CN114379594B

CN114379594B - Safety driving corridor construction method and device, automatic driving vehicle and storage medium

Info

Publication number: CN114379594B
Application number: CN202210100560.9A
Authority: CN
Inventors: 温勇兵; 刘懿; 苏镜仁
Original assignee: Guangzhou Xiaopeng Autopilot Technology Co Ltd
Current assignee: Guangzhou Xiaopeng Motors Technology Co Ltd
Priority date: 2022-01-27
Filing date: 2022-01-27
Publication date: 2023-06-30
Anticipated expiration: 2042-01-27
Also published as: CN114379594A

Abstract

The embodiment of the application provides a safe driving corridor method and device, an automatic driving vehicle and a storage medium, and relates to the technical field of automatic driving. The method mainly comprises the steps of obtaining a decision path corresponding to a current position based on the current position of a vehicle; determining temporary boundaries on two sides of a safety driving corridor based on the size of a vehicle and a decision path, wherein the temporary boundaries comprise a plurality of groups of sub-boundary pairs, and one group of sub-boundary pairs comprises two line segments respectively positioned on two sides of the decision path; determining the center of each group of sub-boundary pairs; the convex polygon is constructed based on the center of each group of sub-boundary pairs and the temporary boundary to obtain the safety driving corridor, so that the temporary boundary of the safety driving corridor can be determined according to the size of the vehicle, the safety driving corridor is obtained by constructing the convex polygon based on the temporary boundary, the vehicle is not simply regarded as one particle, and the planning success rate of the safety driving corridor is improved while the influence of the vehicle course angle on the planning of the safety driving corridor is considered.

Description

Safety driving corridor construction method and device, automatic driving vehicle and storage medium

Technical Field

The embodiment of the application relates to the technical field of automatic driving, in particular to a safety driving corridor construction method and device, an automatic driving vehicle and a storage medium.

Background

The system of the automatic driving vehicle can completely take over the whole vehicle control, so that the system needs to be capable of processing the driving working conditions under normal and ideal conditions, and also needs to be capable of well processing the driving working conditions under some abnormal and even extreme conditions, for example, falling rocks or landslides in front of a current lane, vehicle collision in front, front temporary construction cannot pass, and the like. The system can define a safe driving corridor (driving area) by detecting in real time or predicting the driving condition according to a high-precision map.

Currently, it is proposed to define a safe driving corridor boundary as an offset upper/lower limit of each grid point according to the width of the vehicle, road boundaries, and obstacle information, and this method does not consider the influence of the course angle of the vehicle, resulting in a low accuracy of constructing the safe driving corridor, with the risk of collision with obstacles around the autonomous vehicle. In order to avoid the above problems, it is generally adopted to narrow the safety driving corridor boundary to prevent collision, but at the same time, the planning success rate of the safety driving corridor is greatly reduced, and it is not guaranteed that interference with obstacles occurs only by narrowing the safety driving corridor boundary.

Disclosure of Invention

The embodiment of the application provides a safety driving corridor construction method and device, an automatic driving vehicle and a storage medium, so as to solve the problems.

In a first aspect, an embodiment of the present application provides a method for constructing a safety driving corridor. The method mainly comprises the following steps: acquiring a decision path corresponding to the current position based on the current position of the vehicle; determining temporary boundaries on two sides of a safety driving corridor based on the size of a vehicle and a decision path, wherein the temporary boundaries comprise a plurality of groups of sub-boundary pairs, and one group of sub-boundary pairs comprises two line segments respectively positioned on two sides of the decision path; determining the center of each group of sub-boundary pairs; and constructing a convex polygon based on the center of each group of sub-boundary pairs and the temporary boundary to obtain the safety driving corridor. According to the method, the temporary boundary of the safety driving corridor can be determined according to the size of the vehicle, the safety driving corridor is obtained by constructing a convex polygon based on the temporary boundary, the vehicle is not simply regarded as a particle, and the planning success rate of the safety driving corridor is improved while the influence of the course angle of the vehicle on the planning of the safety driving corridor is considered.

In some examples, constructing a convex polygon based on the center of each set of sub-boundary pairs and the temporary boundary, deriving the safety corridor may include: respectively constructing convex polygons corresponding to each group of sub-boundary pairs based on the centers of each group of sub-boundary pairs; and taking the union of convex polygons corresponding to each group of sub-boundary pairs as a safety driving corridor.

In some examples, separately constructing the convex polygons corresponding to each set of sub-boundary pairs based on the centers of each set of sub-boundary pairs may include: searching a line segment closest to the center of a target sub-boundary pair in a plurality of sub-boundary pairs in the temporary boundary; generating a half space based on the nearest line segment, and eliminating a part of the temporary boundary which is positioned outside the half space; and constructing a convex polygon corresponding to the target sub-boundary pair based on the half space.

In some examples, constructing the convex polygon corresponding to the target sub-boundary pair based on the half space may include: determining whether line segments in the temporary boundary are all eliminated outside of a half-space sequence, wherein the half-space sequence includes at least one half-space; if it is determined that the line segments in the temporary boundary are not eliminated from the half-space sequence, returning to the step of searching for the line segments closest to the center of the target sub-boundary pair in the plurality of groups of sub-boundary pairs in the temporary boundary until all the line segments in the temporary boundary are eliminated from the half-space sequence; the intersection of all half spaces in the half space sequence is determined as the convex polygon corresponding to the target sub-boundary pair.

