CN116101327A

CN116101327A - Driving path planning method, device, vehicle and storage medium

Info

Publication number: CN116101327A
Application number: CN202310397543.0A
Authority: CN
Inventors: 廖江
Original assignee: Beijing Jidu Technology Co Ltd
Current assignee: Beijing Jidu Technology Co Ltd
Priority date: 2023-04-14
Filing date: 2023-04-14
Publication date: 2023-05-12

Abstract

The application provides a driving path planning method, a driving path planning device, a vehicle and a storage medium, wherein the driving path planning method comprises the following steps: monitoring the acquired first reference information in the process of path planning according to the first reference information; if the acquired first reference information is judged not to meet the preset first reference condition, selecting target reference information for track planning from the candidate reference information according to the running environment of the target vehicle; determining a first direction for guiding the movement of the target vehicle according to the target reference information; determining a second direction in which the target vehicle avoids each obstacle according to the positions of the obstacles around the target vehicle; and determining a driving path of the target vehicle according to the first direction and the second direction. The path planning scheme has higher applicability and effectiveness.

Description

Driving path planning method, device, vehicle and storage medium

Technical Field

The present disclosure relates to the field of automatic driving technologies, and in particular, to a driving path planning method, a driving path planning device, a vehicle, and a storage medium.

Background

The automatic planning of the vehicle driving path is a key for the automatic driving of the vehicle to get rid of the dependence on a driver and realize the automatic driving of the vehicle in a true sense.

Conventional driving path planning schemes typically include automatically sensing certain specific reference information by a vehicle, planning a driving path according to the sensed reference information, for example, sensing a lane line by the vehicle through a camera, and controlling the vehicle to drive along the lane line.

However, in an actual driving scenario, if the information amount of the specific reference information is insufficient, it is directly caused that the vehicle driving path cannot be planned.

Disclosure of Invention

Based on the above requirements, the application provides a driving path planning method, a device, a vehicle and a storage medium, which can automatically plan a driving track of the vehicle under the condition that original reference information does not meet reference conditions.

In order to achieve the technical purpose, the application specifically provides the following technical scheme:

a first aspect of the present application proposes a driving path planning method, including:

monitoring the acquired first reference information in the process of path planning according to the first reference information;

if the acquired first reference information is judged not to meet the preset first reference condition, selecting target reference information for track planning from the candidate reference information according to the running environment of the target vehicle;

Determining a first direction for guiding the movement of the target vehicle according to the target reference information; determining a second direction in which the target vehicle avoids each obstacle according to the positions of the obstacles around the target vehicle;

and determining a driving path of the target vehicle according to the first direction and the second direction.

A second aspect of the present application proposes a travel path planning apparatus including:

the monitoring unit is used for monitoring the acquired first reference information in the process of path planning according to the first reference information;

the information selection unit is used for selecting target reference information for track planning from the candidate reference information according to the running environment of the target vehicle if the acquired first reference information does not meet the preset first reference condition;

a direction determining unit configured to determine a first direction in which the target vehicle is guided to move, according to the target reference information; determining a second direction in which the target vehicle avoids each obstacle according to the positions of the obstacles around the target vehicle;

and the path planning unit is used for determining the running path of the target vehicle according to the first direction and the second direction.

A third aspect of the present application proposes a vehicle configured to perform the above-described travel path planning method.

A fourth aspect of the present application proposes a storage medium having stored thereon a computer program which, when executed by a processor, implements the above-mentioned travel path planning method.

According to the travel path planning method, the candidate reference information is set, so that under the condition that the current reference information does not meet the reference condition, the first direction for guiding the movement of the vehicle can be determined through the candidate reference information, the second direction for avoiding the obstacles by the vehicle is determined in combination with the positions of the obstacles around the vehicle, and the travel path of the vehicle is determined according to the first direction and the second direction on the basis, and therefore the travel path of the vehicle can be automatically planned under the condition that the original reference information does not meet the reference condition, and the applicability and the effectiveness of the path planning method are improved.

Drawings

Fig. 1 is a schematic structural diagram of a driving path planning system according to an embodiment of the present application.

Fig. 2 is a schematic diagram of an automatic driving vehicle driving scenario provided in an embodiment of the present application.

Fig. 3 is a flow chart of a driving path planning method according to an embodiment of the present application.

Fig. 4 is a schematic diagram of a driving direction indication of a target vehicle according to an embodiment of the present application.

Fig. 5 is a schematic diagram of predicting vehicle driving track coordinates based on a driving direction of a vehicle according to an embodiment of the present application.

Fig. 6 is a schematic structural diagram of a driving path planning device according to an embodiment of the present application.

Fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

The technical scheme of the embodiment of the application is suitable for the application scene of automatic driving of the vehicle, and by adopting the technical scheme of the embodiment of the application, the vehicle can automatically plan the driving path, so that the automatic driving of the vehicle is realized.

The conventional vehicle automatic driving path planning scheme is to enable a vehicle to perceive reference information through sensing equipment such as a camera and the like, and then plan a vehicle driving path by means of the reference information to control automatic driving of the vehicle.

In general, a specific reference information is set to a vehicle, and the vehicle automatically collects the reference information during driving and then plans a driving path according to the reference information. For example, a lane line where the vehicle is located may be perceived by the vehicle and the vehicle is controlled to travel along the lane indicated by the lane line.

However, in the case where the information amount of the reference information acquired by the vehicle is insufficient, the vehicle cannot implement automatic path planning, resulting in poor robustness of the existing path planning method.

Therefore, the conventional driving path planning scheme has limited applicable scenes, and cannot realize effective path planning under the condition of insufficient reference information.

Based on the above state of the art, the present inventors have studied and have proposed a new travel path planning scheme that can achieve efficient travel path planning in the case where the original reference information does not satisfy the reference condition.

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.

Fig. 1 shows an exemplary implementation environment of the technical solution proposed in the embodiments of the present application, which is a driving path planning system. Referring to fig. 1, the system includes at least a processor 001 and further includes an environmental awareness device 002 communicatively coupled to the processor 001. The travel path planning system can be arranged on any vehicle, so that a travel path planning function can be provided for the vehicle, and automatic driving of the vehicle is realized.

The environmental sensing device 002 is used for sensing the running environment of the vehicle, and collects environmental sensing data, which may include multiple environmental sensing devices of the same or different types, and the number of the environmental sensing devices may be one or more, for example, may include, but not limited to, an optical camera, an infrared camera, a laser sensor, an ultrasonic sensor, and the like. Based on these different types or functions of sensing devices, the environment sensing device 002 may detect and record the driving environment during the driving of the vehicle, for example, may collect road sensing data, surrounding vehicle sensing data, obstacle sensing data, etc.

The environmental sensing device 002 sends the collected environmental sensing data to the processor 001, and the processor 001 performs vehicle driving path planning by processing, calculating and the like on the environmental sensing data collected by the environmental sensing device 002, so as to obtain the planned vehicle driving track point.

On the processor 001, one or more services or applications capable of performing a travel path planning process are run. As an alternative embodiment, the processor 001 may be a computer, a processing chip, a server, or a device having a data processing function.

The processor 001 and the environment sensing device 002 may be connected via a wired or wireless communication link. When the two are connected through a wired communication link, the connection may be specifically performed through any type of audio signal line such as a coaxial signal line, a digital signal line, an optical cable signal line, a balanced signal line, and the like. When the two are connected by a wireless communication link, as shown in fig. 1, they may be connected to each other through a network 003. The network 003 may be any type of network, and by way of example, the network 003 may be a network and may be subdivided into a plurality of sub-networks, and the network 003 or the plurality of sub-networks comprised by the network 003 may be, in particular, a Local Area Network (LAN), an ethernet, a token ring, a Wide Area Network (WAN), the internet, a virtual network, a Virtual Private Network (VPN), an intranet, an extranet, a Public Switched Telephone Network (PSTN), an infrared network, a wireless network (e.g., bluetooth, WIFI), a mobile network (e.g., 4G, 5G), an internet of things, and/or any combination of these and/or other networks.

Further, the driving path planning system may further include a memory, configured to store the environmental awareness data collected by the environmental awareness device 002, or store the environmental awareness data processed by the processor 001, or the driving path planning result obtained by the processor 001.

Fig. 2 shows an exemplary application scenario of the technical solution of the embodiment of the present application, where the above-mentioned driving path planning system is installed on a vehicle, and the vehicle is driven to a driving environment where the reference information does not meet the reference condition, for example, the vehicle is driven to a lane line where the vehicle cannot perceive the location of the vehicle, and there is no road section with a map navigation signal. For example, as shown in fig. 2, when a vehicle travels to an intersection and is about to enter the intersection, in the existing automatic driving scheme, the perceived lane line disappears for a distance when the vehicle enters the intersection, and if the map navigation signal cannot be obtained at this time, the effective automatic driving path planning cannot be realized according to the conventional scheme. The technical solution of the embodiment of the present application can implement effective driving path planning in the scenario shown in fig. 2.

