or an arc, wherein the distance between the preset second position and the target parking space is the first distance; acquiring the farthest distance m between the target vehicle and the target parking space when the target vehicle is adjusted to any vertical posture from the second posture and the target vehicle is in any vertical posture _max Minimum distance m _min And a first interval [ m _min ，m _max ]The second posture is a posture of the target vehicle at the preset second position, and the vertical posture is a posture of the target vehicle orthogonal to the target parking space; acquiring the farthest distance h between the target vehicle and the target parking space when the target vehicle is in any preset vertical posture _max Nearest distance h _min And a second interval [ h ] _min ，h _max ]When the target vehicle is parked into the target parking space at any one preset vertical posture, the target vehicle does not collide with any obstacle within the preset distance range of the target parking space; if it is determined that an intersection exists between the first interval and the second interval, controlling the target vehicle to adjust to a target vertical posture state, and then replanning the parking path based on the target vertical posture, wherein the position of the target vehicle when adjusted to the target vertical posture is between the first interval and the second interval.

When the vehicle cannot be parked successfully through the first path and the second path, the vehicle body is firstly adjusted to the maximum adjustment degree by utilizing the parking space, namely the position with the shortest distance to the parking space, and then the vehicle is adjusted to the position beneficial to parking in advance, so that the path planning in a narrow space can be realized. Wherein the first interval [ m _min ，m _max ]That is, the adjustment range [ h ] which can be reached when the target vehicle is adjusted to the vertical state _min ，h _max ]If the target vehicle can be horizontally parked in the target parking space after being adjusted to the vertical posture, the target vehicle can be horizontally parked in the target parking space through a re-planned parking path after the vehicle posture is adjusted; otherwise, the target vehicle cannot park in the target parking space even after being adjusted to the vertical posture, and the target vehicle does not need to be adjusted to the vertical posture. Referring to fig. 3E, fig. 3E is a schematic view of a scene for adjusting a posture of a target vehicle according to an embodiment of the present disclosure, and as shown in fig. 3E, the target vehicle is adjusted from the current position to a preset second position through a straight line and/or an arc, where a distance between the preset second position and a preset corner of the target parking space is the first distance. It should be noted that the preset second position is a position closest to the target parking space when the target vehicle parks in the target parking space, where the preset angular points are angular points of two angular points at the opening of the target parking space, and the distance between the first angular point and the target vehicle is the first distance in the parking process of the target vehicle (that is, when the target vehicle backs a car through an arc or a straight line and is closest to the target parking space). As shown in fig. 3E, the corner point 1 is closer to the tail of the target vehicle than the corner point 2, that is, the corner point 1 reaches the first distance faster from the target vehicle during the parking process in which the target vehicle is adjusted by a straight line and/or a circular arc, and therefore, the corner point 1 is preset. Therefore, when the vehicle cannot be parked successfully through the first path and the second path, the vehicle body is firstly adjusted to the maximum adjustment degree, namely the position closest to the parking space, by utilizing the parking space, and then the vehicle is adjusted to the position beneficial to parking in advance through planning in other modes, so that the path planning in a narrow space is realized.

Referring to fig. 3F, fig. 3F is a schematic view of a first interval scene in a target parking space according to an embodiment of the present application. If the target vehicle moves from the second position, as shown in FIG. 3F, the vehicle is adjustedWhen the vehicle is in any vertical posture orthogonal to the target parking space, the first interval is the farthest distance m between the target vehicle and the target parking space when the target vehicle is in the vertical posture _max Nearest distance m _min The target vehicle does not touch any obstacle and/or the target parking space in the adjustment process. Referring to fig. 3G, fig. 3G is a schematic view of a scene of a second interval in a target parking space provided in an embodiment of the present application, as shown in fig. 3G, if the target vehicle is already in a vertical posture, under a condition that the target vehicle can park in the target parking space in the vertical posture, the second interval is a maximum distance h between the target vehicle and the target parking space, which can be achieved when the target vehicle is in the vertical posture _max Nearest distance h _min The interval of the composition. And in the process that the target vehicle can be parked into the target parking space in the vertical posture, the obstacle and/or the target parking space are not touched. Therefore, the first zone is a zone that can be reached when the target vehicle is adjusted to the vertical posture, and the second zone is a zone in which the target vehicle is located in the vertical posture when the target vehicle can be parked in the target parking space in the vertical posture. If the first interval and the second interval have intersection, the target vehicle can be parked in the target parking space after being adjusted to the vertical posture; otherwise, the target vehicle cannot park in the target parking space even after being adjusted to the vertical posture. Therefore, it is necessary to improve the efficiency of adjusting the vehicle posture and the success rate of re-parking after adjusting the vehicle posture by judging whether the first section and the second section intersect with each other.

In a possible implementation manner, if it is determined that there is no intersection between the first interval and the second interval, detecting whether the target vehicle passes through a central axis of the target parking space in a process of traveling straight from the second preset position to a third position in the second posture, where a distance between the third position and the second preset position is the farthest, and an obstacle that is the first distance from the third position exists within the preset distance range of the target parking space; if the target parking space passes through the central axis of the target parking space, calculating and comparing a second distance and a third distance, wherein the second distance is the distance between the preset second position and the third position, and the third distance is the distance between the preset second position and the first position; and if the second distance is greater than or equal to the third distance, controlling the target vehicle to linearly travel to the first position through linear planning, and then replanning the parking path.

