CN115230719A

CN115230719A - Driving track planning method and device

Info

Publication number: CN115230719A
Application number: CN202111454583.1A
Authority: CN
Inventors: 黄超; 叶玥
Original assignee: Shanghai Xiantu Intelligent Technology Co Ltd
Current assignee: Shanghai Xiantu Intelligent Technology Co Ltd
Priority date: 2021-12-01
Filing date: 2021-12-01
Publication date: 2022-10-25
Anticipated expiration: 2041-12-01
Also published as: CN115230719B; WO2023097874A1

Abstract

The embodiment of the disclosure provides a method and a device for planning a driving track, wherein the method comprises the following steps: acquiring road information obtained by acquiring information of a road; planning a normal running track of a vehicle according to the road information to obtain the normal running track, and planning a backspacing running track of the vehicle to obtain the backspacing running track, wherein the running track of the vehicle is the planned normal running track, and the planned running distance of the backspacing running track is shorter than the planned running distance of the normal running track; and in response to failure of planning the normal running track, converting the running track of the vehicle into a backspacing running track. The method not only generates the normal driving track, but also generates the backspacing driving track, and when the normal driving track can not be driven, the backspacing driving track is switched to, so that the probability of accidents can be reduced.

Description

Method and device for planning driving track

Technical Field

The disclosure relates to the technical field of intelligent driving, in particular to a driving track planning method and device.

Background

In an intelligent driving system, a planning module is responsible for integrating the contents of a plurality of modules such as perception, prediction, positioning, maps, vehicles and the like, and generating a rapid, safe and feasible track for an intelligent driving vehicle.

The planning of the driving track is roughly divided into decision-making, path planning and speed planning. And the decision module gives a macro decision according to the road condition, such as lane keeping, lane changing, lane borrowing and the like. And (4) generating a plurality of safe and collision-free paths by taking static obstacles and low-speed dynamic obstacles into consideration according to upper-layer decision in path planning. And speed planning, namely taking high-speed dynamic obstacles into consideration on the basis of path planning, making decisions such as overtaking, following, parking avoidance and the like, and generating a corresponding ST (distance time) graph. And finally, combining the path planning and the speed planning to obtain a plurality of tracks, and screening to obtain an optimal safe, collision-free and comfortable driving track. The path obtained by path planning only contains spatial position information, and the driving track contains space-time information, namely, the position on the driving track corresponds to the time point of reaching the position.

However, in a complex road scene such as a city, due to the fact that the number of traffic participants is large, the uncertainty of behavior is large, or the algorithm precision of the intelligent driving system is not high, planning may fail. At this time, because the speed of the vehicle may be high, steering avoidance and other operations cannot be completed when planning fails, thereby causing dangerous consequences. For example, because the planned driving distance is relatively long and a plurality of paths may be planned in different decisions, in order to ensure the planning frequency, the accuracy of path planning may be sacrificed, and in a scenario requiring high accuracy, a situation of planning failure may occur.

Disclosure of Invention

In view of this, the disclosed embodiments provide at least one driving trajectory planning method and apparatus.

Specifically, the embodiment of the present disclosure is implemented by the following technical solutions:

in a first aspect, a method for planning a driving track is provided, the method comprising:

acquiring road information obtained by acquiring information of a road;

planning a normal running track of a vehicle according to the road information to obtain the normal running track, and planning a backspacing running track of the vehicle to obtain the backspacing running track, wherein the running track of the vehicle is the planned normal running track, and the planned running distance of the backspacing running track is shorter than the planned running distance of the normal running track;

and in response to failure of planning the normal running track, converting the running track of the vehicle into a backspacing running track.

In a second aspect, a driving trajectory planning device is provided, the device comprising:

the road information acquisition module is used for acquiring road information obtained by acquiring information of a road;

the driving track planning module is used for planning a normal driving track of a vehicle according to the road information to obtain the normal driving track and planning a backspacing driving track of the vehicle to obtain the backspacing driving track, wherein the driving track of the vehicle is a planned normal driving track, and a planned driving distance of the backspacing driving track is shorter than a planned driving distance of the normal driving track;

and the running track control module is used for responding to failure of planning the normal running track, and converting the running track of the vehicle into a backspacing running track.

