CN116519004A

CN116519004A - Vehicle track planning method and device, storage medium and electronic equipment

Info

Publication number: CN116519004A
Application number: CN202310791593.7A
Authority: CN
Inventors: 蒋建华; 朱科引; 张磊; 李文斌; 徐鹏
Original assignee: Foss Hangzhou Intelligent Technology Co Ltd
Current assignee: Foss Hangzhou Intelligent Technology Co Ltd
Priority date: 2023-06-30
Filing date: 2023-06-30
Publication date: 2023-08-01

Abstract

The application discloses a vehicle track planning method and device, a storage medium and electronic equipment. Wherein the method comprises the following steps: acquiring an initial navigation route track of a self-vehicle and a predicted running track of each candidate obstacle in a plurality of candidate obstacles; determining at least one candidate obstacle from the plurality of candidate obstacles based on the initial navigation route trajectory and the predicted travel trajectory; acquiring the relative distance between each alternative obstacle in at least one alternative obstacle and each corresponding track crossing point, and acquiring the traffic priority associated with each alternative obstacle at each corresponding track crossing point; determining estimated time for each candidate obstacle to reach the corresponding track intersection by using the relative distance and the traffic priority; and re-planning the initial navigation route track based on the estimated time to obtain the target navigation route track. The method and the device solve the technical problem that the planning efficiency of the vehicle track is low.

Description

Vehicle track planning method and device, storage medium and electronic equipment

Technical Field

The present invention relates to the field of computers, and in particular, to a vehicle track planning method, apparatus, storage medium and electronic device.

Background

Conventional vehicle trajectory planning methods map static obstacles into SL maps in the Frenet coordinate system based on navigation reference lines, map dynamic obstacles into ST maps, and design Cost functions search the space-time domain for optimal path and speed information obtained from the vehicle. However, under the condition of an intersection, the problems of large number of dangerous targets, complex predicted tracks, time consumption, time-out and the like can occur due to the fact that all the traditional vehicle track planning methods are used.

The conventional track planning method is not combined with the path and speed information of the vehicle, so that whether collision with the obstacle occurs cannot be analyzed. However, in the case of a large number of obstacles and a large variety of obstacles at the intersection, the calculation amount is large, and the problem of low planning efficiency of the vehicle track is caused, so that the risk of unplanned vehicle paths and speeds exists. Therefore, there is a problem in that the planning efficiency of the vehicle trajectory is low.

In view of the above problems, no effective solution has been proposed at present.

Disclosure of Invention

The embodiment of the application provides a vehicle track planning method, a vehicle track planning device, a storage medium and electronic equipment, so as to at least solve the technical problem of low vehicle track planning efficiency.

According to an aspect of an embodiment of the present application, there is provided a vehicle track planning method, including: obtaining an initial navigation route track of a self-vehicle and a predicted running track of each candidate obstacle in a plurality of candidate obstacles, wherein the self-vehicle is a vehicle with an automatic driving function, the initial navigation route track is a running track planned by the self-vehicle with the automatic driving function, and the candidate obstacles are running objects capable of colliding with the self-vehicle; determining at least one candidate obstacle from the plurality of candidate obstacles based on the initial navigation route track and the predicted travel track, wherein a track intersection exists between the predicted travel track of the candidate obstacle and the initial navigation route track; acquiring a relative distance between each candidate obstacle in the at least one candidate obstacle and the corresponding track crossing point, and acquiring a traffic priority associated with each candidate obstacle at the corresponding track crossing point; determining estimated time for each candidate obstacle to reach the corresponding track intersection by using the relative distance and the traffic priority; and under the condition that the initial navigation route track comprises the track crossing point in the estimated time, re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, wherein the target navigation route track avoids the track crossing point in the estimated time.