In some examples, generating the half-space based on the nearest line segment may include: determining a straight line where the nearest line segment is located, and obtaining two areas divided by the straight line; the region including the center of the target sub-boundary pair of the two regions is determined as a half space.

In some examples, determining the center of each set of sub-boundary pairs may include: connecting end points of two line segments included in each group of sub boundary pairs to obtain a quadrangle; the intersection of the diagonals of the quadrilateral is determined as the center of the pair of sub-boundaries corresponding to the quadrilateral.

In some examples, determining the center of each set of sub-boundary pairs may further include: an intersection point of perpendicular bisectors of two line segments included in each group of sub-boundary pairs is determined as a center of the group of sub-boundary pairs.

In some examples, determining temporary boundaries on both sides of the safety corridor may include, based on the size of the vehicle and the decision path: sampling in the transverse direction and the longitudinal direction respectively based on a Frenet coordinate system along a decision path; and performing collision detection based on the size of the vehicle and the sampled points to generate a temporary boundary.

In some examples, sampling in the lateral and longitudinal directions, respectively, along the decision path based on the Frenet coordinate system may include: along the decision path, samples are taken at preset distances in the transverse and longitudinal directions, respectively, based on the Frenet coordinate system.

In some examples, sampling in the lateral and longitudinal directions, respectively, along the decision path based on the Frenet coordinate system may include: along the decision path, samples are taken at intervals of preset time in the lateral and longitudinal directions, respectively, based on the Frenet coordinate system.

In some examples, collision detection based on the size of the vehicle and the sampled points, generating the temporary boundary may include: taking the sampled point as a circle center and taking half of the length of the vehicle as a radius to obtain a target circle; according to collision detection of the target circle and the obstacle, determining a temporary boundary point of the temporary boundary; and connecting the temporary boundary points to obtain a temporary boundary. The vehicle is regarded as a circle and an obstacle to be subjected to collision detection so as to determine a temporary boundary point, the automatic driving vehicle is not regarded as a particle simply, but is regarded as a circle taking half of the length of the automatic driving vehicle as a radius to execute the related step of constructing the safety driving corridor, and the influence of the course angle of the vehicle on constructing the safety driving corridor is considered, so that the risk of collision between the automatic driving vehicle and the obstacle is greatly reduced, and the success rate of constructing the safety driving corridor is improved.

In some examples, determining the temporary boundary point of the temporary boundary from collision detection of the target circle with the obstacle may include: if the distance between the center of the target circle and the obstacle is larger than the radius, continuing sampling; if the distance between the circle center of the target circle and the obstacle is not greater than the radius, determining the circle center of the target circle as a temporary boundary point.

In some examples, the safe driving corridor construction method may further include: if the temporary boundary is two parallel straight lines, determining the area between the two straight lines as a safety driving corridor. When the temporary boundary is determined to be two parallel straight lines, the area between the two straight lines is directly determined as the safety driving corridor, and the operation of constructing the convex polygon is not required to be performed, so that the time for constructing the safety driving corridor can be saved.

In some examples, based on the current location of the vehicle, obtaining a decision path corresponding to the current location may include: and acquiring a decision path corresponding to the current position from a path decision layer based on the current position of the vehicle, wherein the path decision layer is used for generating the decision path corresponding to the current position of the vehicle in real time according to the current position of the vehicle. The decision path calculation process and the safety corridor construction process are divided into two plates, and calculation is carried out in different processing layers, so that the influence on the normal operation of one processing layer when the other processing layer fails can be avoided, and the robustness of the system is improved.

In some examples, based on the current location of the vehicle, obtaining a decision path corresponding to the current location may further include: a decision path corresponding to the current location of the vehicle is generated in real time based on the current location of the vehicle.

In a second aspect, embodiments of the present application provide a safety driving corridor construction apparatus. The device mainly comprises: the system comprises a path acquisition module, a boundary determination module, a center determination module and a corridor generation module. The path acquisition module is used for acquiring a decision path corresponding to the current position based on the current position of the vehicle. The boundary determining module is used for determining temporary boundaries on two sides of the safety driving corridor based on the size of the vehicle and the decision path, wherein the temporary boundaries comprise a plurality of groups of sub-boundary pairs, and one group of sub-boundary pairs comprises two line segments respectively positioned on two sides of the decision path. The center determination module is used for determining the center of each group of sub-boundary pairs. The corridor generating module is used for constructing a convex polygon based on the center of each group of sub-boundary pairs and the temporary boundary to obtain the safety driving corridor.

In a third aspect, embodiments of the present application provide an autonomous vehicle. The autonomous vehicle generally includes a memory, one or more processors, and one or more applications. Wherein the one or more application programs are stored in the memory and configured to, when invoked by the one or more processors, cause the one or more processors to perform the secure driving corridor construction method provided by the embodiments of the present application.

In a fourth aspect, embodiments of the present application provide a computer-readable storage medium. The computer readable storage medium has stored therein program code configured to, when invoked by a processor, cause the processor to perform the safe driving corridor method provided by the embodiments of the present application.