In a third aspect, an electronic device is provided, which includes a memory for storing computer instructions executable on a processor, and the processor is configured to implement the method for planning a driving trajectory according to any embodiment of the present disclosure when executing the computer instructions.

In a fourth aspect, a computer-readable storage medium is provided, on which a computer program is stored, which when executed by a processor, implements a method for planning a driving trajectory according to any one of the embodiments of the present disclosure.

According to the method for planning the driving track, when the driving track of the vehicle is planned, not only the normal driving track but also the backspacing driving track is generated. When the vehicle cannot drive according to the normal driving track, the vehicle is switched to the backspacing driving track, so that the accident occurrence probability is greatly reduced, and the method can be applied to the existing driving track planning framework; the planned driving distance of the retroversion driving track is shorter than that of the normal driving track, the success rate and the planning precision of planning the retroversion driving track are guaranteed, and the safety of the vehicle under the complex road condition can be greatly improved by combining the two planning methods.

Drawings

In order to more clearly illustrate one or more embodiments of the present disclosure or technical solutions in related arts, the drawings used in the description of the embodiments or related arts will be briefly described below, it is obvious that the drawings in the description below are only some embodiments described in one or more embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art without inventive exercise.

Fig. 1 is a flow chart of a method of planning a driving trajectory in accordance with at least one embodiment of the present disclosure;

fig. 2 is a flow chart of another method of travel path planning, shown in at least one embodiment of the present disclosure;

fig. 3 is a block diagram illustrating a method of rolling back a travel path in accordance with at least one embodiment of the present disclosure;

FIG. 3A is a schematic illustration of a Cartesian coordinate system and a reference line coordinate system illustrating at least one embodiment of the present disclosure;

FIG. 3B is a schematic view of another Cartesian and reference line coordinate system illustrating at least one embodiment of the present disclosure;

FIG. 4 is a block diagram of another travel path planning apparatus, shown in at least one embodiment of the present disclosure;

fig. 5 is a schematic diagram illustrating a hardware structure of an electronic device according to at least one embodiment of the present disclosure.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present specification. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the specification, as detailed in the appended claims.

The terminology used in the description herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the description. As used in this specification and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

It should be understood that although the terms first, second, third, etc. may be used herein to describe various information, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the present description. The word "if," as used herein, may be interpreted as "at \8230; \8230when" or "when 8230; \823030when" or "in response to a determination," depending on the context.

As shown in fig. 1, fig. 1 is a flowchart of a method for planning a driving trajectory according to at least one embodiment of the present disclosure, where the method is applicable to an intelligent driving system of a vehicle, or may be applicable to a server in a cloud or a terminal device such as a mobile phone, and the vehicle may be an unmanned vehicle or a manned vehicle, and the method includes the following steps:

in step 102, road information obtained by collecting information of a road is acquired.

The road information obtained by collecting the information of the road may be information obtained by collecting the information of the road by a sensor on the vehicle. For example, the vehicle-mounted camera captures traffic signal information, lane line information, and obstacle information such as pedestrians and other vehicles, and the distance between the vehicle and the surrounding object is measured by the vehicle-mounted radar or the laser radar.

The road information acquired by acquiring the information of the road may also be acquired by acquiring the information of the road by other devices. For example, GPS (Global Positioning System) signal information, or high-precision map information that is created in advance and includes a large amount of driving assistance information, such as the intersection layout, the road sign position, the speed limit of the road, and the position at which a left-turn lane starts.

In one example, the road information includes at least one of: obstacle information, traffic signal information, map information, road speed limit information, and lane line information.

In step 104, according to the road information, planning a normal running track of a vehicle to obtain the normal running track, and planning a rollback running track of the vehicle to obtain the rollback running track.

In this embodiment, the normal driving trajectory and the fallback driving trajectory are both planned locally, that is, the normal driving trajectory and the fallback driving trajectory planned each time are not from the current position of the vehicle to the final destination, but are from a small segment of the driving trajectory of the current position of the vehicle, and multiple times of driving trajectory planning are required to reach the final destination.