In the above application scenario, the environmental sensing device 002 includes sensing devices disposed around the vehicle body or at any position of the vehicle, such as a camera, a distance sensor, a laser sensor, an infrared detector, etc. disposed on the vehicle. The processor 001 may be provided in a vehicle center console or in any position such as an engine compartment of the vehicle, and the processor 001 may be an electronic device embedded in a vehicle ECU (Electronic Control Unit ), a processing chip dedicated to travel path planning provided independently of the ECU, or the processor 001 may be one or more ECUs dedicated to travel path planning.

The following describes an exemplary travel path planning scheme according to the embodiment of the present application, taking a travel path plan when a vehicle travels to the application scenario shown in fig. 2 as an example.

Referring to fig. 3, an embodiment of the present application first proposes a driving path planning method, which may be executed by a processor disposed on a target vehicle, and the method includes:

s101, monitoring the acquired first reference information in the process of path planning according to the first reference information.

The first reference information refers to environment sensing data and/or navigation information, which are collected by the target vehicle and used for planning a driving path, where the environment sensing data collected by the target vehicle may be, for example, road sensing data, lane line sensing data, vehicle sensing data, etc.

The first reference information may be in the form of point cloud data or in the form of an image, and when the first reference information is in the form of point cloud data, for example, the first reference information may be three-dimensional point cloud of the environment where the target vehicle is located or point cloud data of other vehicles around the target vehicle; when the first reference information is in the form of an image, it may be, for example, a road image, a lane line image, a surrounding vehicle image, or the like, wherein the image may be an image frame or a sequence of image frames.

In order to ensure the real-time performance and the authenticity of the planned travel path of the target vehicle, the first reference information is preferably the reference information acquired by the target vehicle from the current road section, so that the travel path planned based on the first reference information is more consistent with the road condition of the current road section of the target vehicle.

In the normal case, it is preferable to perform the travel path planning by the above-described first reference information, that is, in the normal case, the vehicle performs the travel path planning by the above-described first reference information.

However, in some cases, the first reference information may fail, for example, in some situations, the first reference information is not present, or in some situations, the information amount of the first reference information is insufficient to implement travel path planning, or the like. In these cases, path planning based on the first reference information may result in path planning failure. If a failure of the travel path planning occurs during the travel of the vehicle, especially during the automatic driving of the vehicle, serious traffic accidents may occur.

Therefore, the embodiment of the application provides a driving path planning method, and the application of the method can enable the vehicle to realize effective driving path automatic planning under the condition that the first reference information does not accord with the reference condition.

According to the driving path planning method provided by the embodiment of the application, in the process that the target vehicle performs driving path automatic planning according to the first reference information, the target vehicle also monitors the first reference information, specifically, monitors whether the first reference information meets a preset first reference condition.

The first reference condition is used for characterizing whether the first reference information can provide enough information for path planning, and may be, for example, a data integrity condition, a data authenticity condition, a data definition condition, a rationality condition of a running path planned based on the first reference information, a path integrity condition, and the like.

As an example, when the first reference information described above is the perceived data of a road, a lane line, a vehicle, or the like in the driving environment of the target vehicle, it may be verified whether the first reference information satisfies the data integrity condition. For example, verifying whether the perceived data of the road, the lane line, the vehicle and the like in the first reference information is the perceived data of the continuous road, the lane line and the vehicle, if part of the perceived data of the road, the lane line and the vehicle is missing, the perceived data of the road, the lane line and the vehicle is incomplete, the first reference information does not meet the data integrity condition; or, a data integrity threshold may be set, when the data integrity of the first reference information reaches the threshold, it may be determined that the first reference information meets the data integrity condition, or else, it is determined that the first reference information does not meet the data integrity condition.

When the above-described first reference information is image data of a road, a lane line, a vehicle, or the like in the driving environment of the target vehicle, it may be verified whether the first reference information satisfies a data authenticity condition and/or a data sharpness condition, such as verifying whether the image data of the road, the lane line, the vehicle, or the like in the first reference information can represent a real road, the lane line, the vehicle, or the like, and/or verifying whether the sharpness of the image of the road, the lane line, the vehicle, or the like in the first reference information satisfies the sharpness condition.

When the first reference information is used for planning the driving path, whether the first reference information meets the reference condition can be verified according to the driving path planning result. For example, whether the first reference information satisfies the reference condition may be indirectly determined by determining the rationality and/or the integrity of the travel path planned in accordance with the first reference information. If the running path planned according to the first reference information meets the path rationality condition and/or the path integrity condition, the first reference information can be considered to meet the reference condition, otherwise, the first reference information can be considered to not meet the reference condition.

In practical applications, the first reference conditions specifically adopt those condition limitations, and can be flexibly selected or freely combined for application.

As a preferred embodiment, the embodiment of the present application uses, as the first reference information, the lane line information of the road section where the target vehicle is currently located, where the lane line information may include a lane center line and/or a lane boundary line, which is not limited in this embodiment of the present application.

The road segment where the target vehicle is currently located is a road segment within a set range determined based on the position where the target vehicle is located, for example, a road segment within a set radius range with the position where the target vehicle is located as a center, a road segment with a set length located in front of the head of the target vehicle with the head of the target vehicle as a starting point, a road segment with a set length located behind the tail of the target vehicle with the tail of the target vehicle as a finishing point, or a road segment with a set length located in the forward direction of the target vehicle and at a certain distance from the target vehicle, or a road segment with a set length located in the reverse direction of the forward direction of the target vehicle and at a certain distance from the target vehicle. However, as a more preferable embodiment, the road segment where the target vehicle is currently located refers to a road segment within a set radius range with the location of the target vehicle as the center of a circle, for example, in the scenario shown in fig. 2, the road segment shown by T1 is the road segment where the target vehicle is currently located.

The lane line information of the current road section of the target vehicle comprises the perception data of the target vehicle on the lane line of the current road section, such as lane line image, lane line position, lane line course angle, lane line curvature and the like.

Accordingly, the first reference condition may specifically be that a travel path planned according to lane line information of a road section where the target vehicle is currently located meets a preset second reference condition.

The second reference condition includes, but is not limited to, a successful planning of the driving path, or any one or more of a data integrity condition, a length condition, a safety condition, a rationality condition, and the like of the planned driving path.

The successful planning of the driving path means that the driving path of the target vehicle is successfully planned according to the first reference information.

The integrity condition of the planned travel path may refer to that the integrity of the planned travel path reaches a set integrity threshold, where the integrity of the travel path refers to the integrity of data of the travel path.

The length condition of the travel path may refer to a length threshold value that the length of the travel path needs to reach.

The safety condition of the travel path may refer to whether or not the target vehicle travels along the travel path. If there is an obstacle on the travel path or the travel path may cause a risk that the vehicle is likely to run along the travel path, the travel path is safe, whereas if there is no obstacle on the travel path, the vehicle runs along the travel path without causing a risk of the vehicle, and the travel path is unsafe.

The rationality condition of the travel path may refer to whether the travel path is rational. Whether the travel path is reasonable may be measured by whether the travel path is safe, whether the travel path violates a traffic rule, or the like, for example.

In practical applications, the second reference condition may include one or more of the above conditions, and different conditions or combinations of conditions may be used as the second reference condition in different driving environments, which is not strictly limited in the embodiments of the present application.

In this case, if the travel path planned by the target vehicle according to the first reference information satisfies the second reference condition, it is indicated that the first reference information satisfies the first reference condition, and at this time, the travel path planning may be continued according to the first reference information.

If the travel path planned by the target vehicle according to the first reference information does not meet the second reference condition, it is indicated that the first reference information does not meet the first reference condition, for example, the first reference information is incomplete, so that the travel path cannot be planned successfully, or the planned travel path does not meet the second reference condition, or the first reference information is complete, but the planned travel path does not meet the second reference condition due to an abnormal algorithm for planning the path based on the first reference information. In this case, if the travel path planning is continued according to the first reference information, the travel path planning may fail or a wrong travel path may be planned to cause a traveling accident.

For this reason, the embodiment of the present application sets that, if the acquired first reference information does not meet the preset first reference condition, the target vehicle executes the following steps:

s102, selecting target reference information for track planning from the candidate reference information according to the running environment of the target vehicle.