If the intersection does not exist between the first interval and the second interval, the target vehicle cannot be adjusted to the vertical posture, or the target vehicle cannot park in the target parking space even if the target vehicle is adjusted to the vertical posture, and the vehicle posture needs to be adjusted again. It can be understood that, when the target vehicle passes through the central axis of the target parking space in the process of traveling straight from the second position to the third position, the probability of successfully parking the target vehicle to the target parking space is greater than the probability of not passing through the central axis of the target parking space. Therefore, when the posture of the target vehicle is adjusted, it needs to be determined whether the target vehicle passes through the central axis of the target parking space in the process of linearly driving from the second position to the third position; and then planning different parking paths according to different adjustment modes of the target vehicle, thereby improving the probability of the target vehicle successfully parking to the target parking space. And the distance between the third position and the preset second position is farthest, and an obstacle which is away from the third position by the first distance exists in the preset distance range of the target parking space. For example: referring to fig. 3H, fig. 3H is a scene schematic diagram of a target vehicle passing through a central axis of a target parking space according to an embodiment of the present disclosure, as shown in fig. 3H, when the target vehicle travels straight from the second position to a third position, it is obviously found that the target vehicle passes through the central axis of the target parking space, a second distance and a third distance may be calculated and compared, where the second distance is a distance between the preset second position and the third position, and according to a calculation result, a vehicle posture of the target vehicle is adjusted, and the second path is re-planned and determined, where an adjustment manner may be one or more of a straight line or a curve. Wherein, as shown in fig. 3H, the distance from the boundary at the third position is the first distance.

If the vehicle passes through the central axis of the target parking space, calculating and comparing a second distance and a third distance, wherein the second distance is the distance between the second position and the third position, and the third distance is the distance from the second position to the first position when the vehicle is driven in a straight line; if the second distance is greater than or equal to the third distance, controlling the target vehicle to linearly drive to the first position through linear planning, replanning and determining the second path, wherein the target posture is consistent with a second posture, and the second posture is the vehicle posture of the target vehicle at the second position; and if the first distance is smaller than the second distance, after the target vehicle is adjusted to the target posture through arc planning, re-planning and determining the parking path. Wherein the target vehicle is at the first position with not less than a minimum turning radius r _min When the vehicle is parked into the target parking space, the target vehicle does not collide with the target parking space. It is first determined whether the target vehicle at the second position can reach the first position by straight-line adjustment. And if the target vehicle can be driven to the first position in a straight line, and the second path is re-planned and determined. And if not, directly adjusting the vehicle posture of the target vehicle to a target posture beneficial to next parking planning through arc planning, and then replanning and determining the second path. The method is favorable for improving the success rate of parking and controlling the vehicle to park in the parking space accurately.

For example: referring to fig. 3I, fig. 3I is a schematic view of a scenario where a target vehicle parks again when adjusting to a first position in a straight line, as shown in fig. 3I, because the second distance is greater than a third distance, the target vehicle can be controlled to travel to the first position in the straight line by straight line planning, wherein the target posture is consistent with the second posture, and after reaching the first position, the target vehicle can pass through a radius not less than a minimum turning radius r _min The arc of (2) is parked into the target parking space. If the second distance is less than the third distance, the target vehicle cannot pass through the straight lineThe line adjustment reaches the first position, and therefore, the target vehicle needs to be adjusted to a target posture for better parking through arc planning, and then the second path is re-planned and determined. When the target posture is adjusted, the final target posture may be achieved by performing the arc and straight line adjustments a plurality of times, for example: referring to fig. 3J, fig. 3J is a schematic view of a scene where a target vehicle is adjusted to a target posture through multiple arc planning according to an embodiment of the present application, as shown in fig. 3J, the target vehicle is adjusted to the target posture through multiple arc planning, and multiple vehicle moving increases a feasible parking area in a narrow space, reduces a requirement for a parking start point, and also increases a feasible parking area for next parking in the narrow space, so that a planned path has better operability.

Optionally, the third distance may satisfy the following relation:

wherein r is _min At the minimum turning radius, w is the body width of the target vehicle, RL is the body overhang length of the target vehicle, δ ₁ Is a first distance, x ₀ ,y ₀ And theta ₀ Respectively coordinates (x) of the target vehicle at a second position ₀ ,y ₀ ,θ ₀ )，l ₃ The third distance, from which the magnitude of the third distance can be determined. If the equation cannot be satisfied, the target vehicle cannot reach the first position through the straight line adjustment.

In a possible manner, the determining whether the target vehicle passes through the central axis of the target parking space during the process of traveling straight from the second position to the third position includes: after the target vehicle is driven to the third position from the second position in a straight line, the maximum transverse distance x between the third position and the preset angular point of the target parking space is obtained _max And whether the parking space width is larger than half of the parking space width of the target parking space. Referring to FIG. 3K, FIG. 3K is another object provided by embodiments of the present applicationAs shown in fig. 3K, when the target vehicle is driven straight from the second position to the third position, a maximum lateral distance x between the third position and a preset angular point of the target parking space is shown in a scene diagram of the vehicle passing through a central axis of the target parking space _max And the parking space width is more than half of that of the target parking space, so that the target vehicle passes through the central axis of the target parking space. At this time, the preset angular point is one of the two angular points at the opening of the target parking space, which is closest to the second position.

