CN114323044A - Path planning method, device, equipment and storage medium - Google Patents
Path planning method, device, equipment and storage medium Download PDFInfo
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Abstract
The application discloses a path planning method, a device, equipment and a storage medium, wherein the method comprises the following steps: if the obstacle is determined to be the target obstacle in the running process of the vehicle, determining tail position information of the vehicle and head position information of the target obstacle, if the head of the target obstacle is determined to exceed the tail of the vehicle, obtaining first kinematic information of the vehicle and predicted track information of the target obstacle, determining a first position and a second position based on the first kinematic information, the predicted track information and relative position information of the vehicle and the target obstacle, determining a first transverse position set corresponding to a longitudinal position point of a path obtained by the target obstacle at the first position and the second position, obtaining second kinematic information of the vehicle and vehicle road information, determining an obstacle detouring path of the vehicle according to the first transverse position set, the first kinematic information, the second kinematic information and the vehicle road information, and improving accuracy and stability of path planning.
Description
Technical Field
The present application relates to the field of computer processing technologies, and in particular, to a path planning method, apparatus, device, and storage medium.
Background
With the development and progress of social economy and automobile industry, automatic driving has great potential in the aspects of driving safety, traffic jam alleviation and the like, and has become a research hotspot of various automobile manufacturers. The automatic driving comprises the steps of positioning, sensing, planning, decision control and the like. The planning is a plan of a series of actions of vehicles in a future time domain and an air domain, the time domain and the space domain are divided into global path planning and local path planning according to the size of the related space, the local path planning is used as one of important links for planning in automatic driving of the vehicles, and the research of the local path planning is significant for improving the intelligent driving level of the vehicles and increasing the road traffic capacity.
In the process of automatic driving, the vehicle may encounter various static obstacles and dynamic obstacles, the static obstacles may refer to obstacles which always keep a certain position with the road, and the dynamic obstacles may refer to obstacles which have a certain speed relative to the road.
However, in the existing local path planning method, the trajectory is usually optimized for a static obstacle, and since the position of a dynamic obstacle is changed in real time, when the trajectory is optimized by using the existing local path planning method, the optimized trajectory is inaccurate, and the dynamic obstacle is difficult to avoid.
Disclosure of Invention
The embodiment of the application provides a path planning method, a path planning device, a path planning equipment and a path planning storage medium, which can be used for avoiding dynamic obstacles in the automatic driving process of a vehicle.
In one aspect, an embodiment of the present application provides a path planning method, including:
if the obstacle is determined to be a target obstacle in the driving process of the vehicle, determining tail position information of the vehicle and head position information of the target obstacle; the target obstacle is a moving obstacle;
if the head of the target obstacle exceeds the tail of the vehicle, acquiring first kinematic information of the vehicle and predicted track information of the target obstacle;
determining a first position and a second position based on the first kinematic information, the predicted trajectory information, and the relative position information of the vehicle and the target obstacle;
determining a first transverse position set corresponding to a longitudinal position point of a path obtained by the target obstacle at the first position and the second position based on the first position and the second position;
acquiring second kinematic information and vehicle road information of the vehicle;
and determining the obstacle detouring track of the vehicle according to the first transverse position set, the first kinematic information, the second kinematic information and the vehicle road information.
Further, the method further comprises:
acquiring the speed of the obstacle under the condition that the obstacle is a non-target obstacle;
and if the speed of the obstacle is less than the first speed threshold value, determining the obstacle as the target obstacle.
Further, the method further comprises:
acquiring the speed of the transitional barrier under the condition that the barrier is the transitional barrier;
if the speed of the transitional barrier is less than or equal to the second speed threshold, determining the transitional barrier as a target barrier;
the second speed threshold is greater than the first speed threshold.
Further, determining the first and second positions based on the first kinematic information, the predicted trajectory information, and the relative position information of the vehicle and the target obstacle comprises:
acquiring head position information of a vehicle and tail position information of a target obstacle;
if the fact that the tail of the obstacle exceeds the head of the vehicle is determined based on the head position information of the vehicle and the tail position information of the target obstacle, determining a first time and a first intersection position required for the head of the vehicle to exceed the tail of the target obstacle, and a second time and a second intersection position required for the tail of the vehicle to exceed the head of the target obstacle based on the first kinematic information, the predicted track information and the relative position information of the vehicle and the target obstacle;
and if the first time is less than or equal to the threshold time, determining the first crossing position as a first position, and determining the second crossing position as a second position.
Further, determining the first and second positions based on the first kinematic information, the predicted trajectory information, and the relative position information of the vehicle and the target obstacle comprises: acquiring head position information of a vehicle and tail position information of a target obstacle;
if the head of the vehicle is determined to exceed the tail of the target obstacle based on the head position information of the vehicle and the tail position information of the target obstacle, determining a third time and a third intersection position required for the tail of the vehicle to exceed the head of the target obstacle based on the first kinematic information, the predicted trajectory information and the relative position information of the vehicle and the target obstacle;
and if the third time is less than or equal to the threshold time, determining the tail position information of the target obstacle as a first position, and determining a third intersection position as a second position.
Further, the method further comprises:
and if the third time is greater than the threshold time, determining the tail position information of the target obstacle as a first position, and determining the head position information of the target obstacle corresponding to the threshold time as a second position.
Further, determining the obstacle detouring trajectory of the vehicle based on the first set of lateral positions, the first kinematic information, the second kinematic information, and the vehicle road information comprises:
determining a second transverse position set corresponding to the longitudinal position point of the path obtained by the vehicle at the first position and the second position according to the first transverse position set;
and determining the obstacle detouring track of the vehicle according to the first transverse position set, the second transverse position set, the first kinematic information, the second kinematic information and the vehicle road information.
Further, the method further comprises:
determining a following parking track of the vehicle according to the first transverse position set, the second transverse position set, the first kinematic information, the second kinematic information and the vehicle road information;
the second lateral positions in the second set of lateral positions include a position located in the lane in which the vehicle is located and a position located in an adjacent lane of the vehicle.