The embodiment of the application provides a safe driving corridor method and device, an automatic driving vehicle and a storage medium. The method mainly comprises the steps of obtaining a decision path corresponding to a current position based on the current position of a vehicle; determining temporary boundaries on two sides of a safety driving corridor based on the size of a vehicle and a decision path, wherein the temporary boundaries comprise a plurality of groups of sub-boundary pairs, and one group of sub-boundary pairs comprises two line segments respectively positioned on two sides of the decision path; determining the center of each group of sub-boundary pairs; the convex polygon is constructed based on the center of each group of sub-boundary pairs and the temporary boundary to obtain the safety driving corridor, so that the temporary boundary of the safety driving corridor can be determined according to the size of the vehicle, the safety driving corridor is obtained by constructing the convex polygon based on the temporary boundary, the vehicle is not simply regarded as one particle, and the planning success rate of the safety driving corridor is improved while the influence of the vehicle course angle on the planning of the safety driving corridor is considered.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is an application environment schematic diagram of a method for constructing a safety driving corridor according to an embodiment of the present application.

Fig. 2 is a flow chart of a method for constructing a safety driving corridor according to an embodiment of the present application.

Fig. 3 is a schematic diagram of a method for constructing a safety driving corridor according to an embodiment of the present application.

Fig. 4 is a schematic diagram of an experimental scenario in which an autonomous vehicle is wrapped around a left obstacle according to an exemplary embodiment of the present application.

Fig. 5 is a schematic diagram of a decision path generated based on the experimental scenario of fig. 4, which is provided by the path decision layer according to an exemplary embodiment of the present application.

Fig. 6 is a flow chart of a method for constructing a safety driving corridor according to another embodiment of the present application.

Fig. 7 is a schematic diagram of collision detection provided in an embodiment of the present application.

Fig. 8 is a flowchart illustrating a step S240 included in a method for constructing a safety driving corridor according to another embodiment of the present application.

Fig. 9 is a schematic diagram of a safety driving corridor constructed based on fig. 4 and using the safety driving corridor construction method according to an exemplary embodiment of the present application.

Fig. 10 is a block diagram of a construction apparatus for a safety driving corridor provided in an embodiment of the present application.

Fig. 11 is a block diagram of an electronic device according to an embodiment of the present application.

Fig. 12 is a block diagram of a computer-readable storage medium according to an embodiment of the present application.

Detailed Description

In order to enable those skilled in the art to better understand the present application, the following description will make clear and complete descriptions of the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application.

Referring to fig. 1, fig. 1 is a schematic view of an application environment of a method for constructing a safety driving corridor according to an embodiment of the present application. The safety driving corridor construction system 10 includes a vehicle 11 and a processing device 12. The vehicle 11 is connected to the processing device 12 and can exchange data with each other. The vehicle 11 may be an autonomous vehicle. The automated driving vehicle may be a gasoline vehicle, an electric vehicle, or the like, wherein the electric vehicle may be a pure electric vehicle, a hybrid vehicle, or a fuel cell vehicle, or the like, and is not particularly limited herein. The processing device 12 may be a server, which may be a conventional server or a cloud server, but is not limited thereto, or other electronic devices having computing capabilities. In some examples, the vehicle 11 may include a processing device 12, i.e., the processing device 12 may be provided to the vehicle 11.

In some examples, the vehicle 11 may collect information of lane lines, obstacles, etc. on the driving path through a camera provided thereon, and report the collected information to the processing device 12, and the processing device 12 may construct a safe driving corridor according to the information. In some examples, processing device 12 may also predict travel conditions via a high-precision map and construct a safe driving corridor based on the predicted travel conditions.

Referring to fig. 2, fig. 2 is a flow chart of a method for constructing a safety driving corridor according to an embodiment of the present application. The safety corridor construction method may be applied to the safety corridor construction system 10 described above, and in particular, may be applied to the processing device 12. The safety driving corridor constructing method may include the following steps S110 to S140.

In order to facilitate understanding of the technical solution in the embodiments of the present application, please refer to fig. 3, fig. 3 is a schematic diagram of the method for constructing the safety driving corridor provided in the embodiments of the present application. Wherein polyline 0 represents the decision path; fold lines 1 and 2 represent temporary boundaries; the bolded

solid lines

3 and 4 represent road boundaries; the broken line L0 represents the center line (reference line) of the road; the broken line L1 represents a straight line where a thickened line segment in the broken line 1 is located; the broken line L2 represents a straight line where the thickened line segment in the broken line 1 is located; offline point Q represents a sampling point; circle O represents the center of the two thickened line segments in polyline 1 and polyline 2; the convex polygon ABCD represents a convex polygon corresponding to two line segments thickened in the fold line 1 and the fold line 2.

Step S110, based on the current position of the vehicle, a decision path corresponding to the current position is acquired.

In this embodiment of the present application, when controlling the vehicle to travel to any position during automatic driving, a path from the current position to a certain position in front may be planned for the vehicle, so that the vehicle may be controlled to travel to the position in front according to the path later, where the path is the decision path (such as the broken line 0 shown in fig. 3) mentioned in the embodiment of the present application. It should be noted that, the decision path is not always a broken line, and the decision path may be a straight line or an arc line, or the like, that is, the decision path may be specifically determined according to the current actual position of the vehicle, which is not specifically limited in the embodiment of the present application.