Optionally, if the target vehicle does not pass through the central axis of the target parking space or the second distance is smaller than the third distance, the parking path is re-planned after the target vehicle is adjusted to the target posture through arc planning. Referring to fig. 3L, fig. 3L is a schematic view of a scene where a target vehicle adjusts a vehicle posture without passing through a central axis of the target vehicle, and the target vehicle is adjusted to a vertical posture as shown in fig. 3L through arc planning, and then the parking path can be re-planned and determined, where the arc planning can increase a feasible region of the target vehicle on the premise that the target vehicle does not collide with a corner point and an obstacle (e.g., a boundary) of the target vehicle, so as to improve a success rate of parking the target vehicle in a next parking path to the target vehicle.

In one possible implementation, the vehicle parking path planning means may plan a second path for parking the target vehicle from the current position to the target parking space before adjusting the attitude of the target vehicle if the function value is smaller than a preset threshold value, that is, if the first path is not operable. The second path planned by the vehicle parking path planning device meets the Ackerman principle of the vehicle so as to ensure the normal running of the vehicle. Wherein, plan the second route that the target vehicle parked to the target parking stall from the current position, include: and under the condition that the function value is smaller than a preset threshold value, connecting a parking starting point and a parking ending point by using a mode of combining one or more of a curve and a straight line based on a geometric planning method to obtain a second path from the current position to the target parking space for the target vehicle, wherein the parking starting point is the current position of the target vehicle, and the parking ending point is the position of the target parking space. Referring to fig. 3M, fig. 3M is a schematic diagram of a herringbone parking scheme according to an embodiment of the present application. As shown in fig. 3M, the target vehicle may park in a target parking space by parking in a herringbone pattern (i.e., a parking path in which two arcs are spliced). Alternatively, the second path may be planned by parking in a C-shape (i.e., a circular arc parking path). Therefore, the success rate of vehicle parking can be greatly improved by planning the parking path for multiple times, and the requirements on the initial parking posture and the parking space are lower. And the second path is planned in an analytic geometry mode, and the two points are connected through a curve or a straight line which accords with the Ackerman principle so as to ensure the normal running of the vehicle. The method has the advantages of low parking path difficulty and good operation, and is beneficial to improving the probability of controlling the target vehicle to successfully park in the target parking space.

Optionally, the vehicle parking path planning apparatus plans a second path from the current location to the target parking space of the target vehicle, and includes: connecting the parking starting point with a first position through a straight line and/or an arc when the function value is smaller than a preset threshold value, wherein the target vehicle is not smaller than the minimum turning radius r of the target vehicle at the first position _min When the vehicle is parked into the target parking space through the arc, the target vehicle does not collide with the target parking space; connecting the first position with the parking terminal point through a straight line and/or an arc; and determining a connecting line between the parking starting point and the parking ending point as the second path. Because the first position can be set at a position not less than the minimum turning radius r of the target vehicle _min The target vehicle does not collide with the target parking space, so that the current position is connected with the first position through a curve or a straight line which accords with the Ackerman principle, and the normal running of the vehicle can be ensured based on the second path planned in a geometric mode. For example: referring to fig. 3N, fig. 3N is a second path schematic diagram according to an embodiment of the present disclosure. As shown in fig. 3E, assuming that the target vehicle is linearly adjusted first,after reaching the position 2 shown in FIG. 3N, the minimum turning radius r of the target vehicle is not less than _min The vehicle is parked to the target parking space by the arc. The parking starting point and the parking end point are connected in an analysis mode of arcs, straight lines and combination of the arcs and the straight lines, the parking path is simple, the vehicle can be more intuitively and conveniently controlled to park to the target parking space, and the success rate of parking is improved.

Alternatively, the first position may be at a minimum radius of rotation r _min The circular arc smoothly enters any position in the process of the target parking space. If the first posture of the target vehicle is consistent with the posture of the first position when the target vehicle is ready to be parked in the target parking space, connecting the first position with the parking terminal through a straight line; if the parking positions are inconsistent, the first position can be connected with the parking terminal point in an arc or arc and straight line mode, so that the target vehicle is consistent with a preset posture when reaching the first position, and the target vehicle can be smoothly parked in the target parking space.

Optionally, when the function value is smaller than a preset threshold, adjusting a first posture of the target vehicle at the current position to a target posture, and replanning a parking path based on the target posture includes: and under the condition that the function value is smaller than a preset threshold value and an obstacle with the distance smaller than a first distance from any path point in the second path exists in a preset distance range of the target parking space, adjusting the first posture to the target posture, and replanning a parking path based on the target posture. The vehicle parking path planning device can judge whether an obstacle with a distance smaller than the first distance from any path point in the second path exists in a preset distance range of the target parking space according to the obstacle position information. During the running process of the vehicle, the target vehicle needs to keep a certain distance with the obstacle, and if the distance is smaller than the certain distance, the target vehicle can collide with the obstacle, so that for the purpose of running safety, the planned second path also needs to judge whether the obstacle with the distance smaller than the first distance from any path point in the second path exists. That is, it is also necessary to determine whether there is a path point in the second path whose distance from the obstacle is within the first distance threshold range, so as to ensure that the target vehicle does not collide with the obstacle or cannot execute the second path when parking to the target parking space. It should be noted that the preset distance range of the target parking space may include a space in the preset distance in front of the parking space opening. The obstacle may include all things that affect the traveling of the target vehicle within a preset distance range from the target space, such as: road edges, road piles, parking posts, surrounding vehicles and the like, and animals, pedestrians and the like.