Further, the method further comprises:
acquiring the track length of an obstacle detouring track and the track length of a parking track;
under the condition that the vehicle selects the track with the parking track, if the length difference between the track length of the obstacle detouring track and the track length of the track with the parking track is larger than a first length threshold value, determining that the vehicle selects the obstacle detouring track to run;
or;
and under the condition that the vehicle selects the obstacle detouring track, if the length difference between the track length of the vehicle and the track length of the obstacle detouring track is greater than a second length threshold value, determining that the first length threshold value is greater than the second length threshold value when the vehicle selects the obstacle detouring track to run.
Further, the method further comprises:
under the condition that the vehicle selects the track with parking, if the length difference between the track length of the obstacle detouring track and the track length of the track with parking is smaller than or equal to a first length threshold value, determining that the vehicle selects the track with parking to run;
or;
and under the condition that the vehicle selects the obstacle detouring track, if the length difference between the track length of the obstacle detouring track and the track length of the parking track is less than or equal to a second length threshold value, determining that the vehicle selects to run along the parking track.
Further, the method further comprises:
acquiring the speed of the obstacle under the condition that the obstacle is a non-target obstacle;
if the speed of the obstacle is greater than or equal to a first speed threshold value, determining the obstacle as a non-target obstacle;
or;
acquiring the speed of the transitional barrier under the condition that the barrier is the transitional barrier;
and if the speed of the transitional obstacle is greater than the second speed threshold, determining the transitional obstacle as a non-target obstacle.
In another aspect, a path planning apparatus is provided, the apparatus including:
the first determination module is used for determining tail position information of the vehicle and head position information of the target obstacle if the obstacle is determined to be the target obstacle in the driving process of the vehicle; the target obstacle is a moving obstacle;
the first information acquisition module is used for acquiring first kinematic information of the vehicle and predicted track information of the target obstacle if the head of the target obstacle exceeds the tail of the vehicle according to the tail position information of the vehicle and the head position information of the target obstacle;
a second determination module to determine a first location and a second location based on the first kinematic information, the predicted trajectory information, and the relative location information of the vehicle and the target obstacle;
the third determining module is used for determining a first transverse position set corresponding to a longitudinal position point of a path obtained by the target barrier at the first position and the second position based on the first position and the second position;
the second information acquisition module is used for acquiring second kinematic information and vehicle road information of the vehicle;
and the track determining module is used for determining the obstacle detouring track of the vehicle according to the first transverse position set, the first kinematic information, the second kinematic information and the vehicle road information.
Another aspect provides a path planning apparatus comprising a processor and a memory, the memory having at least one instruction, at least one program, set of codes, or set of instructions stored therein, the at least one instruction, at least one program, set of codes, or set of instructions being loaded and executed by the processor to implement the path planning method as described above.
Another aspect provides a computer-readable storage medium having stored therein at least one instruction, at least one program, set of codes, or set of instructions, which is loaded and executed by a processor to implement a path planning method as described above.
The path planning method, the device, the equipment and the storage medium provided by the embodiment of the application have the following technical effects:
if the obstacle is determined to be a target obstacle in the running process of the vehicle, determining tail position information of the vehicle and head position information of the target obstacle, wherein the target obstacle is the obstacle in motion, if the head of the obstacle is determined to exceed the tail of the vehicle based on the tail position information of the vehicle and the head position information of the target obstacle, acquiring first kinematic information of the vehicle and predicted track information of the target obstacle, determining a first position and a second position based on the first kinematic information, the predicted track information and relative position information of the vehicle and the target obstacle, determining a first transverse position set corresponding to longitudinal position points of a path obtained by the target obstacle at the first position and the second position based on the first position and the second position, acquiring second kinematic information and vehicle road information of the vehicle, and determining the position of the tail of the vehicle and the head position information of the target obstacle according to the first transverse position set, the first kinematic information, The obstacle detouring track of the vehicle is determined by the second kinematic information and the vehicle road information, so that the accuracy and the stability of path planning are improved, and the vehicle can effectively avoid dynamic obstacles in the automatic driving process.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic diagram of an application environment provided by an embodiment of the present application;
fig. 2 is a schematic flowchart of a path planning method according to an embodiment of the present application;
fig. 3 is a schematic flowchart of an obstacle determination method according to an embodiment of the present application;
fig. 4 is a schematic flowchart of an obstacle determination method according to an embodiment of the present application;
FIG. 5 is a schematic flow chart diagram illustrating a method for determining a first location and a second location according to an embodiment of the present application;
FIG. 6 is a schematic flow chart illustrating a method for determining that a vehicle has selected an obstacle detour trajectory according to an embodiment of the present disclosure;
fig. 7 is a schematic structural diagram of a path planning apparatus according to an embodiment of the present application;
fig. 8 is a block diagram of a hardware structure of a server of a path planning method according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. It is to be understood that the embodiments described are only a few embodiments of the present application and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or server that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Referring to fig. 1, fig. 1 is a schematic view of an application environment provided by an embodiment of the present application, where the schematic view includes a vehicle. The vehicle may be an unmanned vehicle, i.e. an autonomous vehicle, or may be a semi-autonomous vehicle.
In an alternative embodiment, the vehicle may include a global path module, a context awareness module, a real-time location module, a planning module, and a decision control module.
In an alternative embodiment, the global path module may plan a global path from the current position of the vehicle to the destination given the global map.
In an optional implementation manner, the environment sensing module may sense surrounding environment information and vehicle state information through various sensors such as a camera, a laser radar, a millimeter wave radar, and an ultrasonic radar. The environment information may include: roads, directions, curvatures, slopes, lanes, traffic signs, signal lights, etc.; the vehicle state information may include a forward speed, an acceleration, a jerk, a steering angle, a vehicle body position and posture, and the like of the vehicle.
In an optional implementation manner, rich and detailed environmental information can be obtained through the information of the multiple sensors, and the information of the multiple sensors is fused and processed.
In an optional implementation mode, the real-time positioning module can acquire the position information and the course information of a vehicle and the position information and the course information of a target obstacle through sensors such as a GPS, an inertial navigation system and a laser radar; the position information of the vehicle may include head position information and tail position information of the vehicle, and of course, the position information of the vehicle may also include other position information such as two side portions of the vehicle, and the heading information of the vehicle may include a driving direction of the vehicle; the position information of the target obstacle may include head position information of the target obstacle and tail position information of the target obstacle, and of course, the position information of the target obstacle may also include other position information such as side position information of the target obstacle, and the heading information of the target obstacle may include a moving direction of the target obstacle.