In some examples, the decision path may be obtained directly from a path decision layer, where the path decision layer may be provided in a server for generating, in real time, a decision path corresponding to a current location of the vehicle from the current location of the vehicle. The decision path calculation process and the safety corridor construction process are divided into two plates, and calculation is carried out in different processing layers, so that the influence on the normal operation of one processing layer when the other processing layer fails can be avoided, and the robustness of the system is improved. For example, referring to fig. 4 and fig. 5 together, fig. 4 is a schematic diagram of an experimental scenario of an autonomous vehicle around a left obstacle according to an exemplary embodiment of the present application, and fig. 5 is a schematic diagram of a decision path generated based on the experimental scenario of fig. 4 given by a path decision layer according to an exemplary embodiment of the present application. In fig. 4, the vehicle G is an autonomous vehicle. In fig. 5, polyline 0 corresponds to the decision path;

solid lines

3 and 4 correspond to road boundaries; the solid line L0 corresponds to the center line (reference line) of the road; the convex polygon G corresponds to the vehicle G in fig. 4; the point F located near the reference line L0 is a point generated in the process of constructing the decision path; the point E located near the

solid lines

3 and 4 is a grid point generated from obstacles around the autonomous vehicle; the point O is the center to which the pair of sub-boundaries to be mentioned later corresponds.

In other embodiments, the decision paths may also be generated in real time according to the high-precision map, and specific reference may be made to related means in the prior art, and embodiments of the present application are not described herein.

Step S120, determining temporary boundaries on both sides of the safety driving corridor based on the size of the vehicle and the decision path, wherein the temporary boundaries comprise a plurality of sub-boundary pairs, and one sub-boundary pair comprises two line segments respectively located on both sides of the decision path.

In consideration of the fact that the vehicle body of the autonomous vehicle may cover a plurality of local areas of the safety driving corridor to be constructed, in the process of constructing the safety driving corridor, the embodiment of the application does not simply consider the autonomous vehicle as one particle, but considers the autonomous vehicle as a circle with half the length of the autonomous vehicle (or slightly more than half the length of the autonomous vehicle, which is not particularly limited herein) as a radius to execute the relevant steps of constructing the safety driving corridor, and considers the influence of the course angle of the vehicle on constructing the safety driving corridor, thereby greatly reducing the risk of collision between the autonomous vehicle and an obstacle and improving the success rate of constructing the safety driving corridor.

In some examples, a plurality of sampling points (discrete points Q as shown in fig. 3) may be sampled at preset sampling intervals in the transverse and longitudinal directions, respectively, along the decision path under the Frenet coordinate system. The transverse sampling interval and the longitudinal sampling interval may be set according to practical situations, and may be an interval preset distance or an interval preset time, for example, the transverse sampling interval may be 6 meters or 1 second, and the longitudinal sampling interval may be 1 meter or 0.25 second. Each sampling point can be regarded as a circle center, a half of the length of the autonomous vehicle (or a little larger than the half of the length of the autonomous vehicle) is taken as a radius, the circle corresponding to each sampling point is subjected to collision detection with an obstacle to determine temporary boundary points (a point on a broken line 1 and a point on a broken line 2 shown in fig. 3) of a temporary boundary, and the temporary boundary points are connected to obtain the temporary boundary (the broken line 1 and the broken line 2 shown in fig. 3) on two sides of the safe driving corridor. Illustratively, in FIG. 3, polyline 1 and polyline 2 include 5 sets of sub-boundary pairs, e.g., two line segments, bolded in polyline 1 and polyline 2, are a set of sub-boundary pairs.

It should be noted that, the temporary boundary is not always shown as the fold line 1 and the fold line 2 in fig. 3, and the temporary boundary may be a straight line or an arc line, or the like, that is, the temporary boundary may be specifically determined according to the current actual position of the vehicle, which is not specifically limited herein in the embodiment of the present application.

Step S130, determining the center of each group of sub-boundary pairs.

In some examples, as shown in fig. 3, taking two line segments thickened in the fold line 1 and the fold line 2 as an example, end points of the two line segments may be connected to form a quadrangle. The intersection of the diagonals of the quadrilateral is determined as the center of the set of sub-boundary pairs (circle O as shown in fig. 3).

In other examples, the intersection of the perpendicular bisectors of the two line segments may also be determined as the center of the set of sub-boundary pairs, and reference may be made specifically to related means in the prior art, embodiments of which are not described herein.

And step S140, constructing a convex polygon based on the center of each group of sub-boundary pairs and the temporary boundary, and obtaining the safety driving corridor.

In some examples, as shown in fig. 3, a point P0 closest to the center (circle O) in the temporary boundary may be calculated, a straight line (broken line L1) in which a line segment in which the point P0 is located is determined, the straight line L1 (broken line L1) dividing the plane into upper and lower two areas bounded by the straight line L1 (broken line L1), the area including the center (circle O) is determined as a half space H0 (not shown in the figure), and a portion outside the half space H0, for example, a broken line 1, is deleted from the temporary boundary. The above steps are repeated, the point P1 closest to the center point O in the remaining temporary boundary is continuously calculated, a straight line (broken line L2) in which a line segment where the point P1 is located is determined, the straight line (broken line L2) divides the plane into upper and lower two areas bounded by the straight line (broken line L2), an area including the center (circle O) is determined as a half space H1 (not shown in the figure), and a portion located outside the half space H1, for example, a line segment BC located on the straight line (broken line L2) in the broken line 2 is deleted from the remaining temporary boundary. The above-described iterations are repeated until all line segments in the temporary boundary are excluded by the half-space sequence (H0, H1, … …, hm), where m is an integer greater than 1. The intersection of all half-spaces in the half-space sequence (H0, H1, … …, hm) is determined as a set of sub-boundary pairs corresponding to the center (circle O) to a convex polygon (convex polygon ABCD). According to the method, the convex polygons corresponding to each group of sub-boundary pairs can be calculated respectively to obtain a plurality of convex polygons, and the union of the convex polygons is determined as the safety driving corridor.