The triggering condition of the driving trajectory planning is not limited in this embodiment, and may be that every time, a vehicle-mounted camera captures one frame of image every time, or may also be that a vehicle drives for a certain distance every time. When the trigger condition is met, the normal running track and the backspacing running track need to be re-planned, and the planned normal running track and the backspacing running track are respectively updated. It should be noted that, the order of actually planning the normal driving trajectory and the backward driving trajectory is not limited in this embodiment, and the normal driving trajectory and the backward driving trajectory may be performed simultaneously or sequentially.

When the running track of the vehicle is the planned normal running track, the vehicle can run according to the speed and the direction indicated by the normal running track, and can perform lane change, overtaking or parking according to the indication, and the normal running track is stored after being planned and is updated after the next planning is completed.

The planning method adopted when planning the normal running track of the vehicle and the retroversion running track can be different, and the road information according to the planning method can also be different. In the scheme, the planned driving distance of the backspacing driving track is shorter than that of the normal driving track.

Generally, the planning frequency needs to be frequent to ensure driving safety in a road scene with a large number of traffic participants and large uncertainty of behaviors. For planning of a normal driving track of a vehicle, because the planned length is relatively long, and multiple paths may exist under different decisions, in order to ensure the planning frequency, the planning accuracy is sacrificed, and for a scene requiring high accuracy, a situation that planning cannot be performed in the path planning step is likely to occur, so that the planning fails, and a situation that the driving track on which the vehicle is not based is jammed or out of control is likely to occur, thereby threatening traffic safety.

In this step, the normal running track of the vehicle is planned to obtain the normal running track, and the backspacing running track of the vehicle is planned to obtain the backspacing running track, which can adopt common planning algorithms, such as a dynamic planning algorithm, an optimization algorithm, a lattice algorithm and the like.

When the backspacing running track is planned, the planned running distance shorter than the normal running track can be set, so that when the backspacing running track is planned, the backspacing running track can be obtained by using higher planning precision and considering richer road information in limited time, and meanwhile, the planning success rate is higher than that of the normal running track.

For example, the planned travel distance of the normal travel track may be set to 100 meters, and a travel path of 100 meters needs to be planned from the current vehicle position to the destination direction when the normal travel track is planned; the planned travel distance of the retroversion travel track is 20 meters, and a travel path of 20 meters needs to be planned from the current vehicle position to the destination direction when the retroversion travel track is planned.

In one example, the planned travel distance may also be influenced by setting the planned travel time. For example, the planned travel time of the normal travel track may be set to 30 seconds, and the travel path of the vehicle needs to be set to the destination direction within 30 seconds from the current vehicle position when the normal travel track is planned; the planned travel time of the retreat travel track is 10 seconds, and when the retreat travel track is planned, a travel path of the vehicle needs to be planned from the current vehicle position to the destination within 10 seconds. By setting a shorter planned travel time for the fallback travel trajectory, the planned travel distance can be made shorter.

In step 106, in response to failure of planning the normal driving trajectory, the driving trajectory of the vehicle is changed to a backspacing driving trajectory.

When the planning of the normal running track fails, in order to avoid the blockage or the runaway caused by the fact that the running vehicle cannot continue running after losing the guidance of the normal running track, the running track of the vehicle is converted into the backspacing running track, and therefore dangerous accidents are avoided.

When the running track of the vehicle is converted into the backspacing running track, the vehicle runs according to the planned backspacing running track, at the moment, the vehicle still plans the normal running track and the backspacing running track continuously, and if the planning of the normal running track fails, the vehicle can continue to run according to the planned backspacing running track.

In one example, in a case where a running track of a vehicle is a fallback running track, in response to a success in planning a normal running track, the running track of the vehicle is changed to a normal running track.

According to the method for planning the driving track provided by the embodiment of the disclosure, when the driving track of a vehicle is planned, not only a normal driving track but also a backspacing driving track is generated. When the vehicle cannot drive according to the normal driving track, the vehicle is switched to the backspacing driving track, so that the accident occurrence probability is greatly reduced; the planned driving distance of the retroversion driving track is shorter than that of the normal driving track, the success rate and the planning precision of planning the retroversion driving track are guaranteed, and the safety of the vehicle under the complex road condition can be greatly improved by combining the two planning methods.