In an alternative embodiment, the planning module includes a speed planning module and a path planning module, wherein the path planning refers to local path planning.
In an alternative embodiment, the local path planning may be further decoupled into the transverse position planning and the longitudinal position planning.
A specific embodiment of a path planning method according to the present application is described below, and fig. 2 is a schematic flow chart of a path planning method according to the embodiment of the present application, and the present specification provides the method operation steps according to the embodiment or the flow chart, but may include more or less operation steps based on conventional or non-creative labor. The sequence of steps recited in the embodiments is only one execution manner of the execution sequence of the plurality of steps, and does not represent the only execution sequence. In practice, the system or server product may be implemented in a sequential manner or in a parallel manner (e.g., parallel processor or multi-threaded environment) as desired, according to the methods shown in the embodiments. Specifically, as shown in fig. 2, the method may include:
s201: and if the obstacle is determined to be the target obstacle in the running process of the vehicle, determining the tail position information of the vehicle and the head position information of the target obstacle, wherein the target obstacle is the obstacle in motion.
In the embodiment of the application, before the obstacle is determined to be the target obstacle in the running process of the vehicle, the application further comprises the step of determining the obstacle.
In an alternative embodiment, fig. 3 provides a flow chart of an obstacle determination method, which, as shown in fig. 3, may include:
and S301, acquiring the speed of the obstacle when the obstacle is a non-target obstacle.
S302, judging whether the speed of the obstacle is smaller than a first speed threshold value, if so, turning to the step S303; if not, go to step S304.
S303: and determining the obstacle as a target obstacle.
S304: the obstacle is determined to be a non-target obstacle.
The above embodiment is a case where the obstacle is determined to be a non-target obstacle before the current time, and the obstacle is re-determined, that is, the obstacle identity is re-confirmed. Therefore, there may also be a case where the obstacle has been determined as the target obstacle before the current time. In order to distinguish the obstacle from the current time point, which is finally determined as the target obstacle, the obstacle that has been determined as the target obstacle before the current time point may be referred to as a transitional obstacle.
In another alternative embodiment, fig. 4 provides a flowchart of an obstacle determination method, which may include, as shown in fig. 4:
and S401, acquiring the speed of the transitional barrier under the condition that the barrier is the transitional barrier.
S402, judging whether the speed of the transitional barrier is less than or equal to a second speed threshold, if so, turning to the step S403; if not, go to step S404.
S403: and determining the transition obstacle as the target obstacle.
S404: determining the transitional obstacle as a non-target obstacle.
Wherein the second speed threshold is greater than the first speed threshold.
In the embodiment of the present application, the first speed threshold and the second speed threshold may be determined according to the speed of the vehicle during the driving process, for example, the first speed threshold may be determined to be 60% of the speed of the vehicle during the driving process, and the second speed threshold may be determined to be 80% of the speed of the vehicle during the driving process; the first speed threshold and the second speed threshold may also be determined according to the highest speed limit of the current road, for example, the first speed threshold may be determined as 50% of the highest speed limit of the current road, and the second speed threshold may be determined as 70% of the highest speed limit of the current road; of course, the first speed threshold and the second speed threshold may also be determined according to other reasonable manners.
For example, a vehicle is traveling on a road at a speed of 60km/h, there is a dynamic obstacle in front of the vehicle, the first speed threshold is set to 60% of the current speed of the vehicle, i.e., 36km/h, and the second speed threshold is set to 80% of the current speed of the vehicle, i.e., 48km/h, in which case the vehicle can determine whether to regard it as a target obstacle based on the speed of the dynamic obstacle; if the obstacle is a non-target obstacle, if the speed of the non-target obstacle is less than 36km/h, the non-target obstacle is taken as a target obstacle, and if the speed of the non-target obstacle is greater than or equal to 36km/h, the non-target obstacle is taken as a non-target obstacle; when the obstacle is a transitional obstacle, if the speed of the transitional obstacle is less than or equal to 48km/h, the transitional obstacle is used as a target obstacle, and if the speed of the transitional obstacle is greater than 48km/h, the transitional obstacle is used as a non-target obstacle. In this way, by setting the first speed threshold and the second speed threshold, a speed hysteresis range is formed, and variability and instability in target obstacle determination due to fluctuation of the speed of the obstacle are avoided. The obstacle determination method and the obstacle determination device avoid the situation that when the speed of the obstacle is smaller than a certain set speed, the obstacle is determined as the target obstacle, otherwise, the obstacle is determined as the non-target obstacle, the speed of the obstacle is changed, and if the speed of the obstacle is changed above and below the set speed, the target obstacle is changeable and unstable during determination, and further shaking is caused to subsequent decisions.
S202: if it is determined that the head of the target obstacle exceeds the tail of the vehicle based on the tail position information of the vehicle and the head position information of the target obstacle, first kinematic information of the vehicle and predicted trajectory information of the target obstacle are obtained.
In the embodiment of the application, the tail position information of the vehicle can be determined through a real-time positioning module of the vehicle, and specifically, the tail position information of the vehicle can be determined through sensors such as a GPS, an inertial navigation system and a laser radar; the head position information of the target obstacle can be determined through an environment sensing module of the vehicle, and specifically, the head position information of the target obstacle can be determined through various sensors such as a camera, a laser radar, a millimeter wave radar and an ultrasonic radar.
In an embodiment of the present application, the first kinematic information includes a current speed and a current acceleration of the vehicle.
In the embodiment of the application, the predicted track information of the target obstacle can predict the motion track of the target obstacle in the preset time period through the speed and the motion direction of the target obstacle at the current moment.
Optionally, the current speed of the target obstacle may be obtained, the current speed is used as an average speed in a preset time period, a uniform motion trajectory is determined based on the average speed and the preset time period, and the uniform motion trajectory is determined as the motion trajectory of the target obstacle in the preset time period.
Optionally, the current speed and the current acceleration of the target obstacle may also be obtained, a uniform variable motion trajectory is determined based on the current speed and the current acceleration of the target obstacle and a preset time period, and the uniform variable motion trajectory is determined as the motion trajectory of the target obstacle within the preset time period.