In particular, if the temporary boundary is two parallel straight lines, the area between the two straight lines can be directly determined as a safety driving corridor. When the temporary boundary is determined to be two parallel straight lines, the area between the two straight lines is directly determined as the safety driving corridor, and the operation of constructing the convex polygon is not required to be performed, so that the time for constructing the safety driving corridor can be saved.

In the method for constructing the safety driving corridor provided by the embodiment of the application, a decision path corresponding to the current position is mainly obtained based on the current position of the vehicle; determining temporary boundaries on two sides of a safety driving corridor based on the size of a vehicle and a decision path, wherein the temporary boundaries comprise a plurality of groups of sub-boundary pairs, and one group of sub-boundary pairs comprises two line segments respectively positioned on two sides of the decision path; determining the center of each group of sub-boundary pairs; the convex polygon is constructed based on the center of each group of sub-boundary pairs and the temporary boundary to obtain the safety driving corridor, so that the temporary boundary of the safety driving corridor can be determined according to the size of the vehicle, the safety driving corridor is obtained by constructing the convex polygon based on the temporary boundary, the vehicle is not simply regarded as one particle, and the planning success rate of the safety driving corridor is improved while the influence of the vehicle course angle on the planning of the safety driving corridor is considered.

Referring to fig. 6, fig. 6 is a flow chart of a method for constructing a safety driving corridor according to another embodiment of the present application. The safety corridor construction method may be applied to the safety corridor construction system 10 described above, and in particular, may be applied to the processing device 12. The safety driving corridor constructing method may include the following steps S210 to S250.

Step S210, based on the current position of the vehicle, acquiring a decision path corresponding to the current position.

Step S210 is referred to step S110, and will not be described herein.

Step S220, determining temporary boundaries on two sides of the safety driving corridor based on the size of the vehicle and the decision path, wherein the temporary boundaries comprise a plurality of sets of sub-boundary pairs, and one set of sub-boundary pairs comprises two line segments respectively located on two sides of the decision path.

In some examples, step S220 may include the steps of: sampling in the transverse direction and the longitudinal direction respectively based on the Frenet coordinate system along the decision path; and performing collision detection based on the size of the vehicle and the sampled points to generate a temporary boundary. The specific description of the sampling is referred to step S120, and will not be repeated here.

In some examples, an implementation of generating a temporary boundary based on the size of the vehicle and the sampled points for collision detection may include the steps of: taking the sampled points as circle centers and taking half of the length of the vehicle (or slightly more than half of the length of the vehicle) as a radius to obtain a target circle; if the distance between the center of the target circle and the obstacle is larger than the radius of the target circle, continuing sampling; if the distance between the circle center of the target circle and the obstacle is not greater than the radius of the target circle, determining the circle center of the target circle as a temporary boundary point; and connecting the temporary boundary points to generate a temporary boundary.

In some examples, referring to fig. 7, fig. 7 is a schematic diagram of collision detection according to an embodiment of the present application. The sampling point Q may be used as a center of a circle, and the radius R may be a value slightly greater than half the length of the vehicle to obtain a circle W. And calculating the distance between the circle W and the obstacle V, and if the distance between the circle W and the obstacle V is larger than the radius R, indicating that the vehicle and the obstacle cannot interfere, and continuing to sample. If the distance between the circle W and the obstacle V is less than or equal to the radius R, which indicates that the vehicle may interfere with the obstacle, the sampling point Q is determined as a temporary boundary point (a point on the folding lines 1 and 2 as shown in fig. 3). Repeating the steps until all the sampling points are traversed, and obtaining a plurality of temporary boundary points. A plurality of temporary boundary points are connected to generate temporary boundaries (fold lines 1 and 2 as shown in fig. 3).

Step S230, determining the center of each group of sub-boundary pairs.

Wherein, step S230 may include the steps of: connecting end points of two line segments included in each group of sub boundary pairs to obtain a quadrangle; the intersection of the diagonals of the quadrilateral is determined as the center of the pair of sub-boundaries corresponding to the quadrilateral.

Step S240, based on the center of each group of sub-boundary pairs, respectively constructing convex polygons corresponding to each group of sub-boundary pairs.

In some examples, referring to fig. 8, fig. 8 is a flowchart illustrating a step S240 included in a method for constructing a safety driving corridor according to another embodiment of the present application. Step S240 may include the following steps S241 to S243.

Step S241, searching for a line segment closest to the center of the target sub-boundary pair among the plurality of sub-boundary pairs in the temporary boundary.

Wherein the target sub-boundary pair is any one of a plurality of sets of sub-boundary pairs. In the embodiment of the present application, the target sub-boundary pair is a relative concept, that is, when a convex polygon corresponding to a certain group of sub-boundary pairs is constructed, the group of sub-boundary pairs is the target sub-boundary pair. For example, when the convex polygon ABCD corresponding to two thickened line segments in the fold line 1 and the fold line 2 shown in fig. 3 is constructed, the two thickened line segments are the target sub-boundary pairs.

As an example, as shown in fig. 3, a point P0 closest to the center (circle O) in the temporary boundary may be calculated, and a line segment where the point P0 is located is a line segment closest to the center of the target sub-boundary pair of the plurality of sub-boundary pairs.

In step S242, a half space is generated based on the nearest line segment, and the portion of the temporary boundary located outside the half space is eliminated.

In some examples, step S242 may include the steps of: determining a straight line where the nearest line segment is located, and obtaining two areas divided by the straight line; the region including the center of the target sub-boundary pair of the two regions is determined as a half space, and the portion of the temporary boundary located outside the half space is eliminated.