In the current technology, the driving trajectory planning is roughly divided into decision making, path planning and speed planning, and besides path planning failure possibly caused by a high-precision scene, the method also has other reasons causing planning failure. For example, in the above planning method of separating path planning from speed planning, although the planning speed is relatively high, the two plans may be incompatible. For example, only a part of dynamic obstacles (i.e., low-speed dynamic obstacles) is considered in path planning to plan a feasible path, but after all the dynamic obstacles are considered in speed planning, for a certain dynamic obstacle, the speed planning is limited by the acceleration of the vehicle but cannot be completed, and the speed planning is limited by the deceleration of the vehicle but cannot be completed, so that the speed planning cannot be performed on the feasible path, resulting in a planning failure.

Based on this, the present disclosure provides yet another driving trajectory planning method. As shown in fig. 2, fig. 2 is a flowchart of a method for planning a driving trajectory according to at least one embodiment of the present disclosure, where the method includes the following processing, and the same steps as those in fig. 1 are not described again.

In step 202, road information obtained by collecting information of a road is acquired.

In this embodiment, the road information at least includes obstacle information, and the obstacle information includes static obstacle information, low-speed dynamic obstacle information, and high-speed dynamic obstacle information; the low-speed dynamic obstacle information is information of a dynamic obstacle with a speed less than a speed threshold, and the high-speed dynamic obstacle information is information of a dynamic obstacle with a speed not less than a speed threshold, which is not limited in the setting of the speed threshold, for example, may be set to 20km/h.

In step 204, a route planning is performed on a fallback driving route of the vehicle according to the static obstacle information, the low-speed dynamic obstacle information and the high-speed dynamic obstacle information, so as to obtain at least one fallback driving route.

When the path planning is carried out on the normal running path of the vehicle, the traditional planning mode can still be adopted, namely, according to upper-layer decision, static obstacles and low-speed dynamic obstacles are considered, and a plurality of safe and collision-free paths are generated. And when the speed planning is carried out subsequently, the high-speed dynamic obstacles are considered.

When the path planning is performed on the fallback driving path of the vehicle, in addition to the static obstacle and the low-speed dynamic obstacle, the high-speed dynamic obstacle which is considered only when the normal driving path is in the speed planning needs to be considered, so that the problem that the path planning and the speed planning are separated according to different obstacle information and cannot be compatible is solved. That is, in this embodiment, the fallback running path obtained by performing the path planning on the fallback running path of the vehicle includes not only the spatial information but also the time information, that is, the time point when the vehicle reaches some path points on the fallback running path is required.

Whether the retroversion running track or the normal running track is planned, the planned running time and the planned running distance are determined firstly, and the planning can be carried out by considering the road information of which time range and the road information in the long-distance range according to the planned running time and the planned running distance. The planned travel distance of the retroversion travel track is shorter than the planned travel distance of the normal travel track, and the planned travel time of the retroversion travel track may also be shorter than the planned travel time of the normal travel track.

In one example, the planned travel time and the planned travel distance of the fallback travel trajectory or the normal travel trajectory may take default settings or values set by a user.

In one example, before this step, the planned travel time and the planned travel distance of the retracted travel trajectory may also be determined according to the travel speed and the deceleration of the vehicle.

The planned travel time of the fallback travel trajectory is a travel time planned for the vehicle from the current vehicle position, and the planned travel distance of the fallback travel trajectory is a travel distance planned for the vehicle from the current vehicle position. Due to back offThe driving track is a route used for emergency, can be planned with a large deceleration, under the constraint of considering dynamics, the maximum deceleration of the vehicle is alpha, and assuming that the current driving speed of the vehicle is upsilon, the planned driving time t = upsilon/alpha, which is the shortest planned driving time under emergency braking, and the shortest planned driving distance can be calculated

The planned travel time and the planned travel distance may be determined based on the shortest planned travel time and the shortest planned travel distance, i.e. the determined planned travel time and the planned travel distance cannot be less than the shortest planned travel time and the planned travel distance.