In some possible embodiments, the motion trajectory may be a uniform or non-uniform motion trajectory performed by the target obstacle in a linear mode, or may also be a uniform or non-uniform motion trajectory performed by the target obstacle in a preset curve mode.
For example, when the target obstacle moves on a road at a speed of 36km/h, if the preset time period is 10s, the current speed of the target obstacle can be obtained, and the current speed is taken as the average speed of the target obstacle within 10s, so that the length of the motion track of the target obstacle within 10s is 100 m; the current acceleration of the target obstacle can also be obtained, and the obtained acceleration of the target obstacle is assumed to be 5m/s2Further obtaining that the track length of the movement of the target obstacle within 10s is 350 m; in this way, the predicted trajectory of the target obstacle within 10s is predicted, so that the first position and the second position can be determined iteratively in time through the first kinematic information and the predicted trajectory of the vehicle, and the inaccurate path planning caused by only considering the position information of the current moment of the target obstacle when the trajectory optimization is performed in the path planning process is avoided.
S203: the first position and the second position are determined based on the first kinematic information, the predicted trajectory information, and the relative position information of the vehicle and the target obstacle.
In the embodiment of the application, the tail position information of the vehicle and the head position information of the target obstacle can be determined, the relative position information of the vehicle and the target obstacle can be determined according to the tail position information of the vehicle and the head position information of the target obstacle, the center of the target obstacle and the center of the vehicle can also be determined, and then the relative position information of the vehicle and the target obstacle can be determined according to the center of the target obstacle and the center of the vehicle, wherein the center of the target obstacle can be determined according to the head position information and the tail position information of the target obstacle, and the center of the vehicle can be determined according to the head position information and the tail position information of the vehicle.
In the embodiment of the present application, the first position and the second position are determined so that the subsequent step can determine a first set of lateral positions corresponding to longitudinal position points of the path obtained by the target obstacle at the first position and the second position based on the first position and the second position, and the determination of the first position and the second position is strongly correlated with the relative positions of the vehicle and the obstacle. And the relative positions of the vehicle and the obstacle are various, for example, the first case: the tail of the target obstacle is ahead of the head of the vehicle; in the second case: the tail of the target obstacle is behind the head of the vehicle, but the head of the target obstacle is in front of the head of the vehicle; in the third case: the head of the target obstacle is in front of the tail of the vehicle and the head of the target obstacle is behind the head of the vehicle; in a fourth case: the tail of the vehicle is ahead of the head of the target obstacle, and the embodiment of the present application provides a specific embodiment of a method for determining the first position and the second position in the case of various relative positions of the vehicle and the target obstacle, as shown in fig. 5 in particular, the method may include:
s501: head position information of the vehicle and tail position information of the target obstacle are acquired.
S502: determining whether the tail of the target obstacle exceeds the head of the vehicle or not based on the head position information of the vehicle and the tail position information of the target obstacle, and if so, turning to step S503; if not, go to step S507.
S503: determining a first time and a first intersection position required for the head of the vehicle to exceed the tail of the target obstacle, and a second time and a second intersection position required for the tail of the vehicle to exceed the head of the target obstacle based on the first kinematic information, the predicted trajectory information, and the relative position information of the vehicle and the target obstacle.
In the embodiment of the application, the first time is the time required from the time when the tail of the target obstacle exceeds the head of the vehicle to the time when the head of the vehicle exceeds the tail of the target obstacle based on the first kinematic information of the vehicle, the predicted track information of the target obstacle and the relative position information of the vehicle and the target obstacle; the second time is a time required from when the tail of the target obstacle exceeds the head of the vehicle to when the tail of the vehicle exceeds the head of the target obstacle based on the first kinematic information of the vehicle, the predicted trajectory information of the target obstacle, and the relative position information of the vehicle and the target obstacle.
S504: judging whether the first time is less than or equal to the threshold time, if so, turning to step S505; otherwise, go to step S506.
S505: the first crossing location is determined as a first location and the second crossing location is determined as a second location.
S506: and ending the flow.
S507: determining a third time and a third intersection position required for the tail of the vehicle to exceed the head of the target obstacle based on the first kinematic information, the predicted trajectory information, and the relative position information of the vehicle and the target obstacle.
In the embodiment of the present application, the third time is a time required from when the head of the vehicle passes the tail of the target obstacle to when the tail of the vehicle passes the head of the target obstacle, based on the first kinematic information of the vehicle, the predicted trajectory information of the target obstacle, and the relative position information of the vehicle and the target obstacle.
S508: judging whether the third time is less than or equal to the threshold time, if so, turning to the step S509; otherwise, go to step S510.
S509: and determining the tail position information of the target obstacle as a first position, and determining the third intersection position as a second position.
And S510, determining the tail position information of the target obstacle as a first position, and determining the head position information of the target obstacle corresponding to the threshold time as a second position.
In an optional embodiment, if the relative position information of the vehicle and the target obstacle is that the head of the vehicle does not exceed the tail of the target obstacle, a first time and a first intersection position at which the head of the vehicle exceeds the tail of the target obstacle can be predicted by time iteration through first kinematic information of the vehicle and a predicted trajectory of the target obstacle, and similarly, a second time and a second intersection position at which the tail of the vehicle exceeds the head of the target obstacle can be predicted by time iteration through the first kinematic information of the vehicle and the predicted trajectory of the target obstacle; if the first time exceeds the set threshold time, the head of the vehicle does not exceed the tail of the target obstacle within the set threshold time, and the existence of the target obstacle does not influence the normal running of the vehicle, so the target obstacle can be ignored.
In an optional embodiment, if the head of the vehicle exceeds the tail of the target obstacle but the tail of the vehicle does not exceed the head of the target obstacle, a third time and a third intersection position at which the tail of the vehicle exceeds the head of the target obstacle can be predicted iteratively in time through the first kinematic information of the vehicle and the predicted trajectory of the target obstacle; if the third time exceeds the set threshold time, determining the tail of the current time of the target obstacle as a first position, and determining the head position of the target obstacle corresponding to the threshold time as a second position; and if the third time does not exceed the set threshold time, determining the tail of the current time of the target obstacle as a first position, and determining a third intersection position as a second position.