According to another aspect of the embodiments of the present application, there is also provided a vehicle track planning apparatus, including: a first obtaining unit, configured to obtain an initial navigation route track of a vehicle of a host vehicle and a predicted travel track of each candidate obstacle among a plurality of candidate obstacles, where the vehicle of the host vehicle is a vehicle that turns on an autopilot function, the initial navigation route track is a travel track that the autopilot function plans for the vehicle of the host vehicle, and the candidate obstacle is a travel object that can collide with the vehicle of the host vehicle; a first determining unit configured to determine at least one candidate obstacle from the plurality of candidate obstacles based on the initial navigation route trajectory and the predicted travel trajectory, wherein a trajectory intersection exists between the predicted travel trajectory of the candidate obstacle and the initial navigation route trajectory; a second obtaining unit configured to obtain a relative distance between each of the at least one candidate obstacle and the corresponding trajectory intersection, and obtain a traffic priority associated with each of the candidate obstacles at the corresponding trajectory intersection; a second determining unit configured to determine estimated times at which the respective candidate obstacles are expected to reach the respective corresponding trajectory intersections, using the relative distance and the traffic priority; and the planning unit is used for re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track when the initial navigation route track contains the track crossing point in the estimated time, wherein the target navigation route track avoids the track crossing point in the estimated time.

As an alternative, the second determining unit includes: the first acquisition module is used for acquiring the running acceleration matched with each alternative obstacle by using the traffic priority, wherein different traffic priorities are matched with different running accelerations; and the first determining module is used for determining the estimated time based on the running speed, the running acceleration and the relative distance under the condition that the current running speed of each candidate obstacle is obtained.

As an alternative, the determining module includes: an obtaining submodule, configured to obtain a relational equation between the running speed, the running acceleration, the relative distance, and the estimated time, where the relational equation is a sum of a first value and a second value, and is equal to the relative distance, the first value is a product of the running speed and the estimated time, the second value is a product of the running acceleration and a third value, and the third value is a half of a square value of the estimated time; the calculation sub-module is used for substituting the running speed, the running acceleration and the relative distance into the relational equation to calculate and obtain a target real solution corresponding to the estimated time; wherein when the running acceleration is smaller than a negative number of the target ratio, it is determined that the estimated time does not have the target real solution, and the target ratio is a ratio between a square value of the running speed and the relative distance of two times; determining that a first real solution and a second real solution exist in the estimated time when the running acceleration is greater than a negative value of the target proportion and less than 0, and taking the first real solution as the target real solution when the first real solution is greater than 0 and less than the second real solution; when the running acceleration is greater than 0, determining that the estimated time exists in the first real solution and the second real solution, and when the first real solution is smaller than 0 and the second real solution is greater than 0, setting the second real solution as the target real solution.

As an alternative, the second obtaining unit includes: the second acquisition module is used for acquiring a target lane which contains the track crossing point on the initial navigation route track; the distribution module is used for distributing the corresponding passing priority for each candidate obstacle by utilizing the target lane; the distribution module comprises at least one of the following components: the first allocation submodule is used for allocating a first pass priority to the alternative obstacle when the traffic sign is arranged on the target lane or the vehicle turns on the target lane and the alternative obstacle moves straight on the target lane; a second allocation sub-module configured to allocate a second pass priority to the candidate obstacle in a case where the traffic sign is not provided on the target lane and the vehicle is stopped before entering the intersection of the target lane and the candidate obstacle is left and right lanes of the target lane or the vehicle and the candidate obstacle perform a turning operation in opposite directions on the target lane; a third allocation submodule, configured to allocate a third travel priority to the candidate obstacle when the host vehicle and the candidate obstacle go straight in the target lane or when the host vehicle and the candidate obstacle perform a turning operation in the same direction in the target lane; and a fourth allocation submodule, configured to allocate a fourth traffic priority to the candidate obstacle when the traffic sign is set on the target lane and the vehicle preferentially selects the candidate obstacle, or when the vehicle moves straight on the target lane and the candidate obstacle turns on the target lane.

As an alternative, the apparatus further includes: a third obtaining unit, configured to obtain, before the re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, a current running speed of the own vehicle, a limiting speed of a target lane including the track intersection on the initial navigation route track, and a minimum acceleration and a maximum acceleration set by the autopilot function for the own vehicle, where the limiting speed includes an upper limit speed and a lower limit speed; a fourth obtaining unit, configured to add a product of the maximum acceleration and a preset duration to a current running speed of the own vehicle before re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, so as to obtain a maximum running speed that can be reached by the own vehicle within the preset duration, where the maximum running speed is less than or equal to the upper limit speed; and subtracting the product of the minimum acceleration and the preset duration from the current running speed of the self-vehicle to obtain the minimum running speed which can be achieved by the self-vehicle within the preset duration, wherein the minimum running speed is greater than or equal to the lower limit speed; a fifth obtaining unit, configured to obtain, before the re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, a plurality of target track points included in the initial navigation route track within the estimated time according to the maximum traveling speed and the maximum traveling speed, where the target track points are used to represent positions where the own vehicle can reach within the estimated time; and a third determining unit, configured to determine that, before the initial navigation route track is re-planned based on the estimated time to obtain a target navigation route track, the initial navigation route track includes the track intersection point within the estimated time when the plurality of target track points includes the track intersection point.