In one example, at least one motion trajectory of each dynamic obstacle within the planned travel distance range within the planned travel time may be predicted based on low-speed dynamic obstacle information and high-speed dynamic obstacle information, the dynamic obstacles including low-speed dynamic obstacles and high-speed dynamic obstacles; and according to the static obstacle information and the motion trail of the dynamic obstacle, performing path planning on the backspacing driving path of the vehicle to obtain at least one backspacing driving path.

In order to avoid the obstacle on the driving path, when planning the retreat driving path, all possible positions of the dynamic obstacle in the future driving planning time need to be calculated. For example, a sensing and predicting module in the intelligent driving system predicts a plurality of motion trajectories of each dynamic obstacle within a planned driving distance range within a future planned driving time, and sends the multiple motion trajectories to a planning module, and the planning module performs path planning on a fallback driving path of a vehicle according to known static obstacle information and the motion trajectories of the dynamic obstacles to obtain at least one collision-free fallback driving path.

In practical implementation, the illegal motion trail of the dynamic barrier can be filtered out through traffic rules such as traffic lights, driving on the right, forbidding crossing a solid line and changing lanes and the like, and the legal motion trail is reserved. In one example, the shortest planned travel time t may be used to determine a position envelope formed by all legal motion trajectories of the dynamic obstacle in the time period t. It should be noted that the longer the time period t, the greater the uncertainty of the motion trajectory, and the formed position envelope expands rapidly, while the shortest planned driving time t or the planned driving time set by us is shorter, so that the envelope is prevented from expanding excessively. By the method, the uncertainty of the behavior of the dynamic barrier and the uncertainty of the prediction module can be eliminated, and the success rate and the accuracy of planning the backspacing driving track are improved. And all future legal behaviors of the dynamic barrier are overestimated, so that the safety of the backspacing driving track is fully guaranteed.

A detailed description will be given below of a specific flow for planning a retreat running path of a vehicle according to static obstacle information and a motion trajectory of a dynamic obstacle to obtain at least one retreat running path, as shown in fig. 3, including the following steps, where it is to be noted that the following steps are not sequentially limited to other processing steps in this embodiment.

In step 302, a global planning is performed according to the current position and the target position of the vehicle, so as to obtain a globally planned driving road.

When global planning is performed, it may not be necessary to consider obstacle information. For example, a route from the current position to the target position may be obtained directly according to the map information by a global path planning module of the intelligent driving system, that is, a globally planned driving road.

In step 304, a center line of the globally planned driving road is extracted, and a reference line is obtained according to the center line.

After the central line of the global planning driving road is extracted, preprocessing is carried out on the central line, and the preprocessing comprises but is not limited to processing modes such as offset and smoothing. After the preprocessing, a spline curve, such as a cubic spline curve, a quintic spline curve and the like, is used for processing to obtain a reference line, and the spline curve processing can ensure that the first derivative, the second derivative and the like of the reference line are continuous and smooth.

In step 306, a reference line coordinate system is established based on the tangential direction and the normal direction of the reference line.

In order to facilitate planning and visual display of the driving track, a Frenet coordinate system, namely a reference line coordinate system, can be established for planning, or a previous Cartesian coordinate system can be converted into the reference line coordinate system. The reference line coordinate system describes the position of the vehicle relative to the road. In the Frenet coordinate system, s represents the distance along the road, as shown in FIG. 3A, in a tangential direction along a reference line, also referred to as the ordinate. d represents the displacement from the longitudinal line, is the current normal direction of the reference line, also called abscissa. At each point of the road, the horizontal and vertical axes are vertical. The ordinate represents the travel distance in the road, and the abscissa represents the distance of the vehicle from the center line. As shown in fig. 3A and 3B, the difference between the cartesian coordinate system and the reference line coordinate system is illustrated.

In step 308, the obstacle positions of the static obstacle and the dynamic obstacle in the reference line coordinate system are determined according to the static obstacle information and the motion trail of the dynamic obstacle.

The position information in the obstacle information is converted from a cartesian coordinate system to a reference line coordinate system, and the obstacle position in the reference line coordinate system can be obtained.

In step 310, an obstacle map based on a reference line coordinate system is generated according to the planned travel distance, the obstacle position, and the current position of the vehicle.

For example, a high-precision grid map may be generated according to the planned travel distance and the current position of the vehicle, and the position of the obstacle may be filled in the grid map to obtain an obstacle map based on the reference line coordinate system.