As an example, as shown in fig. 3, a straight line L1 where the line segment where the point P0 is located is determined based on the line segment where the point P0 is located, and the straight line L1 divides the plane into upper and lower two areas bounded by the straight line L1. The region including the center (circle O) of the target sub-boundary pair is determined as a half space H0 (not shown in the figure), and a portion of the temporary boundary located outside the half space H0, for example, a broken line 1 is eliminated.

Step S243, constructing a convex polygon corresponding to the target sub-boundary pair based on the half space.

In some examples, step S243 may include the steps of: determining whether line segments in the temporary boundary are all eliminated outside of a half-space sequence, wherein the half-space sequence includes at least one half-space; if it is determined that the line segments in the temporary boundary are not eliminated outside the half-space sequence, returning to step S241 until all the line segments in the temporary boundary are eliminated outside the half-space sequence; the intersection of all half spaces in the half space sequence is determined as the convex polygon corresponding to the target sub-boundary pair.

As an example, as shown in fig. 3, after the portion of the temporary boundary located outside the half space H0 is eliminated, it may be determined whether line segments in the temporary boundary are all eliminated outside the half space sequence, which is a sequence (H0) including only the half space H0. In fig. 3, the line segments (5 line segments included in the broken line 2) existing in the temporary boundary are not eliminated outside the half-space sequence (H0), and the process returns to step S241 until all the line segments in the temporary boundary are eliminated outside the half-space sequence. The intersection of all half spaces in the half space sequence is determined as the convex polygon corresponding to the target sub-boundary pair.

The parts of steps S241 to S243 not described in detail refer to the above step S140, and are not described herein.

And step S250, taking the union of convex polygons corresponding to each group of sub-boundary pairs as the safety driving corridor.

By executing step S240, a convex polygon corresponding to each group of sub-boundary pairs can be obtained, and the union of these convex polygons is determined as a safety driving corridor.

Referring to fig. 9, fig. 9 is a schematic diagram of a safety driving corridor constructed based on fig. 4 and using the method for constructing a safety driving corridor according to an exemplary embodiment of the present application. Wherein, the broken line 0 is a decision route; fold lines 1 and 2 are temporary boundaries of the safety driving corridor respectively;

solid lines

3 and 4 are road boundaries; the solid line L1 is the center line of the road (also referred to as a reference line or guide line); the discrete points E are grid points generated by the obstacle; the discrete point H is a boundary containing the contour of the vehicle; point O is the center of a set of sub-boundary pairs; the convex polygon T is a convex polygon corresponding to a group of sub-boundary pairs corresponding to the point O; the polygon G represents an autonomous vehicle. Fig. 8 shows only a partial convex polygon, and is not a complete safety corridor.

Referring to fig. 10, fig. 10 is a block diagram of a safety driving corridor constructing apparatus according to an embodiment of the present application. The safety corridor constructing apparatus 300 may be applied to the safety corridor constructing system 10 described above, and in particular, may be applied to the processing device 12 described above. The safety driving corridor construction apparatus 300 may include a path acquisition module 310, a boundary determination module 320, a center determination module 330, and a corridor generation module 340, which are communicatively connected to each other. The path acquisition module 310 is configured to acquire a decision path corresponding to a current location based on the current location of the vehicle. The boundary determining module 320 is configured to determine temporary boundaries on both sides of the safety corridor based on the size of the vehicle and the decision path, where the temporary boundaries include multiple sets of sub-boundary pairs, and one set of sub-boundary pairs includes two line segments respectively located on both sides of the decision path. The center determination module 330 is used to determine the center of each set of sub-boundary pairs. The corridor generating module 340 is configured to construct a convex polygon based on the center of each group of sub-boundary pairs and the temporary boundary, so as to obtain a safe driving corridor.

In some examples, corridor generation module 340 may include a convex polygon construction sub-module and a corridor generation sub-module. The convex polygon construction sub-module is used for respectively constructing convex polygons corresponding to each group of sub-boundary pairs based on the center of each group of sub-boundary pairs. The corridor generating submodule is used for taking the union of convex polygons corresponding to each group of sub-boundary pairs as a safety driving corridor.

In some examples, the convex polygon construction sub-module may include a line segment lookup unit, a half space generation unit, and a convex polygon construction unit. The line segment searching unit is used for searching line segments closest to the centers of the target sub-boundary pairs in the plurality of groups of sub-boundary pairs in the temporary boundary. The half-space generating unit is configured to generate a half space based on the nearest line segment, and to eliminate a portion of the temporary boundary that is located outside the half space. The convex polygon construction unit is used for constructing a convex polygon corresponding to the target sub-boundary pair based on the half space.

In some examples, the convex polygon construction unit may include a determination subunit, a line segment deletion subunit, a control subunit, and a convex polygon construction subunit. Wherein the determining subunit is configured to determine whether line segments in the temporary boundary are all eliminated from the half-space sequence, wherein the half-space sequence comprises at least two of the half-spaces. The line segment deleting subunit is configured to delete, from the temporary boundary, a line segment nearest to the center of the target sub-boundary pair if it is determined that the line segment in the temporary boundary is not deleted outside the half-space sequence. The control subunit is configured to return to the step of finding, in the temporary boundary, a line segment closest to the center of the target sub-boundary pair among the plurality of sets of sub-boundary pairs until the line segments in the temporary boundary are all eliminated from the half-space sequence. The convex polygon construction subunit is configured to determine an intersection of all half spaces in the half space sequence as a convex polygon corresponding to the target sub-boundary pair.