The driving environment of the target vehicle is specifically an environment of a driving road of the target vehicle, for example, when the target vehicle is located on a road section of an intersection shown in fig. 2, the driving environment of the target vehicle is the road section of the target vehicle and the environment of the intersection.

The candidate reference information is information for planning a travel path of the target vehicle, which is different from the first reference information. The first reference information may be regarded as default reference information for planning a travel path set for the target vehicle, and the candidate reference information is different reference information set for the target vehicle from the first reference information, and is set so that the travel path is planned by the candidate reference information when the first reference information does not satisfy the first reference condition.

In the embodiment of the present application, one or more candidate reference information is set for the target vehicle in advance, where the candidate reference information does not include the first reference information, that is, if the first reference information is lane line information of a road section where the target vehicle is located, acquired by the target vehicle, the candidate reference information may be one or more of other sensing data except for a lane line of the road section where the target vehicle is located, or data information such as offline or online map data of the road section where the target vehicle is located.

As a preferred embodiment, the present embodiment uses at least one of lane line information of a future travel section of the target vehicle, lane line information of a history route section, and vehicle information around the target vehicle as candidate reference information.

The lane line information of the future driving road section of the target vehicle refers to the sensing data of the lane line of the future driving road section of the target vehicle, which is acquired when the target vehicle is at the current position. The future travel route section of the target vehicle refers to a route section through which the vehicle travels after the current time, which is determined according to the current position of the target vehicle and the current travel direction of the target vehicle. For example, as shown in fig. 2, when the target vehicle is currently on the T1 road, assuming that the traveling direction of the target vehicle is known to be straight traveling forward, the road indicated by T2 in the figure is a future traveling road of the target vehicle.

The embodiment of the application sets that, in the running process of the target vehicle, sensing data of the running environment, including lane line sensing data of a future running section of the sensing target vehicle, is detected in real time through environment sensing equipment, such as a camera, a radar and the like.

The lane line information of the history route section of the target vehicle refers to lane line perception data of a section through which the target vehicle passes before reaching the current position. The embodiment of the application sets that the target vehicle collects and stores lane line perception data in the driving process.

The lane line perception data comprises any one or more of lane line image, lane line position, lane line course angle, lane line curvature and the like. When the recorded lane line information exceeds the lane line information of 1000 points, the earliest recorded lane line information is deleted, and only the latest lane line information of 1000 points is reserved.

The vehicle information around the target vehicle refers to the sensing data of other vehicles around the target vehicle collected by the target vehicle. In the embodiment of the application, the target vehicle senses and records vehicle sensing data on other vehicles in the driving environment during the driving process, for example, the sensing detection is performed on vehicles positioned in front of or behind the same lane of the target vehicle or other vehicles on adjacent lanes, and the sensing data is recorded. For example, information such as the position, heading angle, id number, speed, etc. of other vehicles at each track point is perceived and recorded as vehicle perception data. When the number of the vehicles recorded by the target vehicle exceeds 30, deleting the vehicle information, and only keeping the latest perceived vehicle perception data of 30 vehicles; and for the perception data of each vehicle, when the recorded track point number exceeds 1000, eliminating the track point data of the vehicle, and only keeping the latest 1000 track point data.

Based on the setting of the candidate reference information, when the first reference information does not meet the preset first reference condition, the embodiment of the application selects the reference information applicable to the running environment of the target vehicle from the candidate reference information according to the running environment of the target vehicle, and the reference information is used as the target reference information.

The method comprises the steps of selecting target reference information from candidate reference information, specifically selecting a data information type which can be acquired from a running environment where a target vehicle is located, or selecting a candidate reference information type which is acquired when the target vehicle is located in the running environment where the target vehicle is located, and taking the candidate reference information type as target reference information.

For example, as shown in fig. 2, assuming that the target vehicle is located on the T1 section, there are no other vehicles around it, and the target vehicle is located on the T1 section, before it is driven into the T1 section, if the target vehicle is located on the T1 section, the vehicle information around the target vehicle cannot be selected when the target reference information is selected from the candidate reference information described above.

If the future driving road section of the target vehicle, namely the lane line perception data of the T2 road section, is acquired when the target vehicle is positioned on the T1 road section, candidate reference information of the type of lane line information of the future driving road section of the target vehicle can be selected as target reference information; if lane line information of a history route section of the target vehicle before entering the T1 section has been recorded while the target vehicle is located at the T1 section, candidate reference information, which is lane line perception data of the history route section of the target vehicle, may be used as the target reference information.

S103, determining a first direction for guiding the target vehicle to move according to the target reference information; and determining a second direction in which the target vehicle avoids each obstacle according to the positions of the obstacles around the target vehicle.

In the embodiment of the present application, the target reference information is used to determine a traveling direction of the target vehicle. Specifically, the first direction determined based on the target reference, that is, the traveling direction in which the target vehicle is guided to travel, is generally a direction in which the target vehicle can be guided to travel to its predetermined destination, based on the target reference information.

Because the selection of the target reference information needs to be matched with the running environment of the target vehicle, when the running environment of the target vehicle is different, the specific information content of the target reference information is different, and the specific processing procedure for determining the first direction for guiding the target vehicle to move based on the target reference information is also different. In the following embodiment, a detailed description will be given of a determination process of the first direction corresponding to different target reference information in focus.

In addition, in order to provide a guarantee for driving safety, when a path is planned, the direction of avoiding surrounding obstacles is determined according to the obstacles around the target vehicle, and each obstacle around the target vehicle comprises various objects which the target vehicle should avoid in the driving process, including but not limited to surrounding vehicles, surrounding pedestrians, or road facilities such as railings, lane lines forbidden to be crossed, street lamps, road signs and the like.

Optionally, in the embodiment of the present application, a direction in which the target vehicle is away from each obstacle around the target vehicle is taken as the second direction in which the target vehicle avoids each obstacle. The direction away from each obstacle around the target vehicle may be taken as a second direction, and on this basis, the second directions corresponding to the respective obstacles may be summed to obtain a summed direction, which is taken as a second direction for the target vehicle to avoid the respective obstacles.

S104, determining a driving path of the target vehicle according to the first direction and the second direction.

Specifically, the travel path may be represented by a path track point coordinate, a path line coordinate, or a path start point coordinate and an end point coordinate, which are not strictly limited in the embodiment of the present application. Wherein the path line may not be a smooth curve, but a line of several sequential track points, the target track may comprise information indicating when, in what state, where along the reference track the target device is travelling.

When a first direction of the movement of the target vehicle is clearly guided and a second direction of the movement of the target vehicle for avoiding the obstacles is determined, the running path of the target vehicle can be determined by determining the movement track of the target vehicle from the current position, along the first direction and avoiding the surrounding obstacles along the second direction.

By way of example, the running path planning is realized by calculating the sum of the first direction and the second direction by a processor operation method, obtaining the sum direction, and then calculating and determining the position coordinate of the target vehicle at the next moment based on the position coordinate of the target vehicle at the current moment and the sum direction.

Or, based on the current position of the target vehicle and the first direction and the second direction, the running track of the target vehicle can be determined by simulating the movement process of the target vehicle along the first direction and the second direction, and the planned running path of the target vehicle can be determined based on the running track.

Or the first direction is taken as the attractive force direction, the second direction is taken as the repulsive force direction, the preset attractive force and repulsive force are combined, a potential force field of the external force applied to the target vehicle can be constructed, and then the method of combining the artificial potential field is combined, so that the running track of the target vehicle under the potential force field can be planned by means of the attractive force and repulsive force applied to the target vehicle.

As can be seen from the above description, by setting the candidate reference information, the driving path planning method provided in the embodiment of the present application enables, under the condition that the current reference information does not meet the reference condition, the candidate reference information to determine the first direction for guiding the movement of the vehicle, and determines the second direction for avoiding each obstacle by combining the positions of each obstacle around the vehicle, and on this basis, determines the driving path of the vehicle according to the first direction and the second direction, thereby realizing that the driving path of the vehicle can still be automatically planned under the condition that the original reference information does not meet the reference condition, and further improving the applicability and the effectiveness of the path planning method.

In the following, some other specific embodiments of some steps of the driving path planning method described in the present application will be described with reference to the driving scenario shown in fig. 2.

For example, in the driving scenario shown in fig. 2, when the target vehicle is located at the T1 road segment that is about to enter the intersection at the current time, it is assumed that the lane line information of the T1 road segment does not meet the first reference condition, so that the reference information matching the driving environment of the T2 road segment in the candidate reference information is taken as the target reference information.