In step 312, according to the obstacle map based on the reference line coordinate system, a route of a fallback driving route of the vehicle is planned, so as to obtain at least one fallback driving route.

The common planning algorithm can be used, and algorithm operators such as a dynamic planning algorithm, an optimization algorithm, a lattice algorithm and the like are not limited to the collision-free backspacing driving path of the vehicle dynamics, and the backspacing driving path not only contains spatial information, but also contains time information so as to avoid the position of a dynamic obstacle which may appear at a certain future time.

In step 206, for any one of the fallback running paths, speed planning is performed on the speed of each path point of the vehicle on the fallback running path according to the high-speed dynamic obstacle information, so as to obtain a longitudinal displacement time chart corresponding to the fallback running path.

When the speed planning is performed on the backspacing driving path, the speed of each path point on the backspacing driving path of the vehicle can be determined, wherein the speed of each path point is not a single speed value but a speed range or a series of speeds, some path points of the backspacing driving path obtained in the last step may already have speed information, and the speed of each path point can be optimized, such as smoothed, to ensure that the vehicle runs smoothly.

For each retroversion driving path, a corresponding longitudinal displacement time chart can be obtained, wherein the ordinate is longitudinal displacement, and the abscissa is time and is used for representing the speed of each path point on each retroversion driving path.

In step 208, the fallback running path and the longitudinal displacement time map corresponding to the fallback running path are fused to obtain a candidate fallback running track.

And fusing the backspacing driving path and the longitudinal displacement time chart corresponding to the backspacing driving path, determining the accurate speed of each path point, and obtaining candidate backspacing driving tracks, wherein each backspacing driving path can obtain at least one candidate backspacing driving track.

In step 210, according to the evaluation result of each candidate rollback driving trajectory, the candidate rollback driving trajectory with the highest evaluation is selected as the rollback driving trajectory.

The present embodiment does not limit the evaluation method of the candidate retrospective travel locus. For example, the candidate fallback driving trajectory may be evaluated according to at least one of deviation from the center of the lane, distance from the obstacle, change in speed and curvature, pressure on the vehicle, safety, fuel consumption, and any other factor that the developer wants to consider. The candidate retroversion travel locus with the highest evaluation is set as the retroversion travel locus, but it is needless to say that other candidate retroversion travel locus with the highest evaluation may not be selected as the retroversion travel locus.

According to the method for planning the driving track, when the driving track is retracted, the planned driving distance is short, the planning precision can be improved, and the jamming caused by the precision problem is avoided. In addition, because the dynamic and static barriers are considered during path planning, the problem of blockage caused by inconsistency brought by separation of the path planning and the speed planning can be avoided.

As shown in fig. 4, fig. 4 is a block diagram of a driving trajectory planning apparatus according to at least one embodiment of the present disclosure, the apparatus including:

a road information obtaining module 41, configured to obtain road information obtained by collecting information of a road;

a driving track planning module 42, configured to plan a normal driving track of a vehicle according to the road information to obtain the normal driving track, and plan a rollback driving track of the vehicle to obtain the rollback driving track, where the driving track of the vehicle is a planned normal driving track, and a planned driving distance of the rollback driving track is shorter than a planned driving distance of the normal driving track;

and a driving track control module 43, configured to, in response to failure of planning the normal driving track, change the driving track of the vehicle into a rolling-back driving track.

In one example, the driving trajectory control module 43 is further configured to: and under the condition that the running track of the vehicle is a backspacing running track, responding to the success of planning the normal running track, and converting the running track of the vehicle into the normal running track.