In an alternative embodiment, if the tail of the vehicle exceeds the head of the target obstacle, the presence of the target obstacle does not affect the normal driving of the vehicle, and the target obstacle may be ignored.
In the embodiment of the application, the first time, the first intersection position, the second time and the second intersection position, or the third time and the third intersection position can be predicted by time iteration according to the relative position of the target obstacle and the vehicle; assuming that the threshold time is set to be 8s, when the relative position of the vehicle and the target obstacle is that the head of the vehicle does not exceed the tail of the target obstacle, if the first time is 6s, determining the first intersection position and the second intersection position as the first position and the second position respectively, and if the first time is 10s, ignoring the target obstacle; when the relative position of the vehicle and the target obstacle is that the head of the vehicle exceeds the target obstacle but the tail of the vehicle does not exceed the head of the target obstacle, if the third time is 6s, the tail of the target obstacle at the current time is determined as a first position, the third intersection position is determined as a second position, if the third time is 9s, the tail of the target obstacle at the current time is determined as the first position, and the head position of the target obstacle corresponding to the time when the threshold time of the target obstacle is 8s is determined as the second position. Therefore, the predicted track of the target obstacle is obtained by predicting the motion track of the target obstacle in the preset time period, and the first position and the second position are determined by iterating the first kinematic information and the predicted track of the vehicle in time, so that the problem of inaccurate path planning caused by the fact that only the position information of the target obstacle at the current moment is considered when the track optimization is carried out on the path planning is avoided.
S204: and determining a first transverse position set corresponding to the longitudinal position points of the path obtained by the target obstacle at the first position and the second position based on the first position and the second position.
In the embodiment of the application, the vehicle may obtain a path of the target obstacle between the first position and the second position based on the first position and the second position, and sample the path to obtain the longitudinal position point set. The set of longitudinal location points may include a plurality of longitudinal location points. For example, assuming that the path defined by the first location and the second location is 100 meters, and the sampling is performed every 5 meters, a longitudinal location point set comprising 21 longitudinal location points can be obtained.
The first set of lateral positions corresponding to each longitudinal position point may be a set of lateral positions that the target obstacle may have at a certain longitudinal position.
S205: and acquiring second kinematic information and vehicle road information of the vehicle.
The second kinematic information includes a current jerk of the vehicle.
The vehicle road information comprises the wheelbase of the vehicle, the maximum steering angle of the vehicle, the curvature of the current road and a second transverse position set corresponding to the longitudinal position point where the vehicle is located at a certain moment.
In the embodiment of the application, the current acceleration rate of the vehicle, the wheel base of the vehicle, the maximum steering angle of the vehicle and the curvature of the current road can be acquired through the environment sensing module of the vehicle, and specifically, the current acceleration rate of the vehicle, the wheel base of the vehicle, the maximum steering angle of the vehicle and the curvature of the current road can be acquired through various sensors such as a camera, a laser radar, a millimeter wave radar and an ultrasonic radar.
In this embodiment of the present application, the second transverse position set corresponding to a certain longitudinal position point may be determined by the first transverse set corresponding to the longitudinal position point, and the second transverse position set corresponding to the longitudinal position point may be understood as a transverse position constraint range of the vehicle corresponding to the longitudinal position point, that is, a transverse position range in which the vehicle at the longitudinal position point can travel.
S206: and determining the obstacle detouring track of the vehicle according to the first transverse position set, the first kinematic information, the second kinematic information and the vehicle road information.
In the embodiment of the application, a second transverse position set corresponding to the longitudinal position point of the path obtained by the vehicle at the first position and the second position can be determined according to the first transverse position set, and then the obstacle detouring track of the vehicle can be determined according to the first transverse position set, the second transverse position set, the first kinematic information, the second kinematic information and the vehicle road information.
In the embodiment of the application, a following parking track of the vehicle can be further determined according to the first transverse position set, the second transverse position set, the first kinematic information, the second kinematic information and the vehicle road information.
In this embodiment, the second lateral positions in the second set of lateral positions may include a position located in the lane where the vehicle is located and a position located in an adjacent lane of the vehicle.
In an alternative embodiment, a quadratic objective function can be established according to a scene so as to determine an obstacle detouring track and a parking following track of the vehicle. Specifically, a global path is obtained by a global path module, vehicle state information and surrounding environment information are obtained by an environment sensing module, position information and course information of a vehicle and position information and a moving direction of a target obstacle are obtained by a real-time positioning module, and the obtained information can be fused and processed in the same way, namely, a quadratic target function with multiple constraint conditions is established according to the obtained vehicle state information, the surrounding environment information, the position information and the course information of the vehicle, and the position information and the course information of the target obstacle, and therefore the obstacle-surrounding track and the parking track of the vehicle can be determined.
The formula of the above objective function can be expressed as the following formula (1):
wherein, the above
li+1Can be shown as the following formula (2), formula (3) and formula (4):
wherein the above formulas (1), (2), (3), and (4) satisfy the following formulas (5), (6), (7), (8), and (9):
tan(αmax)*kr*l-tan(αmax)+|krl is less than or equal to 0 … … formula (9)
Wherein, wlIs the weight of/and is the weight of,
is composed of
The weight of (a) is determined,
is composed of
The weight of (a) is determined,
is composed of
Weight of li、
Respectively the lateral position, lateral velocity, lateral acceleration, lateral jerk, k at the moment irAs the curvature of the current road, αmaxIs the maximum rotation angle of the bicycle, L is the wheelbase of the bicycle, s is the longitudinal position, LB(s) is a second set of lateral positions, i.e., the lateral position constraint range of the current lane line, which can be determined by substituting the first position and the second position into/BAnd(s) obtaining that l is a second transverse position set corresponding to the longitudinal position point where the vehicle is located at a certain moment.
Through the constraints in the above equations (5), (6), (7), (8) and (9), two kinds of driving paths of the vehicle can be determined and generated: obstacle detouring tracks and car following tracks.
In an alternative embodiment, a specific embodiment of a method for determining that a vehicle has traveled an obstacle detour trajectory is also provided, as shown in fig. 6 in particular, the method includes:
s601: and acquiring the track length of the obstacle detouring track and the track length of the parking track.