If an obstacle with a distance smaller than a first distance from any path point in the second path exists in a preset distance range of the target parking space, the first posture is adjusted to the target posture, and a parking path is re-planned based on the target posture. And if the fact that no obstacle with the distance smaller than the first distance from any path point in the second path exists in the preset distance range of the target parking space is detected, controlling the target vehicle to park from the current position to the target parking space according to the second path. That is, when there is no route colliding with an obstacle in the second route, the vehicle parking route planning device may control the target vehicle to travel according to the second route, so that the target vehicle smoothly parks in the target parking space.

In the embodiment of the application, after the target vehicle responds to the parking request and plans the first path from the current position to the target parking space, the operability of the first path needs to be determined, and when the first path is not operable, it indicates that the target vehicle cannot be parked to the target parking space according to the first path. The operability metric function f (path) can be used to describe whether the first path has no operability, and the operability of the first path is poorer when the operability metric function f (path) is larger, namely, the difficulty of controlling the vehicle during automatic driving is higher. Therefore, for the riding experience and the parking experience of the user, it is required to determine that the operability metric function f (path) of the first path is smaller than the preset threshold value, so as to ensure that the target vehicle smoothly parks when traveling according to the first path. Moreover, when the target vehicle cannot park to the target parking space according to the planned first path, in order to control the target vehicle to park accurately in the target parking space and improve the success rate of parking, the first posture of the target vehicle can be adjusted to the target posture, and the parking path is re-planned again based on the adjusted target posture. Therefore, when the parking path planned on the premise of the initial posture of the vehicle and the current parking space cannot be actually operated, the first posture of the target vehicle can be adjusted until the vehicle is in a posture which is favorable for parking, the parking path is planned again, the success rate of vehicle parking can be greatly improved by planning the parking path for multiple times, and the requirements on the initial posture and the parking space of the parking are low. Moreover, since the included angle between the target vehicle and the target parking space when the target vehicle is in the target posture is not smaller than the included angle between the target vehicle and the target parking space when the target vehicle is in the first posture (for example, the target posture may be orthogonal to the target parking space, that is, the included angle between the target vehicle and the target parking space is 90 degrees), the target vehicle replans the parking path based on the adjusted posture, so that controllability and operability of replanning the path may be increased, and a parking garage may be implemented without a fixed posture when the target vehicle reaches a specified position and is in the specified position, thereby improving a success rate of parking.

Referring to fig. 4A, fig. 4A is a schematic view of a target vehicle in an application field according to an embodiment of the present disclosure, which may correspond to the related description of the method for adjusting the attitude of the target vehicle described with reference to fig. 3A.

Application scenarios: as shown in fig. 4A, when a vehicle parking starting point is closer to a parking position, and a space around a parking space is narrower, so that it cannot be guaranteed that a target vehicle travels according to a first path and a second path, a planned first path needs to rotate a steering wheel rapidly for multiple times, controllability of the vehicle is low, operation difficulty of a driver is high, and passenger experience is poor, so that the first path is inoperable, please refer to fig. 4B, where fig. 4B is a schematic view of a parking vehicle-mounted screen of the target vehicle in an application field shown in fig. 4A, and as shown in fig. 4B, the planned first path is displayed in the vehicle-mounted screen; in addition, in the application scenario, there is an obstacle (such as a parking space and a surrounding vehicle) whose distance from the planned second path is smaller than the first distance, so that the second path is also inoperable, please refer to fig. 4C, where fig. 4C is a schematic view of a parking on-board screen of another target vehicle in the application field shown in fig. 4A provided by the embodiment of the present application, and as shown in fig. 4C, the schematic view of the planned first path is displayed in the on-board screen. The following steps S1 to S5 can be carried out to park the target vehicle in the target parking space, wherein: referring to fig. 4D, fig. 4D is a schematic view of a parking car screen of another target vehicle in the application field shown in fig. 4A according to an embodiment of the present application, as shown in fig. 4D, a parking path that is re-planned after a car posture is adjusted is displayed in the car screen, and the following steps may be implemented in a parking process:

s1, in order to utilize parking space and straighten a target vehicle as much as possible, the target vehicle is parked near a left corner point of the target parking space through two-section arc adjustment. Alternatively, the attitude adjustment during the docking phase may be performed using linear and/or circular arc adjustments.

And S2, due to the space limitation of the parking road, the parking plan cannot be completed at the position where the S2 arrives, and the arc adjustment is carried out by using the parking plan in the shape of the Chinese character 'ren' again to place the vehicle in a vertical posture.

And S3, because the target vehicle can be adjusted to the position tangent to the central axis of the parking space at the minimum rotation radius, if the target vehicle cannot be adjusted to the position at one time, the target vehicle can be adjusted to the position through the adjustment of a straight line and/or an arc.

And S4, the vehicle is tangent to the central axis by using the arc with the minimum rotation radius, so that a straight-swinging posture parallel to the target parking space is achieved.