On the basis, when the target vehicle determines the first direction for guiding the target vehicle to run according to the target reference information, the following steps A1 and A2 can be sequentially executed to realize:

a1, determining a first reference point and a second reference point according to target reference information.

The first reference point and the second reference point are reference position points for determining a first direction of guiding the movement of the target vehicle, which are determined by the target reference information, and the first reference point and the second reference point are in the same two-dimensional space as the target vehicle.

The first reference point and the second reference point determined according to the target reference information may be determined based on the target reference information completely, or may be determined by combining the target reference information and the current position information of the target vehicle, and specific determination modes may differ according to different specific information contents of the target reference information, and the implementation modes of determining the first reference point and the second reference point are respectively described according to the different specific contents of the target reference information:

(1) Case where the target reference information is lane line information of a future travel section of the target vehicle

When the target reference information is lane line information of a future travel section of the target vehicle, first, lane center line perception data of the future travel section is selected from the lane line information of the future travel section of the target vehicle.

The future travel route section of the target vehicle is a route section which is determined according to the current position and the current travel direction of the target vehicle and which the target vehicle must pass through in the subsequent travel process.

For example, as shown in fig. 2, when the lane in which the target vehicle is located is a straight lane, it may be determined by prediction that the target vehicle will go straight through the intersection, and according to this driving mode, the target vehicle will pass through the T2 road segment in fig. 2 when it exits the intersection, and then the T2 road segment is a future driving road segment of the target vehicle.

When the target vehicle travels to the T1 road section shown in fig. 2, the lane line perception data of the T2 road section is detected and extracted from the lane line perception data collected by the target vehicle, and further, the lane center line perception data of the T2 road section is extracted from the lane line perception data of the T2 road section.

Further, a future driving lane on a future driving section of the target vehicle may also be determined. For example, assuming that the target vehicle is currently located in the 2 nd lane of the T1 road section, since the driving path of the target vehicle in the 2 nd lane of the T1 road section is a straight path, it is possible to predict that the target vehicle will directly enter the 2 nd lane of the T2 road section when driving into the T2 road section, and thus, the lane center line perception data of the T2 road section, specifically, the lane center line perception data of the 2 nd lane of the T2 road section, may be detected or extracted from the lane line perception data collected by the target vehicle.

After the sensing data of the lane center line of the future driving road section of the target vehicle is acquired, a reference point is selected from the lane center line of the future driving road section of the target vehicle as a second reference point, and the position point of the target vehicle at the current moment is taken as a first reference point, and the position coordinates of the first reference point and the second reference point are respectively determined.

As a preferred embodiment, the present embodiment uses, as the second reference point, an end point closest to the target vehicle on the lane center line of the future travel section of the target vehicle.

(2) Case where the target reference information is lane line information of a history passing road section of the target vehicle

When the target reference information is lane line information of a history route section of the target vehicle, the embodiment of the application takes position points of different positions on a lane center line of the history route section of the target vehicle as a first reference point and a second reference point respectively.

As a preferred embodiment, the present embodiment selects the first history lane line information from the lane line information of the history route section of the target vehicle. The first historical lane line is a historical lane center line with a set length, wherein the historical lane center line is closest to the position of the target vehicle at the current moment.

It will be appreciated that the first historical lane most likely reflects the travel track of the target vehicle before it reached the location at the current time, and the travel direction of the travel track is closely related to, and possibly even the same as, the travel direction of the target vehicle at the current time. Thus, the direction of the first historical lane line may be utilized to determine the direction of travel of the target vehicle at the current time.

According to the embodiment of the application, two different position points are selected from the first historical lane line and serve as a first reference point and a second reference point respectively, and the position coordinates of the first reference point and the second reference point are determined respectively based on the first historical lane line information.

As a preferred embodiment, the two end points of the first historical lane line are respectively used as the first reference point and the second reference point.

(3) Case where the target reference information is vehicle information around the target vehicle

When the above-mentioned target reference information is the vehicle information around the target vehicle, the embodiment of the present application uses the position of the target vehicle as the first reference point, and at the same time, uses a certain position point on the historical driving track of the guided vehicle of the target vehicle as the second reference point.

The above-mentioned guided vehicle refers to a vehicle in which the overlap ratio between the historical travel track and the historical travel track of the target vehicle satisfies a preset overlap ratio condition among vehicles around the target vehicle.

The above-mentioned contact ratio condition may be a contact ratio threshold, and the specific value thereof may be flexibly set according to the requirement, which is not strictly limited in this embodiment.

The guided vehicle can be obtained by screening vehicles around the target vehicle through the following processes:

first, a first number of candidate vehicles whose traveling positions do not lag behind the target vehicle and whose overlap with the traveling locus of the target vehicle is highest are screened from surrounding vehicle information acquired by the target vehicle. For example, 5 vehicles with the highest overlap ratio between the historical travel track and the historical travel track of the target vehicle are screened out from the vehicles in front of the target vehicle as candidate vehicles.

Then, from among the candidate vehicles, a candidate vehicle whose history of travel is closest to the position coordinates of the target vehicle at the current time is selected as the lead vehicle.

For example, the vertical distance between the position coordinates of the target vehicle at the present time and the historic travel tracks of the respective candidate vehicles is calculated, respectively, and then the candidate vehicle whose vertical distance between the historic travel track and the position coordinates of the target vehicle at the present time is closest is selected as the lead vehicle.

After the guided vehicle is determined, a historical travel track of the guided vehicle may be determined based on surrounding vehicle awareness data collected by the target vehicle. Then, the embodiment of the application selects a location point from the historical driving track of the guided vehicle as a second reference point.

As a preferred embodiment, the embodiment of the present application selects, as the second reference point, a locus point closest to the position coordinate of the target vehicle at the current time from the historical travel locus of the guided vehicle.

Specifically, the track of the target vehicle is recorded in a track point manner, that is, the track of the target vehicle collected by the target vehicle is represented by each track point on the track of the target vehicle.

Based on the data characteristics, the track point closest to the position coordinate of the target vehicle at the current moment can be determined from the historical running track of the guided vehicle by calculating the distance between the position coordinate of each track point on the historical running track of the guided vehicle and the position coordinate of the target vehicle at the current moment. In general, an intersection point between a perpendicular line between a position coordinate of the target vehicle at the current time and a historical travel track of the guided vehicle and the historical travel track of the guided vehicle is a track point closest to the position coordinate of the target vehicle at the current time in the historical travel track of the guided vehicle.

On this basis, the selected locus point may be used as the second reference point, or a locus point located in front of the selected locus point by a set distance on the traveling locus of the guided vehicle may be used as the second reference point.

According to the above description, in the case of determining the target reference information, the first reference point and the second reference point may be determined from the two-dimensional coordinate system of the driving environment of the target vehicle based on the target reference information and the position of the target vehicle.

A2, determining a first direction of movement of the guided target vehicle according to the transverse distance and the longitudinal distance between the first reference point and the second reference point.

In the embodiment of the application, the direction of the connecting line between the first reference point and the second reference point, that is, the first direction of the movement of the guiding object vehicle is represented by the included angle between the connecting line between the first reference point and the second reference point and the coordinate axis of the two-dimensional coordinate system.

By way of example, according to the position coordinates of the first reference point in the two-dimensional coordinate system and the position coordinates of the second reference point in the two-dimensional coordinate system, the magnitude of the included angle between the connecting line between the first reference point and the second reference point and the coordinate axis of the two-dimensional coordinate system can be determined through inverse trigonometric function calculation, so that the first direction of the movement of the guiding target vehicle can be determined.

According to the position coordinates of the first reference point in the two-dimensional coordinate system and the position coordinates of the second reference point in the two-dimensional coordinate system, the included angle between the connecting line between the first reference point and the second reference point and the X axis of the two-dimensional coordinate system is calculated and used as the first direction for guiding the movement of the target vehicle.

For example, assume that the position coordinates of the first reference point are [ ]

，/>

) The position coordinates of the second reference point are (+.>

，/>

) The first direction of the movement of the guidance target vehicle can be determined by the following calculation formula >

：

In particular, in the case where the above-described target reference information is the vehicle information around the target vehicle, after determining the second reference point on the history travel path of the guided vehicle, the traveling direction of the guided vehicle at the second reference point may be determined directly as the first direction in which the guided vehicle moves.

In some embodiments, the determining the second direction in which the target vehicle avoids each obstacle according to the position of each obstacle around the target vehicle may be achieved by sequentially performing the following steps B1 and B2:

b1, determining the transverse distance between the target vehicle and the lane boundary lines on two sides of the lane according to the lane boundary lines on two sides of the lane of the target vehicle and the position of the target vehicle.