In one example, the road information includes at least obstacle information including static obstacle information, low-speed dynamic obstacle information, and high-speed dynamic obstacle information; the low-speed dynamic obstacle information is information of a dynamic obstacle with the speed smaller than a speed threshold value, and the high-speed dynamic obstacle information is information of a dynamic obstacle with the speed not smaller than the speed threshold value;

the driving track planning module 42 is configured to plan a fallback driving track of the vehicle according to the road information, and when the fallback driving track is obtained, specifically configured to:

according to the static obstacle information, the low-speed dynamic obstacle information and the high-speed dynamic obstacle information, performing path planning on a backspacing driving path of the vehicle to obtain at least one backspacing driving path; for any one of the fallback running paths, speed planning is carried out on the speed of each path point of the vehicle on the fallback running path according to the high-speed dynamic obstacle information, and a longitudinal displacement time chart corresponding to the fallback running path is obtained; fusing the rollback driving path and the longitudinal displacement time chart corresponding to the rollback driving path to obtain a candidate rollback driving track; and screening the candidate backspacing running track with the highest evaluation as the backspacing running track according to the evaluation result of each candidate backspacing running track.

In one example, the driving trajectory planning module 42 is further configured to: and determining the planned running time and the planned running distance of the backspacing running track according to the running speed and the deceleration of the vehicle before the backspacing running path of the vehicle is planned according to the static obstacle information, the low-speed dynamic obstacle information and the high-speed dynamic obstacle information to obtain at least one backspacing running path.

In an example, when the driving trajectory planning module 42 is configured to perform path planning on a fallback driving path of a vehicle according to the static obstacle information, the low-speed dynamic obstacle information, and the high-speed dynamic obstacle information to obtain at least one fallback driving path, specifically: predicting at least one motion track of each dynamic barrier in the planned driving time within the planned driving distance range according to the low-speed dynamic barrier information and the high-speed dynamic barrier information, wherein the dynamic barriers comprise low-speed dynamic barriers and high-speed dynamic barriers; and planning a route of a rollback driving route of a vehicle according to the static obstacle information and the motion track of the dynamic obstacle to obtain at least one rollback driving route.

In an example, the driving trajectory planning module 42 is configured to perform path planning on a fallback driving path of a vehicle according to the static obstacle information and the motion trajectory of the dynamic obstacle, to obtain at least one fallback driving path, and specifically configured to: performing global planning according to the current position and the target position of the vehicle to obtain a globally planned driving road; extracting a central line of the global planned driving road, and obtaining a reference line according to the central line; establishing a reference line coordinate system according to the tangential direction and the normal direction of the reference line; determining the barrier positions of the static barrier and the dynamic barrier in the reference line coordinate system according to the static barrier information and the motion trail of the dynamic barrier; generating an obstacle map based on a reference line coordinate system according to the planned driving distance, the obstacle position and the current position of the vehicle; and planning a path of the rollback running path of the vehicle according to the obstacle map based on the reference line coordinate system to obtain at least one rollback running path.

The implementation process of the functions and actions of each module in the above device is detailed in the implementation process of the corresponding steps in the above method, and is not described herein again.

An embodiment of the present disclosure further provides an electronic device, as shown in fig. 5, where the electronic device includes a memory 51 and a processor 52, the memory 51 is configured to store computer instructions that can be executed on the processor, and the processor 52 is configured to implement the method for planning a driving track according to any embodiment of the present disclosure when executing the computer instructions.

Embodiments of the present disclosure also provide a computer program product, which includes a computer program/instruction, and when the computer program/instruction is executed by a processor, the computer program/instruction implements the method for planning a driving track according to any embodiment of the present disclosure.

The embodiment of the present disclosure further provides a computer-readable storage medium, on which a computer program is stored, where the program, when executed by a processor, implements the method for planning a driving trajectory according to any embodiment of the present disclosure.

For the device embodiment, since it basically corresponds to the method embodiment, reference may be made to the partial description of the method embodiment for relevant points. The above-described embodiments of the apparatus are merely illustrative, and the modules described as separate components may or may not be physically separate, and the components displayed as modules may or may not be physical modules, may be located in one place, or may be distributed on a plurality of network modules. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution in the present specification. One of ordinary skill in the art can understand and implement without inventive effort.

The foregoing description has been directed to specific embodiments of this disclosure. 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.

Other embodiments of the present disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This specification is intended to cover any variations, uses, or adaptations of the specification following, in general, the principles of the specification and including such departures from the present disclosure as come within known or customary practice within the art to which the specification pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the specification being indicated by the following claims.

It will be understood that the present description is not limited to the precise arrangements described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the description is limited only by the appended claims.