And S5, planning a linear warehousing stage, and integrally parking the vehicle body into a parking space to finish parking planning. Referring to fig. 4E, fig. 4E is a parking schematic diagram of a target vehicle according to the parking path shown in fig. 4D, and as shown in fig. 4E, the target vehicle age is controlled to successfully park in the target parking space according to the second path after the path planning in steps S1 to S5.

The method of the embodiments of the present application is explained in detail above, and the related apparatus of the embodiments of the present application is provided below.

Referring to fig. 5, fig. 5 is a schematic structural diagram of another vehicle parking path planning apparatus according to an embodiment of the present application, where the vehicle parking path planning apparatus 20 may include a first planning unit 501, an obtaining unit 502, and an adjusting unit 503, and may further include: a second planning unit 504, a first control unit 505, a detection unit 506, a calculation unit 507, a third planning unit 508, a fourth planning unit 509 and a second control unit 510. The details of each unit are as follows.

A first planning unit 501, configured to receive a parking request, and plan a first path from a current location to a target parking space for a target vehicle to park in response to the parking request;

an obtaining unit 502, configured to divide the first path into n segments of paths according to a steering wheel angle change rate of the target vehicle, and obtain path information of the n segments of paths, where the path information includes one or more of a length of each segment of the n segments of paths, a steering wheel rotation speed of each segment of the paths, an angle difference between two adjacent segments of the paths, and a number n of segments, where n is a positive integer;

an adjusting unit 503, configured to calculate a function value of an operability metric function of the first path according to the path information, adjust a first posture of the target vehicle at the current position to a target posture when the function value is smaller than a preset threshold, and replan a parking path based on the target posture, where a target included angle corresponding to the target posture is greater than or equal to a first included angle corresponding to the first posture, the target included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the target posture, and the first included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the first posture.

In a possible implementation manner, the first planning unit 501 is specifically configured to: taking a plurality of the current position of the target vehicle, the first posture of the target vehicle, the position information of the target parking space, and the position information of an obstacle as constraint conditions, and obtaining a parking path, as the first path, where the parking distance is the shortest or the number of shifts is the smallest when the target vehicle parks from the current position to the target parking space based on an optimization method.

In one possible implementation, the operability metric function is:

wherein w ₁ A weight coefficient, w, corresponding to the length of each path ₂ A weight coefficient, w, corresponding to the rotating speed of the steering wheel in each path ₃ A weight coefficient, w, corresponding to the angular difference of the steering wheel angle between each two adjacent segments of the path ₄ Is a weight coefficient corresponding to the number n of the segments, theta _s,i For the steering wheel angle, theta, corresponding to the starting point of each path segment _e，i Steering wheel angle, l, for the end point of each path _i For the length of each path, l _min For the minimum distance that the target vehicle can move, the χ (·) function is defined as

Path is the first path, where i =1,2 \ 8230n.

In one possible implementation, the apparatus further includes: a second planning unit 504, configured to, when the function value is smaller than a preset threshold, connect a parking starting point and a parking ending point based on a geometric planning method in a manner of using one or more combinations of a curve and a straight line, and obtain a second path from the current location to the target parking stall for the target vehicle, where the parking starting point is the current location of the target vehicle, and the parking ending point is the location of the target parking stall; the adjusting unit 503 is specifically configured to: and under the condition that the function value is smaller than a preset threshold value and an obstacle with the distance smaller than a first distance from any path point in the second path exists in a preset distance range of the target parking space, adjusting the first posture to the target posture, and replanning a parking path based on the target posture.

In one possible implementation, the apparatus further includes: and a first control unit 505, configured to control the target vehicle to park from the current location to the target parking space according to the second path if it is detected that no obstacle exists within a preset distance range of the target parking space, where a distance between the target vehicle and any path point in the second path is smaller than the first distance.

In a possible implementation manner, the second planning unit 504 is specifically configured to: connecting the parking starting point with a first position through a straight line and/or an arc when the function value is smaller than a preset threshold value, wherein the target vehicle is not smaller than the minimum turning radius r of the target vehicle at the first position _min When the vehicle is parked into the target parking space through the arc, the target vehicle does not collide with the target parking space; connecting the first position with the parking terminal point through a straight line and/or an arc; and determining a connecting line between the parking starting point and the parking ending point as the second path.

In a possible implementation manner, the adjusting unit 503 is specifically configured to: adjusting the target vehicle to a preset second position from the current position through a straight line and/or an arc, wherein the distance between the preset second position and the target parking space is the first distance; acquiring the farthest distance m between the target vehicle and the target parking space when the target vehicle is adjusted to any vertical posture from the second posture and the target vehicle is in any vertical posture _max Minimum distance m _min And a first interval [ m _min ，m _max ]The second posture is a posture of the target vehicle at the preset second position, and the vertical posture is a posture of the target vehicle orthogonal to the target parking space; obtainingThe farthest distance h between the target vehicle and the target parking space when the target vehicle is in any preset vertical posture _max Nearest distance h _min And a second interval [ h ] _min ，h _max ]When the target vehicle is parked into the target parking space at any one preset vertical posture, the target vehicle does not collide with any obstacle within the preset distance range of the target parking space; if it is determined that an intersection exists between the first interval and the second interval, after the target vehicle is controlled to be adjusted to a target vertical posture state, replanning the parking path based on the target vertical posture, wherein the position of the target vehicle when the target vehicle is adjusted to the target vertical posture is between the first interval and the second interval.