S602: judging whether the vehicle is selected to follow the parking track, if so, turning to the step S603; if not, go to step S605.
S603: judging whether the length difference between the track length of the obstacle detouring track and the track length of the parking track is larger than a first length threshold value or not, if so, turning to the step S606; if not, go to step S604.
S604: and determining that the vehicle is selected to run along the parking track.
S605: judging whether the length difference between the track length of the parking track and the track length of the obstacle detouring track is larger than a second length threshold value or not, if so, turning to the step S606; if not, go to step S604.
S606: and determining that the vehicle selects to travel around the obstacle detouring track.
For example, the first length threshold and the second length threshold may be respectively determined as 20m and 10m, or a third length threshold may be set, the first length threshold is 80% of the third length threshold, the second length threshold is 60% of the third length threshold, and the vehicle may determine whether to select obstacle detouring trajectory driving according to a length difference between a trajectory length of the obstacle detouring trajectory and a trajectory length of the parking trajectory. If the vehicle is currently running along the following parking track, if the track length of the obstacle detouring track is greater than 20m of the track length of the following parking track, determining that the vehicle selects the obstacle detouring track to run, otherwise, determining that the vehicle continues to run along the following parking track; if the vehicle is currently running in the obstacle detouring track, if the track length of the obstacle detouring track is greater than 10m of the track length of the parking following track, determining that the vehicle continues to run in the obstacle detouring track, and otherwise, determining that the vehicle runs in the parking following track. Therefore, a length hysteresis range is formed by setting the first length threshold and the second length threshold, instability of the vehicle when determining whether to select obstacle detouring track driving or not due to change of the track length of the obstacle detouring track or the track length of the parking track is avoided, and stability of path planning is improved.
An embodiment of the present application further provides a path planning apparatus, and fig. 7 is a schematic structural diagram of the path planning apparatus provided in the embodiment of the present application, and as shown in fig. 7, the apparatus includes:
the first determining module 701 is configured to determine tail position information of a vehicle and head position information of a target obstacle if the obstacle is determined to be the target obstacle in a vehicle driving process; the target obstacle is a moving obstacle;
a first information obtaining module 702, configured to obtain first kinematic information of the vehicle and predicted trajectory information of the target obstacle if it is determined that the head of the target obstacle exceeds the tail of the vehicle based on the tail position information of the vehicle and the head position information of the target obstacle;
a second determining module 703 for determining a first position and a second position based on the first kinematic information, the predicted trajectory information, and the relative position information of the vehicle and the target obstacle;
a third determining module 704, configured to determine, based on the first position and the second position, a first transverse position set corresponding to a longitudinal position point of a path obtained by the target obstacle at the first position and the second position;
a second information acquisition module 705 for acquiring second kinematic information of the vehicle and vehicle road information;
a trajectory determination module 706 configured to determine an obstacle detouring trajectory of the vehicle according to the first set of lateral positions, the first kinematic information, the second kinematic information, and the vehicle road information.
In an alternative embodiment, the apparatus further comprises:
the obstacle speed acquisition module is used for acquiring the speed of the obstacle under the condition that the obstacle is a non-target obstacle;
and the target obstacle determining module is used for determining the obstacle as the target obstacle if the speed of the obstacle is less than the first speed threshold.
In an alternative embodiment:
the barrier speed acquisition module is used for acquiring the speed of the transitional barrier under the condition that the barrier is the transitional barrier;
the target obstacle determining module is used for determining the transitional obstacle as the target obstacle if the speed of the transitional obstacle is less than or equal to a second speed threshold;
the second speed threshold is greater than the first speed threshold.
In an alternative embodiment, the apparatus further comprises:
the non-target obstacle determining module is used for acquiring the speed of the obstacle under the condition that the obstacle is the non-target obstacle, and determining the obstacle as the non-target obstacle if the speed of the obstacle is greater than or equal to a first speed threshold;
or;
and the non-target obstacle determining module is used for acquiring the speed of the transitional obstacle under the condition that the obstacle is the transitional obstacle, and determining the transitional obstacle as the non-target obstacle if the speed of the transitional obstacle is greater than a second speed threshold.
In an alternative embodiment, the second determining module is configured to:
acquiring head position information of a vehicle and tail position information of a target obstacle;
if the fact that the tail of the obstacle exceeds the head of the vehicle is determined based on the head position information of the vehicle and the tail position information of the target obstacle, determining a first time and a first intersection position required for the head of the vehicle to exceed the tail of the target obstacle based on the first kinematic information, the predicted track information and the relative position information of the vehicle and the target obstacle;
determining a second time and a second intersection position required for the tail of the vehicle to exceed the head of the target obstacle based on the first kinematic information, the predicted trajectory information, and the relative position information of the vehicle and the target obstacle;
and if the first time is less than or equal to the threshold time, determining the first crossing position as a first position, and determining the second crossing position as a second position.
In an alternative embodiment, the second determining module is configured to:
acquiring head position information of a vehicle and tail position information of a target obstacle;
if the head of the vehicle is determined to exceed the tail of the target obstacle based on the head position information of the vehicle and the tail position information of the target obstacle, determining a third time and a third intersection position required for the tail of the vehicle to exceed the head of the target obstacle based on the first kinematic information, the predicted trajectory information and the relative position information of the vehicle and the target obstacle;
and if the third time is less than or equal to the threshold time, determining the tail position information of the target obstacle as a first position, and determining a third intersection position as a second position.
In an alternative embodiment, the second determining module is configured to:
and if the third time is greater than the threshold time, determining the tail position information of the target obstacle as a first position, and determining the head position information of the target obstacle corresponding to the threshold time as a second position.
In an alternative embodiment, the trajectory determination module is configured to:
determining a second transverse position set corresponding to the longitudinal position point of the path obtained by the vehicle at the first position and the second position according to the first transverse position set;
and determining the obstacle detouring track of the vehicle according to the first transverse position set, the second transverse position set, the first kinematic information, the second kinematic information and the vehicle road information.