Specifically, based on lane line sensing data acquired by the target vehicle during the driving process, the position coordinates of lane boundary lines on both sides of a lane where the target vehicle is located when the target vehicle is driving to the current position can be determined, and the position coordinates of the current position of the target vehicle can be determined.

On the basis of this, it is possible to calculate the lateral distance between the determined target vehicle and the lane boundary line on both sides of the lane.

According to the driving code of automatic driving, the vehicle should avoid rolling the lane boundary line during normal driving, that is, the vehicle should avoid driving along the lane boundary line. According to the method and the device for determining the lane boundary line, the transverse distance between the target vehicle and the lane boundary lines on the two sides of the lane is calculated, and the fact that the target vehicle is closer to the lane boundary line on the two sides at the current moment can be determined, so that whether the target vehicle should mainly avoid the left lane boundary line or the right lane boundary line at the current moment can be judged.

B2, determining a second direction according to the transverse distance between the target vehicle and the lane boundary lines on two sides of the lane.

Specifically, after determining the lateral distance between the target vehicle and the lane boundary lines on both sides of the lane, determining which lane boundary line the target vehicle should avoid at the current moment by comparing the lateral distance between the target vehicle and the lane boundary lines on both sides of the lane, and further determining the direction in which the target vehicle avoids the lane boundary line as the second direction.

For example, assuming that the lateral distance between the target vehicle and the lane boundary line to the left of the lane at the present time is smaller than the distance between the target vehicle and the lane boundary line to the right of the lane, it is explained that the target vehicle is closer to the lane boundary line to the left, at which time the target vehicle should be controlled to avoid the lane boundary line to the left in order to secure driving safety, so that the direction perpendicular to the lane boundary line to the left and toward the lane boundary line to the right is taken as the direction in which the target vehicle is to avoid the lane boundary line to the left, that is, as the second direction.

In some embodiments, determining the driving path of the target vehicle according to the first direction and the second direction may be specifically implemented by performing the following steps C1-C3:

C1, determining a gravitational field around a target vehicle according to a first direction and a gravitational coefficient preset for the first direction; and determining a repulsive force field around the target vehicle according to the second direction and a repulsive force coefficient preset for the second direction.

The gravitational field around the target vehicle means that the target vehicle receives the effect of the gravitational force in the space where the target vehicle is located, and can be specifically represented by the gravitational force received by the target vehicle. Specifically, the gravitational field around the target vehicle can be represented by the magnitude and direction of the gravitational force to which the target vehicle is subjected in the space in which it is located.

The repulsive force field of the target vehicle refers to the repulsive force acting on the target vehicle in the space where the target vehicle is located, and can be specifically expressed by the repulsive force acting on the target vehicle. Specifically, the repulsive force field around the target vehicle can be expressed by the magnitude and direction of the repulsive force to which the target vehicle is subjected in the space where the target vehicle is located.

The potential field around the target vehicle refers to a potential field acted by an external force applied to the target vehicle in a space where the target vehicle is located, that is, the target vehicle is regarded as a particle in the space where the target vehicle is located, and the particle moves in the space and is subjected to the combined action of external attraction and repulsion. Based on the attraction and repulsion force of the particles in the space, the potential force field of the external force of the particles can be constructed.

The first direction is a direction for guiding the target vehicle to move, and can be regarded as a direction of the guiding force received by the target vehicle, and the second direction is a direction for avoiding the obstacle by the target vehicle, and can be regarded as a direction of the repulsive force formed by the obstacle to the target vehicle, that is, a direction of the repulsive force received by the target vehicle.

On this basis, the embodiment of the application also presets the attraction coefficient for the first direction and presets the repulsion coefficient for the second direction. The gravitational coefficient is used for indicating the magnitude of the acting force which is applied to the target vehicle at the current moment and used for promoting the target vehicle to continue to travel along the traveling direction. The magnitude of the coefficient of gravity may be set experimentally or based on empirical data.

Similarly, the repulsive force coefficient is used for determining the repulsive force, and the repulsive force coefficient can be a preset fixed value, and the fixed value can be a uniform set value. As an alternative embodiment, the repulsive force coefficient may be determined according to the distance of the target vehicle from each obstacle around the target vehicle. For example, the repulsive force coefficient may be determined in accordance with a relationship in which the magnitude of the repulsive force coefficient is inversely proportional to the magnitude of the distance of the target vehicle from each obstacle around the target vehicle.

It will be appreciated that determining the first direction and the gravitational coefficient corresponding to the first direction corresponds to determining the gravitational direction and the gravitational magnitude, i.e. determining the gravitational force to which the target vehicle is subjected (the gravitational force being a vector), i.e. determining the gravitational field around the target vehicle. Similarly, determining the second direction and the repulsive force coefficient corresponding to the second direction corresponds to determining the repulsive force direction and the repulsive force magnitude, that is, determining the repulsive force (the repulsive force is a vector) received by the target vehicle, that is, determining the repulsive force field around the target vehicle.

C2, calculating a gradient direction of the gravitational field function at the position of the target vehicle as a second gradient direction, and calculating a gradient direction of the repulsive force field function at the position of the target vehicle as a third gradient direction.

First, the gravitational gradient of the gravitational field at the target vehicle position is determined from the gravitational field function, that is, from the first direction and the gravitational coefficient described above, and the direction of the gravitational gradient is determined as the second gradient direction.

Optionally, for the gravitational field function, calculating a gradient at the position of the target vehicle to obtain a gradient direction of the gravitational field function at the position of the target vehicle, i.e. to obtain a second gradient direction.

As another alternative embodiment, assuming that the first direction of the target vehicle at the current time is the angle θ shown in fig. 4, the preset gravity coefficient is

Gradient of attraction force to which the target vehicle is subjected at the present moment

Can be calculated by the following formula: />

Wherein, the liquid crystal display device comprises a liquid crystal display device,

and the position coordinates of the target vehicle at the current moment are represented.

As can be understood from the above formula, the gradient of the attraction force applied to the target vehicle at the present moment includes the gradient of the attraction force applied to the target vehicle in the X direction

And a gradient of attraction force to which the target vehicle is subjected in the Y direction

. The gradient of the gravitation of the target vehicle in the X direction is the component of the gravitation coefficient in the X direction of the position of the target vehicle, and the gradient of the gravitation of the target vehicle in the Y direction is the component of the gravitation coefficient in the Y direction of the position of the target vehicle. Gradient of attraction force in X-direction based on the above-mentioned target vehicle>

And the gradient of the attraction force to which the target vehicle is subjected in the Y direction +.>

By the inverse trigonometric function calculation, it is possible to determine that the gravitational gradient direction of the position of the target vehicle is θ, that is, the first direction, that is, the second gradient direction, may be determined.

Secondly, determining the repulsive force gradient of the potential force field at the target vehicle position according to the repulsive force field function, namely according to the second direction and the repulsive force coefficient, and further determining the direction of the repulsive force gradient as a third gradient direction.

Optionally, for the repulsive force field function, calculating a gradient at the position of the target vehicle to obtain a gradient direction of the repulsive force field function at the position of the target vehicle, i.e. obtaining a third gradient direction.

As another alternative embodiment, in the embodiment of the present application, the repulsive force coefficient is determined according to the distance between the target vehicle and each obstacle around the target vehicle, so the embodiment of the present application determines the repulsive force gradient of the potential force field of the target vehicle according to the second direction and the distance between the target vehicle and each obstacle around the target vehicle.

As described in the above embodiment, the second direction is a direction in which the target vehicle avoids surrounding obstacles, and the embodiment of the present application combines the second direction and the distance between the target vehicle and each obstacle around the target vehicle, and uses lane boundary lines on both sides of the lane where the target vehicle is located as the obstacles, and determines the repulsive force gradient of the potential field of the target vehicle in the X direction and the Y direction respectively.

Illustratively, the repulsive gradient of the potential force field of the target vehicle may be determined by the process of steps C11-C14:

and C21, determining a first transverse distance between the target vehicle and lane boundary lines at two sides of a lane where the target vehicle is located according to the position coordinates of the target vehicle at the current moment.

Specifically, it is assumed that the target vehicle is located at the point a at the current time, and the position coordinate of the point a is

，/>

) And calculating the vertical distance between the point A and the lane boundary lines on both sides of the lane where the target vehicle is located as a first transverse distance lat_dist.

When calculating the vertical distance between the point a and the lane lines on both sides of the lane where the target vehicle is located, the vertical distance between the point a and the lane boundary line on the left side of the lane where the target vehicle is located may be calculated and the calculation result may be used as the first lateral distance, or the vertical distance between the point a and the lane boundary line on the right side of the lane where the target vehicle is located may be calculated and the calculation result may be used as the first lateral distance, or the vertical distance between the point a and the lane boundary line on the left and right sides of the lane where the target vehicle is located may be calculated and the sum or difference of the calculation results may be used as the first lateral distance.