In one possible implementation, the apparatus further includes: a detecting unit 506, configured to detect whether the target vehicle passes through a central axis of the target parking space in a process of traveling straight from the preset second position to a third position in the second posture if it is determined that there is no intersection between the first interval and the second interval, where a distance between the third position and the preset second position is farthest, and an obstacle having a distance from the third position to the first distance exists within the preset distance range of the target parking space; a calculating unit 507, configured to calculate and compare a second distance and a third distance if the vehicle passes through the central axis of the target parking space, where the second distance is a distance between the preset second position and the third position, and the third distance is a distance between the preset second position and the first position; a third planning unit 508, configured to, if the second distance is greater than or equal to the third distance, control the target vehicle to linearly travel to the first position through linear planning, and then plan the parking path again.

In one possible implementation, the apparatus further includes: a fourth planning unit 509, configured to, if the target vehicle does not pass through the central axis of the target parking space, or the second distance is smaller than the third distance, re-plan the parking path after adjusting the target vehicle to the target posture through arc planning.

In one possible implementation, the apparatus further includes: a second control unit 510, configured to control the target vehicle to park in the target parking space from the current location according to the first path when the function value is greater than or equal to the preset threshold.

It should be noted that, for the functions of each functional unit in the vehicle parking path planning apparatus 20 described in the embodiment of the present application, reference may be made to the related description of step S301 to step S304 in the embodiment of the method described in fig. 3A, and details are not repeated here.

As shown in fig. 6, fig. 6 is a schematic structural diagram of another vehicle parking path planning apparatus according to an embodiment of the present application, where the apparatus 30 includes at least one processor 601, at least one memory 602, and at least one communication interface 603. In addition, the device may also include common components such as an antenna, which will not be described in detail herein.

The processor 601 may be a general purpose Central Processing Unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to control the execution of programs according to the above schemes.

Communication interface 603 is used for communicating with other devices or communication Networks, such as ethernet, radio Access Network (RAN), core network, wireless Local Area Networks (WLAN), etc.

The Memory 602 may be, but is not limited to, a Read-Only Memory (ROM) or other type of static storage device that can store static information and instructions, a Random Access Memory (RAM) or other type of dynamic storage device that can store information and instructions, an Electrically Erasable Programmable Read-Only Memory (EEPROM), a Compact Disc Read-Only Memory (CD-ROM) or other optical Disc storage, optical Disc storage (including Compact Disc, laser Disc, optical Disc, digital versatile Disc, blu-ray Disc, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. The memory may be self-contained and coupled to the processor via a bus. The memory may also be integrated with the processor.

The memory 602 is used for storing application program codes for executing the above scheme, and the processor 601 controls the execution. The processor 601 is used to execute application program code stored in the memory 602.

The memory 602 stores code that may implement the vehicle parking path planning method provided above in fig. 3A, such as receiving a parking request and, in response to the parking request, planning a first path for a target vehicle to park from a current location to a target parking space; dividing the first path into n paths according to the steering wheel angle change rate of the target vehicle, and acquiring path information of the n paths, wherein the path information comprises the length of each path in the n paths, the rotating speed of the steering wheel of each path, the angle difference of the steering wheel angle between every two adjacent paths, and one or more of the number n of the paths, and n is a positive integer; and calculating a function value of an operability measurement function of the first path according to the path information, adjusting a first posture of the target vehicle at the current position to a target posture under the condition that the function value is smaller than a preset threshold value, and re-planning a parking path based on the target posture, wherein a target included angle corresponding to the target posture is larger than or equal to a first included angle corresponding to the first posture, the target included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the target posture, and the first included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the first posture.

It should be noted that, the functions of the functional units in the vehicle parking path planning apparatus 30 described in the embodiment of the present application may be described in relation to the steps S301 to S304 in the method embodiment described in fig. 3A, and are not described again here.

In the foregoing embodiments, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.

It should be noted that, for simplicity of description, the above-mentioned method embodiments are described as a series of acts or combination of acts, but those skilled in the art will recognize that the present application is not limited by the order of acts described, as some steps may occur in other orders or concurrently depending on the application. Further, those skilled in the art should also appreciate that the embodiments described in the specification are preferred embodiments and that the acts and modules referred to are not necessarily required in this application.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus may be implemented in other manners. For example, the above-described embodiments of the apparatus are merely illustrative, and for example, the above-described division of the units is only one type of division of logical functions, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection of some interfaces, devices or units, and may be an electric or other form.

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

In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.

The integrated unit may be stored in a computer-readable storage medium if it is implemented in the form of a software functional unit and sold or used as a separate product. Based on such understanding, the technical solution of the present application may be substantially implemented or a part of or all or part of the technical solution contributing to the prior art may be embodied in the form of a software product stored in a storage medium, and including several instructions for enabling a computer device (which may be a personal computer, a server, or a network device, and may specifically be a processor in the computer device) to execute all or part of the steps of the above-mentioned method of the embodiments of the present application. The storage medium may include: a U-disk, a removable hard disk, a magnetic disk, an optical disk, a Read-only memory (ROM) or a Random Access Memory (RAM), and other various media capable of storing program codes.