In an alternative embodiment, the trajectory determination module is configured to:
determining a following parking track of the vehicle according to the first transverse position set, the second transverse position set, the first kinematic information, the second kinematic information and the vehicle road information;
the second lateral positions in the second set of lateral positions include a position located in the lane in which the vehicle is located and a position located in an adjacent lane of the vehicle.
In an alternative embodiment, the apparatus further comprises:
the track length acquisition module is used for acquiring the track length of the obstacle detouring track and the track length of the parking track;
the obstacle detouring track selection module is used for determining that the vehicle selects obstacle detouring track running if the length difference between the track length of the obstacle detouring track and the track length of the parking track is larger than a first length threshold under the condition that the vehicle selects the parking track;
or;
the obstacle detouring track selection module is used for determining that the vehicle selects obstacle detouring track to run if the length difference between the track length of the vehicle and the track length of the obstacle detouring track is greater than a second length threshold under the condition that the vehicle selects the obstacle detouring track;
the first length is greater than a second length threshold.
In an alternative embodiment, the apparatus further comprises:
the following parking track selection module is used for determining that the vehicle selects the following parking track to run if the length difference between the track length of the obstacle detouring track and the track length of the following parking track is less than or equal to a first length threshold under the condition that the vehicle selects the following parking track;
or;
and the following parking track selection module is used for determining that the vehicle selects to run along the following parking track if the length difference between the track length of the following parking track and the track length of the obstacle detouring track is less than or equal to a second length threshold under the condition that the vehicle selects the obstacle detouring track.
The device and method embodiments in the embodiments of the present application are based on the same application concept.
The method provided by the embodiment of the application can be executed in a computer terminal, a server or a similar operation device. Taking the operation on a server as an example, fig. 8 is a hardware structure block diagram of the server of the path planning method provided in the embodiment of the present application. As shown in fig. 8, the server 800 may have a relatively large difference due to different configurations or performances, and may include one or more Central Processing Units (CPUs) 810 (the processor 810 may include but is not limited to a Processing device such as a microprocessor MCU or a programmable logic device FPGA), a memory 830 for storing data, one or more storage media 820 (e.g., one or more mass storage devices) for storing applications 823 or data 822. Memory 830 and storage medium 820 may be, among other things, transient or persistent storage. The program stored in storage medium 820 may include one or more modules, each of which may include a series of instruction operations for a server. Still further, the central processor 810 may be configured to communicate with the storage medium 820 to execute a series of instruction operations in the storage medium 820 on the server 800. The Server 800 may also include one or more power supplies 860, one or more wired or wireless network interfaces 850, one or more input-output interfaces 840, and/or one or more operating systems 821, such as Windows ServerTM，Mac OS XTM，UnixTMLinux, FreeBSD, etc.
The input-output interface 840 may be used to receive or transmit data via a network. Specific examples of the network described above may include a wireless network provided by a communication provider of the server 800. In one example, i/o Interface 840 includes a Network adapter (NIC) that may be coupled to other Network devices via a base station to communicate with the internet. In one example, the input/output interface 840 may be a Radio Frequency (RF) module, which is used to communicate with the internet in a wireless manner.
It will be understood by those skilled in the art that the structure shown in fig. 8 is only an illustration and is not intended to limit the structure of the electronic device. For example, server 800 may also include more or fewer components than shown in FIG. 8, or have a different configuration than shown in FIG. 8.
Embodiments of the present application further provide a storage medium, which may be disposed in a server to store at least one instruction, at least one program, a set of codes, or a set of instructions related to implementing a vehicle obstacle avoidance method in the method embodiments, where the at least one instruction, the at least one program, the set of codes, or the set of instructions is loaded and executed by the processor to implement the above-mentioned path planning method.
Alternatively, in this embodiment, the storage medium may be located in at least one network server of a plurality of network servers of a computer network. Optionally, in this embodiment, the storage medium may include, but is not limited to: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.
As can be seen from the above embodiments of the vehicle obstacle avoidance method, device, or storage medium provided by the present application, in the present application, if it is determined that the obstacle is a target obstacle in the driving process of the vehicle, determining tail position information of the vehicle and head position information of the target obstacle, where the target obstacle is a moving obstacle, if it is determined that the head of the obstacle exceeds the tail of the vehicle based on the tail position information of the vehicle and the head position information of the target obstacle, acquiring first kinematic information of the vehicle and predicted trajectory information of the target obstacle, determining a first position and a second position based on the first kinematic information, the predicted trajectory information, and relative position information of the vehicle and the target obstacle, determining a first transverse position set corresponding to a longitudinal position point of a path obtained by the target obstacle at the first position and the second position based on the first position and the second position, acquiring second kinematic information of the vehicle, and determining a longitudinal position set corresponding to the longitudinal position point of the path obtained by the target obstacle at the first position and the second position based on the first transverse position and the second position, And determining the obstacle detouring track of the vehicle according to the first transverse position set, the first kinematic information, the second kinematic information and the vehicle road information. Therefore, the accuracy and stability of path planning are improved.
It should be noted that: the sequence of the embodiments of the present application is only for description, and does not represent the advantages and disadvantages of the embodiments. And specific embodiments thereof have been described above. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the apparatus embodiment, since it is substantially similar to the method embodiment, the description is relatively simple, and for the relevant points, reference may be made to the partial description of the method embodiment.
It will be understood by those skilled in the art that all or part of the steps for implementing the above embodiments may be implemented by hardware, or may be implemented by a program instructing relevant hardware, where the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, etc.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (14)
1. A method of path planning, comprising:
if the obstacle is determined to be a target obstacle in the driving process of the vehicle, determining tail position information of the vehicle and head position information of the target obstacle; the target obstacle is an obstacle in motion;
if the head of the target obstacle exceeds the tail of the vehicle, acquiring first kinematic information of the vehicle and predicted track information of the target obstacle;
determining a first position and a second position based on the first kinematic information, the predicted trajectory information, and relative position information of the vehicle and the target obstacle;
determining a first transverse position set corresponding to a longitudinal position point of a path obtained by the target obstacle at the first position and the second position based on the first position and the second position;
acquiring second kinematic information and vehicle road information of the vehicle;
determining an obstacle detour trajectory of the vehicle from the first set of lateral positions, the first kinematic information, the second kinematic information, and the vehicle road information.