And C22, determining a second transverse distance between the target vehicle and lane boundary lines on two sides of a lane where the target vehicle is located when the target vehicle is in the first position.

The transverse distance between the first position and the position coordinate of the target vehicle at the current moment is a first distance, and the longitudinal distance between the first position and the position coordinate of the target vehicle at the current moment is zero.

Specifically, starting from the point a where the target vehicle is located at the current moment, moving forward along the x-axis by a first distance to reach the point B, and then calculating the vertical distance between the point B and the lane boundary lines on both sides of the lane where the target vehicle is located as a second transverse distance lat_dist_x.

The first distance may be any set value, and preferably, a value not exceeding the width of the vehicle body of the subject vehicle. In this embodiment of the present application, the first distance is half of the width of the body of the target vehicle.

When the vertical distance between the point B and the lane boundary lines on two sides of the lane where the target vehicle is located is calculated, the calculation method is consistent with the method for calculating the vertical distance between the point A and the lane boundary lines on two sides of the lane where the target vehicle is located. For example, if the vertical distance between the point a and the lane boundary line on both sides of the lane where the target vehicle is located is calculated, and the calculated result is taken as the first lateral distance, the vertical distance between the point B and the lane boundary line on both sides of the lane where the target vehicle is located is also calculated, and the calculated result is taken as the second lateral distance.

And C23, determining a third transverse distance between the target vehicle and lane boundary lines on two sides of a lane where the target vehicle is located when the target vehicle is at the second position.

The longitudinal distance between the second position and the position coordinate of the target vehicle at the current moment is the second distance, and the transverse distance between the second position and the position coordinate of the target vehicle at the current moment is zero.

Specifically, starting from the point A where the target vehicle is located at the current moment, moving forward along the y axis by a second distance to reach the point C, and then calculating the vertical distance between the point C and the lane lines at the two sides of the lane where the target vehicle is located as a third transverse distance lat_dist_y.

The second distance may be any set value, and preferably is a value not exceeding the length of the target vehicle body. In this embodiment of the present application, the second distance is half the length of the body of the target vehicle.

When the vertical distance between the point C and the lane boundary lines on two sides of the lane where the target vehicle is located is calculated, the calculation method is consistent with the method for calculating the vertical distance between the point A and the lane boundary lines on two sides of the lane where the target vehicle is located. For example, if the vertical distance between the point a and the lane boundary line on both sides of the lane where the target vehicle is located is calculated, and the calculated result is taken as the first lateral distance, the vertical distance between the point C and the lane boundary line on both sides of the lane where the target vehicle is located is also calculated, and the calculated result is taken as the third lateral distance.

C24, calculating and determining the repulsive force gradient of the potential force field of the target vehicle according to the first transverse distance lat_dist, the second transverse distance lat_dist_x and the third transverse distance lat_dist_y as well as preset repulsive force coefficients and weights.

Specifically, it is assumed that the preset repulsive force coefficient is

The preset weight is +.>

Then, the repulsive force field which the target vehicle receives at the present moment, i.e. the target vehicle is at the above point A, is calculated by the following formula>

：

Meanwhile, the repulsive force field suffered by the target vehicle at the first position, namely the point B is calculated by the following formula

：

And calculating the repulsive force field to which the target vehicle is subjected when the target vehicle is at the second position, namely, at the point C

：

Finally, calculating the repulsive force gradient of the potential force field of the target vehicle

：/>

the gradient calculation coefficient is represented, and may be set as a fixed value or according to the body size of the target vehicle. In the above formula, +.>

A gradient in the x-axis direction of a repulsive force gradient that can be used to represent the potential force field of the target vehicle, wherein +.>

The distance between the first position and the position coordinate of the target vehicle at the current moment, namely, the first distance, can be taken; />

Can be used to represent the gradient of the repulsive force gradient of the potential force field of the target vehicle in the y-axis direction, wherein +. >

The distance between the second position and the position coordinate of the target vehicle at the current time, that is, the second distance, may be taken.

In the above calculation formulas, the repulsive force coefficient

And weight ∈>

The values of (2) can be set according to the actual situation. For example, the technical scheme of the embodiment of the application can be executed to carry out a target vehicle driving path planning experiment to select a proper repulsive force coefficient +.>

And weight ∈>

The value of the parameter value determined based on experiments can reasonably and accurately plan the running path of the target vehicle.

Or repulsive force coefficient

And weight ∈>

The value of (2) may be an empirically determined fixed value, e.g. the repulsive force coefficient +.>

The value is 0.5, and the weight is +.>

Any value between 0 and 1 may be taken.

By the above-described processing, the repulsive force gradient of the potential force field of the target vehicle can be determined, and the gradient value of the repulsive force gradient of the potential force field of the target vehicle in the x-axis direction and the gradient value of the repulsive force gradient of the potential force field of the target vehicle in the y-axis direction can be further determined.

Based on the description of the above embodiments, when the obstacle avoided by the target vehicle is another obstacle, for example, a roadside obstacle or a vehicle on another lane, the repulsive gradient of the potential force field of the target vehicle may be determined according to the distance between the target vehicle and the other obstacle, with reference to the description of the above embodiments of the present application.

The repulsive force gradient of the potential force field of the target vehicle in the x-axis direction and the processing gradient of the potential force field of the target vehicle in the y-axis direction can be determined through the calculation, and the repulsive force gradient of the potential force field of the target vehicle in the second direction can be determined through inverse trigonometric function calculation on the basis of the repulsive force gradient of the potential force field of the target vehicle in the second direction.

And C3, determining the driving path of the target vehicle according to the second gradient direction and the third gradient direction.

Illustratively, the second gradient direction and the third gradient direction are summed to obtain a resultant gradient direction of the gravitational gradient and the repulsive gradient received by the target vehicle, which is used as the final determined running direction of the target vehicle.

When the travel path planning is performed on the target vehicle, the gradient of the attraction force and the gradient of the repulsive force to be applied to the target vehicle need to be comprehensively considered, so that after the gradient of the attraction force and the gradient of the repulsive force of the potential force field of the target vehicle are determined through the step C1, the embodiment of the present application further calculates and determines the resultant force gradient direction, and takes the direction as the travel direction of the target vehicle.

In the embodiment of the application, an included angle between a resultant force gradient of the potential field and a coordinate axis of the position coordinate system is used as a resultant force gradient direction, and specifically, an included angle between the resultant force gradient of the potential field and an x-axis of the position coordinate system is used as a resultant force gradient direction.

Exemplary, assume that the gravitational gradient of the potential force field of the target vehicle at the present time is

At the same time, the repulsive force gradient of the potential force field of the target vehicle at the present moment is +.>

The angle between the resultant force gradient of the potential field and the coordinate axis of the position coordinate system is +.>

The determination can be calculated by the following formula: />

an angle between the resultant gradient of the potential force field representing the target vehicle and the x-axis of the position coordinate system, i.e. the direction of the resultant gradient +.>

Representing the component of the gravitational gradient of the potential force field of the target vehicle in the y-axis direction of the coordinate system, +.>

Component of gravitational gradient of potential force field representing target vehicle in x-axis direction of coordinate system, +.>

Representing the component of the repulsive gradient of the potential force field of the target vehicle in the y-axis direction of the coordinate system,

representing the component of the repulsive force gradient of the potential force field of the target vehicle in the x-axis direction of the coordinate system.

After the reasonable gradient direction is determined through the processing, the driving path of the target vehicle is determined according to the resultant gradient direction and the position information of the target vehicle.

In the embodiment of the application, the travel path of the target vehicle is represented by calculating the position coordinates of the target vehicle at the next time.

The "next time" is a time different from the "current time" by a unit time length. For example, the time after 1 second has elapsed from the "current time" is the "next time" to the "current time". In the embodiment of the application, the position coordinates of the target vehicle are calculated once every specific time, and the position coordinates of the next moment are calculated at the current moment, so that the vehicle position coordinates calculated at each moment are connected in series, and the purpose of planning the driving path for the target vehicle is achieved.

For example, as shown in FIG. 5, assume that the position coordinates of the target vehicle at the present time are [ ]

,/>

) The resultant force gradient direction determined at the present moment is ++in FIG. 5>

The indicated angle direction and assuming that the position coordinates of the target vehicle at the next moment are (++>

,/>

) The position coordinates of the target vehicle at the next moment (++>

,/>

) The method can be calculated by the following formula:

further, in the embodiment of the present application, a travel direction angle threshold is also preset. In the implementation of the technical scheme of the embodiment of the application, after the reasonable gradient direction is determined, whether the angle of the determined resultant gradient direction is larger than the travel direction angle threshold is also determined.