The above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present application.

Claims

1. A vehicle parking path planning method, comprising:

receiving a parking request, and responding to the parking request, and planning a first path from a current position to a target parking space for a target vehicle to park;

dividing the first path into n paths according to the steering wheel angle change rate of the target vehicle, and acquiring path information of the n paths, wherein the path information comprises the length of each path in the n paths, the steering wheel rotating speed of each path, the angle difference of the steering wheel angle between every two adjacent paths and one or more of the number n of the segments, and n is a positive integer;

and calculating a function value of an operability measurement function of the first path according to the path information, adjusting a first posture of the target vehicle at the current position to a target posture under the condition that the function value is smaller than a preset threshold value, and re-planning a parking path based on the target posture, wherein a target included angle corresponding to the target posture is larger than or equal to a first included angle corresponding to the first posture, the target included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the target posture, and the first included angle is an included angle between the target vehicle and the target parking space when the target vehicle is in the first posture.

2. The method of claim 1, wherein planning the first path for the target vehicle to park from the current location to the target slot comprises:

and taking a plurality of the current position of the target vehicle, the first posture of the target vehicle, the position information of the target parking space and the position information of an obstacle as constraint conditions, and obtaining a parking path with the shortest parking distance or the smallest number of gear shifting times as the first path when the target vehicle parks from the current position to the target parking space based on an optimization method.

3. The method of claim 1, wherein the operability metric function is:

wherein w ₁ A weight coefficient, w, corresponding to the length of each path ₂ A weight coefficient, w, corresponding to the rotating speed of the steering wheel in each path ₃ A weight coefficient, w, corresponding to the angular difference of the steering wheel angle between each two adjacent paths ₄ Is a weight coefficient corresponding to the number n of the segments, theta _s,i For the steering wheel angle, theta, corresponding to the starting point of each path segment _e,i Steering wheel angle, l, for the end point of each path _i For the length of each path,/ _min For the minimum distance that the target vehicle can move, the χ (·) function is defined as

Path is the first path, where i =1,2 \ 8230n.

4. The method of claim 1, further comprising:

under the condition that the function value is smaller than a preset threshold value, connecting a parking starting point and a parking ending point based on a geometric programming method by using a mode of combining one or more of a curve and a straight line to obtain a second path from the current position to the target parking space, wherein the parking starting point is the current position of the target vehicle, and the parking ending point is the position of the target parking space;

when the function value is smaller than a preset threshold value, adjusting a first posture of the target vehicle at the current position to a target posture, and replanning a parking path based on the target posture, including:

and under the condition that the function value is smaller than a preset threshold value and an obstacle with the distance smaller than a first distance from any path point in the second path exists in a preset distance range of the target parking space, adjusting the first posture to the target posture, and replanning a parking path based on the target posture.

5. The method of claim 4, further comprising:

and if the fact that no obstacle with the distance smaller than the first distance from any path point in the second path exists in the preset distance range of the target parking space is detected, controlling the target vehicle to park from the current position to the target parking space according to the second path.

6. The method of claim 4, wherein the obtaining a second path from the current position to the target parking space by connecting a parking starting point and a parking ending point by using one or more combinations of a curve and a straight line based on a geometric planning method when the function value is smaller than a preset threshold value comprises:

connecting the parking starting point with a first position through a straight line and/or an arc when the function value is smaller than a preset threshold value, wherein the target vehicle at the first position is not smaller than the minimum rotating radius r of the target vehicle _min When the vehicle is parked into the target parking space through the arc, the target vehicle does not collide with the target parking space;

connecting the first position with the parking terminal point through a straight line and/or an arc;

and determining a connecting line between the parking starting point and the parking ending point as the second path.

7. The method of claim 6, wherein the adjusting the first pose of the target vehicle at the current location to a target pose and re-planning a parking path based on the target pose comprises:

adjusting the target vehicle to a preset second position from the current position through a straight line and/or an arc, wherein the distance between the preset second position and the target parking space is the first distance;

acquiring the farthest distance m between the target vehicle and the target parking space when the target vehicle is adjusted to any vertical posture from the second posture and the target vehicle is in any vertical posture _max Nearest distance m _min And a first interval [ m _min ，m _max ]The second posture is a posture of the target vehicle at the preset second position, and the vertical posture is a posture of the target vehicle orthogonal to the target parking space;

acquiring the farthest distance h between the target vehicle and the target parking space when the target vehicle is in any preset vertical posture _max Nearest distance h _min And a second interval [ h ] _min ，h _max ]When the target vehicle is parked into the target parking space at any one preset vertical posture, the target vehicle does not collide with any obstacle within the preset distance range of the target parking space;

if it is determined that an intersection exists between the first interval and the second interval, controlling the target vehicle to adjust to a target vertical posture, and replanning the parking path based on the target vertical posture, wherein the position of the target vehicle when adjusted to the target vertical posture is between the first interval and the second interval.