In some examples, the half-space generation unit may include a region-dividing subunit and a half-space generation subunit. The region dividing sub-unit is used for determining a straight line where the nearest line segment is located, and two regions divided by the straight line are obtained. The half-space generating subunit is configured to determine, as a half-space, a region including a center of the target sub-boundary pair, of the two regions.

In some examples, the center determination module 330 may include an endpoint connection sub-module and a center determination sub-module. The terminal connection sub-module is used for connecting terminal points of two line segments included in each group of sub-boundary pairs to obtain a quadrilateral. The center determination sub-module is used for determining an intersection point of diagonal lines of the quadrangle as a center of a sub-boundary pair corresponding to the quadrangle.

In some examples, the boundary determination module 320 may include a sampling sub-module and a boundary determination sub-module. The sampling submodule is used for sampling in the transverse direction and the longitudinal direction respectively based on the Frenet coordinate system along the decision path. The boundary determination submodule is used for performing collision detection based on the size of the vehicle and the sampled points and generating a temporary boundary.

It is clear to those skilled in the art that the safety driving corridor constructing apparatus 300 provided in the embodiment of the present application may implement the safety driving corridor constructing method provided in the embodiment of the present application. The specific working process of the above device and module refer to a process corresponding to the method for constructing a safety driving corridor in the embodiment of the present application, which is not described herein again.

In the embodiments provided herein, the modules shown or discussed are coupled, directly coupled, or communicatively coupled to each other via some interfaces, devices, or modules, which may be electrical, mechanical or otherwise.

In addition, each functional module in the embodiments of the present application may be integrated into one processing module, or each module may exist alone physically, or two or more modules may be integrated into one module. The integrated modules may be implemented in hardware or in a functional module of software, which is not limited in this embodiment of the present application.

Referring to fig. 11, fig. 11 is a block diagram of an autonomous vehicle according to an embodiment of the present application. Autonomous vehicle 400 may include one or more of the following components: the system comprises a memory 410, one or more processors 420, and one or more applications, wherein the one or more applications may be stored in the memory 410 and configured to, when invoked by the one or more processors 420, cause the one or more processors 420 to perform the above-described safe driving corridor construction method provided by the embodiments of the present application.

Processor 420 may include one or more processing cores. The processor 420 utilizes various interfaces and lines to connect various portions of the overall electronic device 400 for executing or executing instructions, programs, code sets, or instruction sets stored in the memory 410, and for invoking execution or data stored in the memory 410, performing various functions of the electronic device 400, and processing data. Alternatively, the processor 420 may be implemented in hardware in at least one of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), and editable logic array (Programmable Logic Array, PLA). The processor 420 may integrate one or a combination of several of a central processing unit (Central Processing Unit, CPU), an image processor (Graphics Processing Unit, GPU) and a modem. The CPU mainly processes an operating system, a user interface, an application program and the like; the GPU is used for being responsible for rendering and drawing of display content; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 420 and may be implemented solely by a single communication chip.

The Memory 410 may include a random access Memory (Random Access Memory, RAM) or a Read-Only Memory (ROM). Memory 410 may be used to store instructions, programs, code, sets of codes, or sets of instructions. The memory 410 may include a stored program area and a stored data area. The storage program area may store instructions for implementing an operating system, instructions for implementing at least one function, instructions for implementing the various method embodiments described above, and the like. The storage data area may store data or the like created by the electronic device 400 in use.

Referring to fig. 12, fig. 12 is a block diagram illustrating a computer readable storage medium according to an embodiment of the present application. The computer readable storage medium 500 stores therein a program code 510, the program code 510 being configured to, when called by a processor, cause the processor to execute the above-described safe driving corridor constructing method provided in the embodiment of the present application.

The computer readable storage medium 500 may be an electronic Memory such as a flash Memory, an Electrically erasable programmable read-Only Memory (EEPROM), an erasable programmable read-Only Memory (Erasable Programmable Read-Only Memory, EPROM), a hard disk, or a ROM. Optionally, the computer readable storage medium 500 comprises a Non-volatile computer readable medium (Non-Transitory Computer-Readable Storage Medium, non-TCRSM). The computer readable storage medium 500 has storage space for program code 510 that performs any of the method steps described above. These program code 510 can be read from or written to one or more computer program products. Program code 510 may be compressed in a suitable form.

In summary, in the method and apparatus for a safe driving corridor, an automatic driving vehicle, and a storage medium provided in the embodiments of the present application, a decision path corresponding to a current position of the vehicle is obtained mainly based on the current position of the vehicle; determining temporary boundaries on two sides of a safety driving corridor based on the size of a vehicle and a decision path, wherein the temporary boundaries comprise a plurality of groups of sub-boundary pairs, and one group of sub-boundary pairs comprises two line segments respectively positioned on two sides of the decision path; determining the center of each group of sub-boundary pairs; the convex polygon is constructed based on the center of each group of sub-boundary pairs and the temporary boundary to obtain the safety driving corridor, so that the temporary boundary of the safety driving corridor can be determined according to the size of the vehicle, the safety driving corridor is obtained by constructing the convex polygon based on the temporary boundary, the vehicle is not simply regarded as one particle, and the planning success rate of the safety driving corridor is improved while the influence of the vehicle course angle on the planning of the safety driving corridor is considered.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art will appreciate that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not drive the essence of the corresponding technical solutions to depart from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for constructing a safety driving corridor, comprising:

acquiring a decision path corresponding to a current position of a vehicle based on the current position;

determining temporary boundaries on two sides of a safety driving corridor based on the size of the vehicle and the decision path, wherein the temporary boundaries comprise a plurality of groups of sub-boundary pairs;

determining the center of each group of sub-boundary pairs;

and constructing a convex polygon based on the center of each group of sub-boundary pairs and the temporary boundary to obtain the safety driving corridor.