And if the determined angle of the resultant force gradient direction is larger than the travel direction angle threshold, planning a travel path of the target vehicle in the next round, and continuing to travel along the travel direction of the current moment in the process. If the angle of the resultant gradient direction determined each time is larger than the travel direction angle threshold value within a certain time period, triggering an alarm and controlling the target vehicle to stop traveling, wherein manual intervention is needed.

And if the determined angle of the resultant force gradient direction is not greater than the travel direction angle threshold, determining a travel path of the target vehicle according to the resultant force gradient direction and the position information of the target vehicle according to the processing, and completing the travel path planning of the target vehicle in the round.

The setting of the travel direction angle threshold value can avoid the severe jump of the travel track of the target vehicle due to the overlarge angle of the resultant force gradient direction, thereby ensuring the smoothness and rationality of the automatic travel track of the target vehicle.

In other embodiments, the above-mentioned determination of the travel path of the target vehicle according to the first direction and the second direction may also be implemented by the following processing manner:

first, a gravitational field around a target vehicle is determined according to a first direction and a gravitational coefficient preset for the first direction, and a repulsive field around the target vehicle is determined according to a second direction and a repulsive coefficient preset for the second direction.

For a specific treatment of this step, reference is made to the description of step C1 in the above-described embodiment.

According to the above processing, the gravitational field and the repulsive field around the target vehicle are determined, and then the potential field around the target vehicle is determined, which is composed of the gravitational field and the repulsive field.

As described in the above embodiments, the potential field around the target vehicle refers to the potential field of the external force applied to the target vehicle in the space where the target vehicle is located, that is, the target vehicle is regarded as a particle in the space where the target vehicle is located, and the movement of the particle in the space is subjected to the combined action of the attractive force and the repulsive force of the outside, and these combined actions can be regarded as the potential field around the particle, that is, the potential field around the target vehicle.

Thus, the gravitational field and the repulsive field are combined, i.e. constitute the potential field around the target vehicle. According to the method and the device for determining the potential force field around the target vehicle, the potential force field around the target vehicle and the repulsive force field are overlapped.

After determining a potential force field around the target vehicle, a gradient direction of the potential force field function at the position of the target vehicle is calculated as a first gradient direction, and a travel path of the target vehicle is determined from the first gradient direction.

Specifically, for a function of a potential field around the target vehicle, calculating a gradient at a position of the target vehicle to obtain a potential field gradient at the position of the target vehicle, and determining a negative direction of the potential field gradient as a gradient direction to obtain a first gradient direction.

Then, the first gradient direction is taken as the final determined running direction of the target vehicle, the position coordinate of the target vehicle at the next moment can be calculated by taking the position coordinate of the target vehicle at the current moment as a reference, the processing procedures of calculating the first gradient direction and calculating the position of the target vehicle at the next moment based on the first gradient direction and the current moment position of the target vehicle are repeatedly executed, the running track points of the target vehicle can be determined, and the running track points are sequentially connected in series to form the planned running path of the target vehicle.

Assuming that the position coordinates of the target vehicle at the present moment are (x 1, y 1), the first gradient direction, i.e., the target vehicle traveling direction, is

₁ And assuming that the position coordinate of the target vehicle at the next time is (x 2, y 2), the position coordinate (x 2, y 2) of the target vehicle at the next time can be calculated by the following formula:

x2=x1+cos

₁

y2=y1+sin

₁

and repeating the processing procedure, continuously updating the first gradient direction and calculating the position coordinates of the target vehicle, so that the planning of the running path of the target vehicle can be realized, and the running path of the target vehicle is obtained.

Corresponding to the above-mentioned driving path planning method, the embodiment of the present application further provides a driving path planning apparatus, as shown in fig. 6, where the apparatus includes:

a monitoring unit 100, configured to monitor the obtained first reference information in a process of path planning according to the first reference information;

an information selecting unit 110, configured to select, if it is determined that the acquired first reference information does not meet the preset first reference condition, target reference information for performing trajectory planning from the candidate reference information according to a driving environment in which the target vehicle is located;

a direction determining unit 120, configured to determine a first direction for guiding the movement of the target vehicle according to the target reference information; determining a second direction in which the target vehicle avoids each obstacle according to the positions of the obstacles around the target vehicle;

And a path planning unit 130, configured to determine a travel path of the target vehicle according to the first direction and the second direction.

In one possible embodiment, the first reference information includes lane line information of a road section where the target vehicle is currently located.

In one possible embodiment, the candidate reference information includes:

at least one of lane line information of a future travel section of the target vehicle, lane line information of a history passing section, and vehicle information around the target vehicle.

In one possible embodiment, the direction determining unit 120 may specifically be configured to: determining a first reference point and a second reference point according to the target reference information; a first direction for guiding movement of the target vehicle is determined based on the lateral distance and the longitudinal distance between the first reference point and the second reference point.

In one possible embodiment, the direction determining unit 120 may specifically be configured to: when the selected target reference information is lane line information of a future traveling road section of the target vehicle, taking the position of the target vehicle as a first reference point, and determining a second reference point positioned on a lane center line of the future traveling road section of the target vehicle;

In one possible embodiment, the direction determining unit 120 may specifically be configured to: when the selected target reference information is the lane line information of the historical passing road section of the target vehicle, determining a first reference point and a second reference point which are positioned at different positions on the lane center line of the historical passing road section of the target vehicle;

in one possible embodiment, the direction determining unit 120 may specifically be configured to: when the selected target reference information is vehicle information around the target vehicle, taking the position of the target vehicle as a first reference point, and determining a second reference point on a historical running track of a guided vehicle of the target vehicle, wherein the contact ratio of the historical running track of the guided vehicle and the historical running track of the target vehicle meets a preset contact ratio condition.

In one possible embodiment, the direction determining unit 120 may specifically be configured to: determining the transverse distance between the target vehicle and the lane boundary lines at two sides of the lane according to the lane boundary lines at two sides of the lane where the target vehicle is positioned and the position of the target vehicle; and determining a second direction according to the transverse distance between the target vehicle and the lane boundary lines at two sides of the lane.

In one possible implementation, the path planning unit 130 may specifically be configured to: determining a gravitational field around the target vehicle according to the first direction and a gravitational coefficient preset for the first direction; determining a repulsive force field around the target vehicle according to the second direction and a repulsive force coefficient preset for the second direction; determining a potential force field around the target vehicle constituted by the gravitational field and the repulsive field; and calculating the gradient direction of the potential field function at the position of the target vehicle as a first gradient direction, and determining the running path of the target vehicle according to the first gradient direction.

In one possible implementation, the path planning unit 130 may specifically be configured to: determining a gravitational field around the target vehicle according to the first direction and a gravitational coefficient preset for the first direction; determining a repulsive force field around the target vehicle according to the second direction and a repulsive force coefficient preset for the second direction; calculating a gradient direction of the gravitational field function at the position of the target vehicle as a second gradient direction, and calculating a gradient direction of the repulsive force field function at the position of the target vehicle as a third gradient direction; and determining a driving path of the target vehicle according to the second gradient direction and the third gradient direction.

The travel path planning device provided in this embodiment belongs to the same application concept as the travel path planning method provided in the foregoing embodiments of the present application, and may execute the travel path planning method provided in any of the foregoing embodiments of the present application, and has a function module and beneficial effects corresponding to executing the travel path planning method. Technical details not described in detail in the present embodiment may be referred to the specific processing content of the driving path planning method provided in the foregoing embodiments of the present application, and will not be described herein again.

The embodiment of the application also provides a driving path planning system, which at least comprises a processor, wherein the processor is configured to execute the driving path planning method described in any embodiment.

Further, referring to fig. 1, the driving path planning system may further include an environment sensing device, where the environment sensing device is communicatively connected to the processor and configured to collect driving environment sensing data of the vehicle.

The travel path planning system can be arranged on any vehicle, so that the vehicle can be assisted to automatically plan the travel path, and the vehicle can be assisted to automatically drive.

Another embodiment of the present application further provides an electronic device, referring to fig. 7, including:

A memory 200 and a processor 210;

wherein the memory 200 is connected to the processor 210, and is used for storing a program;

the processor 210 is configured to implement the driving path planning method disclosed in any one of the foregoing embodiments by running the program stored in the memory 200.

Specifically, the electronic device may further include: a bus, a communication interface 220, an input device 230, and an output device 240.