8. The method of claim 7, further comprising:

if it is determined that no intersection exists between the first interval and the second interval, detecting whether the target vehicle passes through a central axis of the target parking space in the process of linearly driving from the preset second position to a third position in the second posture, wherein the third position is farthest away from the preset second position, and an obstacle which is away from the third position by the first distance exists in the preset distance range of the target parking space;

if the target parking space passes through the central axis of the target parking space, calculating and comparing a second distance and a third distance, wherein the second distance is the distance between the preset second position and the third position, and the third distance is the distance between the preset second position and the first position;

and if the second distance is greater than or equal to the third distance, controlling the target vehicle to linearly travel to the first position through linear planning, and then replanning the parking path.

9. The method of claim 8, further comprising:

and if the parking path does not pass through the central axis of the target parking space or the second distance is smaller than the third distance, the parking path is re-planned after the target vehicle is adjusted to the target posture through arc planning.

10. The method according to any one of claims 1-9, further comprising:

and controlling the target vehicle to park from the current position to the target parking space according to the first path under the condition that the function value is greater than or equal to the preset threshold value.

11. A vehicle parking path planning apparatus characterized by comprising:

12. The apparatus according to claim 11, wherein the first planning unit is specifically configured to:

13. The apparatus of claim 11, wherein the operability metric function is:

wherein, w ₁ A weight coefficient, w, corresponding to the length of each path ₂ A weight coefficient, w, corresponding to the rotating speed of the steering wheel in each path ₃ A weight coefficient, w, corresponding to the angular difference of the steering wheel angle between each two adjacent segments of the path ₄ Is a weight coefficient corresponding to the number n of the segments, theta _s,i For the steering wheel angle, theta, corresponding to the starting point of each path segment _e,i Steering wheel angle, l, for the end point of each path _i For the length of each path, l _min For the minimum distance that the target vehicle can move, the χ (-) function is defined as

Path is the first path, where i =1,2 \ 8230n.

14. The apparatus of claim 11, further comprising:

a second planning unit, configured to connect a parking starting point and a parking ending point based on a geometric planning method by using a combination of one or more of a curve and a straight line when the function value is smaller than a preset threshold, and obtain a second path from the current position to the target parking space, where the parking starting point is the current position of the target vehicle, and the parking ending point is the position of the target parking space;

the adjusting unit is specifically configured to: and under the condition that the function value is smaller than a preset threshold value and an obstacle with the distance smaller than a first distance from any path point in the second path exists in a preset distance range of the target parking space, adjusting the first posture to the target posture, and replanning a parking path based on the target posture.

15. The apparatus of claim 14, further comprising:

and the first control unit is used for controlling the target vehicle to park from the current position to the target parking space according to the second path if the first control unit detects that no obstacle with the distance smaller than the first distance from any path point in the second path exists in the preset distance range of the target parking space.

16. The apparatus according to claim 14, wherein the second planning unit is specifically configured to:

17. The apparatus according to claim 16, wherein the adjusting unit is specifically configured to:

acquiring the farthest distance m between the target vehicle and the target parking space when the target vehicle is adjusted to any vertical posture from the second posture and the target vehicle is in any vertical posture _max Minimum distance m _min And a first interval [ m _min ，m _max ]The second posture is a posture of the target vehicle at the preset second position, and the vertical posture is a posture of the target vehicle orthogonal to the target parking space;

acquiring the farthest distance h between the target vehicle and the target parking space when the target vehicle is in any preset vertical posture _max Nearest distance h _min And a second interval [ h ] _min ，h _max ]When the target vehicle is parked into the target parking space at any preset vertical posture, the target vehicle does not collide with any obstacle within the preset distance range of the target parking space;

if it is determined that an intersection exists between the first interval and the second interval, after the target vehicle is controlled to be adjusted to a target vertical posture, replanning the parking path based on the target vertical posture, wherein the position of the target vehicle when the target vehicle is adjusted to the target vertical posture is between the first interval and the second interval.

18. The apparatus of claim 17, further comprising:

the detection unit is used for detecting whether the target vehicle passes through a central axis of the target parking space in the process of linearly driving from the preset second position to a third position in the second posture if it is determined that no intersection exists between the first interval and the second interval, wherein the distance between the third position and the preset second position is the farthest, and an obstacle which is away from the third position by the first distance exists in the preset distance range of the target parking space;

the calculation unit is used for calculating and comparing a second distance and a third distance if the vehicle passes through the central axis of the target parking space, wherein the second distance is the distance between the preset second position and the third position, and the third distance is the distance between the preset second position and the first position;

and the third planning unit is used for replanning the parking path after controlling the target vehicle to linearly drive to the first position through linear planning if the second distance is greater than or equal to the third distance.

19. The apparatus of claim 18, further comprising:

and the fourth planning unit is used for re-planning the parking path after the target vehicle is adjusted to the target posture through arc planning if the parking path does not pass through the central axis of the target parking space or the second distance is smaller than the third distance.

20. The apparatus of any one of claims 11-19, further comprising:

and the second control unit is used for controlling the target vehicle to park from the current position to the target parking space according to the first path under the condition that the function value is greater than or equal to the preset threshold value.

21. An intelligent vehicle comprising a processor, a memory, and a communication interface, wherein the memory is configured to store information transmitting vehicle parking path planning program code, and the processor is configured to invoke the vehicle parking path planning program code to perform the method of any of claims 1-10.

22. A computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program which, when executed by a processor, implements the method of any of claims 1-10.

23. A parking system comprising a processor for performing the method of any of claims 1-10.