2. The method of claim 1, wherein said constructing a convex polygon based on the center of each said set of sub-boundary pairs and said temporary boundary, resulting in said safe driving corridor, comprises:

respectively constructing convex polygons corresponding to each group of sub-boundary pairs based on the centers of each group of sub-boundary pairs;

and taking the union of the convex polygons corresponding to each group of sub-boundary pairs as the safety driving corridor.

3. The method according to claim 2, wherein the separately constructing the convex polygon corresponding to each group of sub-boundary pairs based on the center of each group of sub-boundary pairs includes:

Searching a line segment closest to the center of the target sub-boundary pair in the plurality of groups of sub-boundary pairs in the temporary boundary;

generating a half space based on the nearest line segment, and eliminating a part of the temporary boundary which is positioned outside the half space;

and constructing a convex polygon corresponding to the target sub-boundary pair based on the half space.

4. A method according to claim 3, wherein said constructing a convex polygon corresponding to said target sub-boundary pair based on said half space comprises:

determining whether line segments in the temporary boundary are all eliminated from a half-space sequence, wherein the half-space sequence comprises at least one of the half-spaces;

if it is determined that the line segments in the temporary boundary are not eliminated from the half-space sequence, returning to the step of searching the temporary boundary for the line segments closest to the center of the target sub-boundary pair in the plurality of sub-boundary pairs until all the line segments in the temporary boundary are eliminated from the half-space sequence;

and determining the intersection of all half spaces in the half space sequence as a convex polygon corresponding to the target sub-boundary pair.

5. A method according to claim 3, wherein said generating a half space based on said nearest line segment comprises:

Determining a straight line where the nearest line segment is located, and obtaining two areas divided by the straight line;

a region including the center of the target sub-boundary pair of the two regions is determined as the half space.

6. The method of claim 1, wherein said determining the center of each set of sub-boundary pairs comprises:

connecting the end points of the two line segments included in each group of sub-boundary pairs to obtain a quadrangle;

an intersection of diagonals of the quadrilateral is determined as a center of a pair of sub-boundaries corresponding to the quadrilateral.

7. The method of claim 1, wherein determining temporary boundaries on both sides of a safe driving corridor based on the size of the vehicle and the decision path comprises:

sampling in the transverse direction and the longitudinal direction respectively based on a Frenet coordinate system along the decision path;

and performing collision detection based on the size of the vehicle and the sampled points, and generating the temporary boundary.

8. The method of claim 7, wherein the sampling in the lateral and longitudinal directions along the decision path based on the Frenet coordinate system, respectively, comprises:

sampling along the decision path at intervals of a preset distance in the transverse direction and the longitudinal direction respectively based on the Frenet coordinate system; or (b)

Along the decision path, sampling is performed at intervals of a preset time in the transverse direction and the longitudinal direction based on the Frenet coordinate system, respectively.

9. The method of claim 7, wherein the generating the temporary boundary based on the size of the vehicle and the sampled points for collision detection comprises:

taking the sampled point as a circle center and taking half of the length of the vehicle as a radius to obtain a target circle;

according to collision detection of the target circle and the obstacle, determining a temporary boundary point of the temporary boundary;

and connecting the temporary boundary points to obtain the temporary boundary.

10. The method of claim 9, wherein determining the temporary boundary point of the temporary boundary based on collision detection of the target circle with an obstacle comprises:

if the distance between the center of the target circle and the obstacle is larger than the radius, continuing sampling;

and if the distance between the circle center of the target circle and the obstacle is not greater than the radius, determining the circle center of the target circle as the temporary boundary point.

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

And if the temporary boundary is two parallel straight lines, determining the area between the two straight lines as the safety driving corridor.

12. The method of any of claims 11, wherein the obtaining a decision path corresponding to a current location of a vehicle based on the current location comprises:

and acquiring a decision path corresponding to the current position from a path decision layer based on the current position of the vehicle, wherein the path decision layer is used for generating the decision path corresponding to the current position of the vehicle in real time according to the current position of the vehicle.

13. A safety driving corridor constructing apparatus, comprising:

the route acquisition module is used for acquiring a decision route corresponding to the current position based on the current position of the vehicle;

the boundary determining module is used for determining temporary boundaries on two sides of the safety driving corridor based on the size of the vehicle and the decision path, wherein the temporary boundaries comprise a plurality of groups of sub-boundary pairs;

a center determining module for determining the center of each group of sub-boundary pairs;

and the corridor generating module is used for constructing a convex polygon based on the center of each group of sub-boundary pairs and the temporary boundary to obtain the safety driving corridor.

14. An autonomous vehicle, comprising:

a memory;

one or more processors;

one or more applications, wherein the one or more applications are stored in the memory and configured to, when invoked by the one or more processors, cause the one or more processors to perform the safe driving corridor construction method of any one of claims 1-12.

15. A computer readable storage medium, characterized in that the computer readable storage medium has stored therein a program code configured to, when called by a processor, cause the processor to execute the safe driving corridor construction method as claimed in any one of claims 1 to 12.