The processor 210, the memory 200, the communication interface 220, the input device 230, and the output device 240 are interconnected by a bus. Wherein:

a bus may comprise a path that communicates information between components of a computer system.

Processor 210 may be a general-purpose processor such as a general-purpose Central Processing Unit (CPU), microprocessor, etc., or may be an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of programs in accordance with aspects of the present invention. But may also be a Digital Signal Processor (DSP), application Specific Integrated Circuit (ASIC), an off-the-shelf programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components.

Processor 210 may include a main processor, and may also include a baseband chip, modem, and the like.

The memory 200 stores programs for implementing the technical scheme of the present invention, and may also store an operating system and other key services. In particular, the program may include program code including computer-operating instructions. More specifically, memory 200 may include read-only memory (ROM), other types of static storage devices that may store static information and instructions, random access memory (random access memory, RAM), other types of dynamic storage devices that may store information and instructions, disk storage, flash, and the like.

The input device 230 may include means for receiving data and information entered by a user, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor, among others.

Output device 240 may include means, such as a display screen, printer, speakers, etc., that allow information to be output to a user.

The communication interface 220 may include devices using any transceiver or the like for communicating with other devices or communication networks, such as ethernet, radio Access Network (RAN), wireless Local Area Network (WLAN), etc.

The processor 210 executes the program stored in the memory 200 and invokes other devices, which may be used to implement the steps of any of the travel path planning methods provided in the above embodiments of the present application.

Another embodiment of the present application also proposes a vehicle configured to perform the travel path planning method described in any of the above embodiments. For example, the vehicle includes the above-mentioned travel path planning device or the above-mentioned travel path planning system or the above-mentioned electronic device, so that the vehicle may execute the travel path planning method provided in the above-mentioned embodiment of the present application through the above-mentioned travel path planning device or the above-mentioned travel path planning system or the above-mentioned electronic device, so that the vehicle may automatically plan a travel path and thus realize automatic driving.

In other embodiments, the vehicle includes a processor configured to perform the travel path planning method described in any of the embodiments above. In addition, the vehicle may further include a communication function, and the vehicle may further include, in addition to the processor described above: a receiver and a transmitter, wherein the processor may include an application processor and a communication processor. In some embodiments of the present application, the receiver, transmitter, and processor may be connected by a bus or other means.

The processor controls operation of the vehicle. In a specific application, the various components of the vehicle are coupled together by a bus system that may include, in addition to a data bus, a power bus, a control bus, a status signal bus, and the like.

The receiver may be used to receive input numeric or character information and to generate signal inputs related to relevant settings and function control of the vehicle. The transmitter may be configured to output numeric or character information via the first interface; the transmitter may be further configured to send instructions to the disk stack via the first interface to modify data in the disk stack; the transmitter may also include a display device such as a display screen.

In the embodiment of the present application, the application processor is configured to execute the driving path planning method in the above embodiment. It should be noted that, for the specific implementation manner and the beneficial effects of the application processor executing the driving path planning method, reference may be made to the descriptions in the foregoing method embodiments, which are not described herein in detail.

The methods in this application may be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product comprises one or more computer programs or instructions which, when loaded and executed on a computer, perform in whole or in part the processes or functions described herein. The computer may be a general purpose computer, a special purpose computer, a computer network, a network device, a user device, a core network device, an OAM, or other programmable apparatus.

The computer program product may write program code for performing the operations of embodiments of the present application in any combination of one or more programming languages, including an object oriented programming language such as Java, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device, partly on a remote computing device, or entirely on the remote computing device or server.

The computer program or instructions may be stored in a computer readable storage medium or transmitted from one computer readable storage medium to another computer readable storage medium, for example, the computer program or instructions may be transmitted from one website site, computer, server, or data center to another website site, computer, server, or data center by wired or wireless means. The computer readable storage medium may be any available medium that can be accessed by a computer or a data storage device such as a server, data center, etc. that integrates one or more available media. The usable medium may be a magnetic medium, e.g., floppy disk, hard disk, tape; but also optical media such as digital video discs; but also semiconductor media such as solid state disks. The computer readable storage medium may be volatile or nonvolatile storage medium, or may include both volatile and nonvolatile types of storage medium.

In this specification, each embodiment is described in a progressive manner, and each embodiment is mainly described by differences from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other. For the apparatus class embodiments, the description is relatively simple as it is substantially similar to the method embodiments, and reference is made to the description of the method embodiments for relevant points.

The steps in the method of each embodiment of the application can be sequentially adjusted, combined and deleted according to actual needs, and the technical features described in each embodiment can be replaced or combined. The modules and sub-modules in the device and the terminal of the embodiments of the present application may be combined, divided, and deleted according to actual needs.

In the embodiments provided in the present application, it should be understood that the disclosed terminal, apparatus and method may be implemented in other manners. For example, the above-described terminal embodiments are merely illustrative, and for example, the division of modules or sub-modules is merely a logical function division, and there may be other manners of division in actual implementation, for example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or modules, which may be in electrical, mechanical, or other forms.

The modules or sub-modules illustrated as separate components may or may not be physically separate, and components that are modules or sub-modules may or may not be physical modules or sub-modules, i.e., may be located in one place, or may be distributed over multiple network modules or sub-modules. Some or all of the modules or sub-modules may be selected according to actual needs to achieve the purpose of the embodiment.

In addition, each functional module or sub-module in each embodiment of the present application may be integrated in one processing module, or each module or sub-module may exist alone physically, or two or more modules or sub-modules may be integrated in one module. The integrated modules or sub-modules may be implemented in hardware or in software functional modules or sub-modules.

The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software unit executed by a processor, or in a combination of the two. The software elements may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

Finally, it is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A travel path planning method, comprising:

2. The method of claim 1, wherein the first reference information includes lane line information of a road segment in which the target vehicle is currently located.

3. The method of claim 1, wherein the candidate reference information comprises:

4. The method of claim 1, wherein determining a first direction to direct movement of the target vehicle based on the target reference information comprises:

determining a first reference point and a second reference point according to the target reference information;

a first direction for guiding movement of the target vehicle is determined based on the lateral distance and the longitudinal distance between the first reference point and the second reference point.

5. The method of claim 4, wherein determining the first reference point and the second reference point when the selected target reference information is lane line information of a future travel section of the target vehicle comprises:

taking the position of the target vehicle as a first reference point, and determining a second reference point positioned on a lane central line of a future driving road section of the target vehicle;

when the selected target reference information is lane line information of the historical passing road section of the target vehicle, determining the first reference point and the second reference point comprises:

determining a first reference point and a second reference point which are positioned at different positions on a lane central line of the historical passing road section of the target vehicle;

when the selected target reference information is vehicle information around the target vehicle, determining the first reference point and the second reference point includes:

And taking the position of the target vehicle as a first reference point, and determining a second reference point positioned on the historical running track of the guided vehicle of the target vehicle, wherein the contact ratio of the historical running track of the guided vehicle and the historical running track of the target vehicle meets a preset contact ratio condition.

6. The method of claim 1, wherein determining a second direction in which the target vehicle is clear of each obstacle based on the location of each obstacle around the target vehicle comprises:

determining the transverse distance between the target vehicle and the lane boundary lines at two sides of the lane according to the lane boundary lines at two sides of the lane where the target vehicle is positioned and the position of the target vehicle;

and determining a second direction according to the transverse distance between the target vehicle and the lane boundary lines at two sides of the lane.

7. The method of claim 1, wherein determining the travel path of the target vehicle based on the first direction and the second direction comprises:

determining a gravitational field around the target vehicle according to the first direction and a gravitational coefficient preset for the first direction; determining a repulsive force field around the target vehicle according to the second direction and a repulsive force coefficient preset for the second direction;

Determining a potential force field around the target vehicle constituted by the gravitational field and the repulsive field;

and calculating the gradient direction of the potential field function at the position of the target vehicle as a first gradient direction, and determining the running path of the target vehicle according to the first gradient direction.

8. The method of claim 1, wherein determining the travel path of the target vehicle based on the first direction and the second direction comprises:

calculating a gradient direction of the gravitational field function at the position of the target vehicle as a second gradient direction, and calculating a gradient direction of the repulsive force field function at the position of the target vehicle as a third gradient direction;

and determining a driving path of the target vehicle according to the second gradient direction and the third gradient direction.

9. A vehicle configured to perform the travel path planning method according to any one of claims 1 to 8.

10. A travel path planning apparatus, comprising:

11. A storage medium having stored thereon a computer program which, when executed by a processor, implements the travel path planning method according to any one of claims 1 to 8.