The above description is only a preferred embodiment of the present disclosure, and should not be taken as limiting the present disclosure, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present disclosure should be included in the protection scope of the present disclosure.

Claims

1. A method for planning a travel path, the method comprising:

acquiring road information obtained by acquiring information of a road;

2. The method of claim 1, further comprising:

and under the condition that the running track of the vehicle is a backspacing running track, responding to the success of planning the normal running track, and converting the running track of the vehicle into the normal running track.

3. The method according to claim 1, characterized in that the road information includes at least obstacle information including static obstacle information, low-speed dynamic obstacle information, and high-speed dynamic obstacle information; the information of the low-speed dynamic obstacle is the information of a dynamic obstacle with the speed less than a speed threshold value, and the information of the high-speed dynamic obstacle is the information of a dynamic obstacle with the speed not less than the speed threshold value;

planning a rollback driving track of the vehicle according to the road information to obtain the rollback driving track, and the method comprises the following steps of:

according to the static obstacle information, the low-speed dynamic obstacle information and the high-speed dynamic obstacle information, performing path planning on a backspacing driving path of the vehicle to obtain at least one backspacing driving path;

for any one of the fallback running paths, speed planning is carried out on the speed of each path point of the vehicle on the fallback running path according to the high-speed dynamic obstacle information, and a longitudinal displacement time chart corresponding to the fallback running path is obtained;

fusing the rollback driving path and the longitudinal displacement time chart corresponding to the rollback driving path to obtain a candidate rollback driving track;

and screening the candidate backspacing running track with the highest evaluation as the backspacing running track according to the evaluation result of each candidate backspacing running track.

4. The method according to claim 3, wherein before the path planning is performed on the fallback driving path of the vehicle according to the static obstacle information, the low-speed dynamic obstacle information and the high-speed dynamic obstacle information to obtain at least one of the fallback driving paths, the method further comprises:

and determining the planned running time and the planned running distance of the retroversion running track according to the running speed and the deceleration of the vehicle.

5. The method according to claim 4, wherein the path planning of the fallback driving path of the vehicle according to the static obstacle information, the low-speed dynamic obstacle information and the high-speed dynamic obstacle information to obtain at least one fallback driving path comprises:

predicting at least one motion track of each dynamic obstacle in the planned driving time within the planned driving distance range according to the low-speed dynamic obstacle information and the high-speed dynamic obstacle information, wherein the dynamic obstacles comprise low-speed dynamic obstacles and high-speed dynamic obstacles;

and planning a route of a rollback driving route of a vehicle according to the static obstacle information and the motion track of the dynamic obstacle to obtain at least one rollback driving route.

6. The method according to claim 5, wherein the performing path planning on a fallback driving path of a vehicle according to the static obstacle information and the motion trail of the dynamic obstacle to obtain at least one fallback driving path comprises:

performing global planning according to the current position and the target position of the vehicle to obtain a globally planned driving road;

extracting a central line of the global planning driving road, and obtaining a reference line according to the central line;

establishing a reference line coordinate system according to the tangential direction and the normal direction of the reference line;

determining the barrier positions of the static barrier and the dynamic barrier in the reference line coordinate system according to the static barrier information and the motion trail of the dynamic barrier;

generating an obstacle map based on a reference line coordinate system according to the planned driving distance, the obstacle position and the current position of the vehicle;

and planning a path of the rollback running path of the vehicle according to the obstacle map based on the reference line coordinate system to obtain at least one rollback running path.

7. The method according to any of claims 1-6, characterized in that the road information comprises at least one of the following: barrier information, traffic signal information, map information, road speed limit information, and lane line information.

8. A travel track planning apparatus, characterized in that the apparatus comprises:

the driving track planning module is used for planning a normal driving track of a vehicle according to the road information to obtain the normal driving track, and planning a rollback driving track of the vehicle to obtain the rollback driving track, wherein the driving track of the vehicle is a planned normal driving track, and the planned driving distance of the rollback driving track is shorter than the planned driving distance of the normal driving track;

9. An electronic device, comprising a memory for storing computer instructions executable on a processor, the processor being configured to implement the method of any one of claims 1 to 7 when executing the computer instructions.

10. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the method of any one of claims 1 to 7.