2. The path planning method according to claim 1, further comprising:
acquiring the speed of the obstacle under the condition that the obstacle is a non-target obstacle;
and if the speed of the obstacle is less than a first speed threshold value, determining the obstacle as the target obstacle.
3. The path planning method according to claim 2, further comprising:
acquiring the speed of the transition barrier under the condition that the barrier is the transition barrier;
if the speed of the transitional barrier is less than or equal to a second speed threshold, determining the transitional barrier as the target barrier;
the second speed threshold is greater than the first speed threshold.
4. The path planning method of claim 1, wherein the determining a first location and a second location based on the first kinematic information, the predicted trajectory information, and the relative location information of the vehicle and the target obstacle comprises:
acquiring head position information of the vehicle and tail position information of the target obstacle;
if it is determined that the tail of the obstacle exceeds the head of the vehicle based on the head position information of the vehicle and the tail position information of the target obstacle, determining a first time and a first intersection position required for the head of the vehicle to exceed the tail of the target obstacle, and a second time and a second intersection position required for the tail of the vehicle to exceed the head of the target obstacle based on the first kinematic information, the predicted trajectory information, and the relative position information of the vehicle and the target obstacle;
and if the first time is less than or equal to a threshold time, determining the first crossing position as the first position, and determining the second crossing position as the second position.
5. The path planning method of claim 1, wherein the determining a first location and a second location based on the first kinematic information, the predicted trajectory information, and the relative location information of the vehicle and the target obstacle comprises:
acquiring head position information of the vehicle and tail position information of the target obstacle;
determining a third time and a third intersection position required for the tail of the vehicle to exceed the head of the target obstacle based on the first kinematic information, the predicted trajectory information, and the relative position information of the vehicle and the target obstacle if it is determined that the head of the vehicle exceeds the tail of the target obstacle based on the head position information of the vehicle and the tail position information of the target obstacle;
and if the third time is less than or equal to the threshold time, determining the tail position information of the target obstacle as the first position, and determining the third intersection position as the second position.
6. The path planning method according to claim 5, further comprising:
and if the third time is greater than the threshold time, determining tail position information of the target obstacle as the first position, and determining head position information of the target obstacle corresponding to the threshold time as the second position.
7. The path planning method of claim 1, wherein the determining an obstacle detour trajectory for the vehicle from the first set of lateral positions, the first kinematic information, the second kinematic information, and the vehicle road information comprises:
determining a second transverse position set corresponding to the longitudinal position point of the path obtained by the vehicle at the first position and the second position according to the first transverse position set;
determining an obstacle detouring trajectory of the vehicle from the first set of lateral positions, the second set of lateral positions, the first kinematic information, the second kinematic information, and the vehicle road information.
8. The path planning method according to claim 7, further comprising:
determining a follow-up parking trajectory of the vehicle according to the first set of lateral positions, the second set of lateral positions, the first kinematic information, the second kinematic information, and the vehicle road information;
the second lateral position in the second set of lateral positions includes a position in the lane where the vehicle is located and a position in an adjacent lane of the vehicle.
9. The path planning method according to claim 8, further comprising:
acquiring the track length of the obstacle detouring track and the track length of the following parking track;
under the condition that the vehicle selects the following parking track, if the length difference between the track length of the obstacle detouring track and the track length of the following parking track is larger than a first length threshold value, determining that the vehicle selects the obstacle detouring track to run;
or;
under the condition that the vehicle selects the obstacle detouring track, if the length difference between the track length of the following parking track and the track length of the obstacle detouring track is larger than a second length threshold value, determining that the vehicle selects the obstacle detouring track to run
The first length threshold is greater than the second length threshold.
10. The path planning method according to claim 9, further comprising:
under the condition that the vehicle selects the following parking track, if the length difference between the track length of the obstacle detouring track and the track length of the following parking track is smaller than or equal to the first length threshold value, determining that the vehicle selects the following parking track to run;
or;
and under the condition that the vehicle selects the obstacle detouring track, if the length difference between the track length of the following parking track and the track length of the obstacle detouring track is less than or equal to the second length threshold, determining that the vehicle selects the following parking track to run.
11. A path planning method according to claim 3, characterized in that the method further comprises:
acquiring the speed of the obstacle when the obstacle is the non-target obstacle;
if the speed of the obstacle is greater than or equal to the first speed threshold value, determining the obstacle as the non-target obstacle;
or;
acquiring the speed of the transition barrier under the condition that the barrier is the transition barrier;
and if the speed of the transitional obstacle is greater than the second speed threshold, determining the transitional obstacle as the non-target obstacle.
12. A path planning apparatus, comprising:
the first determination module is used for determining tail position information of the vehicle and head position information of a target obstacle if the obstacle is determined to be the target obstacle in the driving process of the vehicle; the target obstacle is an obstacle in motion;
a first information obtaining module, configured to obtain first kinematic information of the vehicle and predicted trajectory information of the target obstacle if it is determined that the head of the target obstacle exceeds the tail of the vehicle based on the tail position information of the vehicle and the head position information of the target obstacle;
a second determination module to determine a first location and a second location based on the first kinematic information, the predicted trajectory information, and relative location information of the vehicle and the target obstacle;
a third determining module, configured to determine, based on the first position and the second position, a first transverse position set corresponding to a longitudinal position point of a path obtained by the target obstacle at the first position and the second position;
the second information acquisition module is used for acquiring second kinematic information and vehicle road information of the vehicle;
a trajectory determination module to determine an obstacle detouring trajectory of the vehicle based on the first set of lateral positions, the first kinematic information, the second kinematic information, and the vehicle road information.
13. A path planning apparatus, comprising a processor and a memory, in which at least one instruction, at least one program, set of codes, or set of instructions is stored, which is loaded and executed by the processor to implement a path planning method according to any one of claims 1 to 11.
14. A computer readable storage medium having stored therein at least one instruction, at least one program, a set of codes, or a set of instructions, which is loaded and executed by a processor to implement a path planning method according to any one of claims 1 to 11.
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| CN114715194A (en) * | 2022-04-29 | 2022-07-08 | 中汽创智科技有限公司 | Vehicle obstacle avoidance track planning method, device, equipment and storage medium |
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