As an alternative, the planning unit includes: the third acquisition module is used for acquiring target track crossing points contained in the initial navigation route track in the estimated time; the second determining module is used for determining a target candidate obstacle corresponding to the target track crossing point; a fourth obtaining module, configured to obtain a traffic priority associated with the target candidate obstacle at the target track intersection, and a traffic priority associated with the own vehicle at the target track intersection, where the traffic priority is used to indicate a traffic order of a plurality of traveling objects traveling on the same lane when an intersection occurs; and the first planning module is used for re-planning the initial navigation route track to obtain the target navigation route track so that the own vehicle can let the own vehicle pass the target alternative obstacle when the traffic priority associated with the target track intersection point is higher than the traffic priority associated with the own vehicle at the target track intersection point.

As an alternative, the apparatus further includes: a sixth obtaining unit, configured to obtain a safe distance between the autopilot function and each candidate obstacle set for the own vehicle before re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track; the planning unit includes: and the second planning module is used for re-planning the initial navigation route track based on the estimated time and the safety distance to obtain the target navigation route track so as to keep the safety distance between the vehicle and each candidate obstacle.

According to yet another aspect of embodiments of the present application, there is provided a computer program product or computer program comprising computer instructions stored in a computer readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device performs the vehicle trajectory planning method as above.

According to still another aspect of the embodiments of the present application, there is further provided an electronic device including a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor executes the method for planning a vehicle track according to the above-mentioned computer program.

In this embodiment of the present application, an initial navigation route track of a vehicle of a host vehicle and a predicted travel track of each candidate obstacle of a plurality of candidate obstacles are obtained, where the vehicle of the host vehicle is a vehicle that starts an autopilot function, the initial navigation route track is a travel track that the autopilot function plans for the vehicle of the host vehicle, and the candidate obstacle is a travel object that can collide with the vehicle of the host vehicle; determining at least one candidate obstacle from the plurality of candidate obstacles based on the initial navigation route track and the predicted travel track, wherein a track intersection exists between the predicted travel track of the candidate obstacle and the initial navigation route track; acquiring a relative distance between each candidate obstacle in the at least one candidate obstacle and the corresponding track crossing point, and acquiring a traffic priority associated with each candidate obstacle at the corresponding track crossing point; determining estimated time for each candidate obstacle to reach the corresponding track intersection by using the relative distance and the traffic priority; and under the condition that the initial navigation route track comprises the track crossing point in the estimated time, re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, wherein the target navigation route track avoids the track crossing point in the estimated time.

The method and the device for detecting the collision of the vehicle have the advantages that the candidate obstacles are primarily screened through whether the track crossing points exist, so that selected candidate obstacles are obtained, compared with the method and the device for detecting the collision of the initial navigation route track and all the candidate obstacles, the method and the device for detecting the collision of the vehicle have the advantages that the number of the obstacles for detecting the collision is reduced, and the technical purpose of saving calculation force required in the planning process of the vehicle track is achieved naturally.

Meanwhile, in the embodiment, the estimated time for each candidate obstacle to reach the corresponding track crossing point is further utilized, and the initial navigation route track is re-planned only when the initial navigation route track contains the track crossing point within the estimated time.

In addition, considering that the number of navigation route planning is reduced, the planning accuracy of the vehicle track may be reduced, and the vehicle track planning with lower accuracy cannot truly improve the planning efficiency of the vehicle track naturally, further in this embodiment, the relative distance between the candidate obstacles and the track intersection is combined with the traffic priority associated with each candidate obstacle at the corresponding track intersection to determine the estimated time of each candidate obstacle for planning the corresponding track intersection, and the estimated time of each candidate obstacle for planning the corresponding track intersection is determined jointly in a multi-dimensional reference manner, so that the accuracy of the estimated time is ensured, and the accuracy of judging when to perform navigation route planning is naturally also ensured, so as to improve the planning accuracy of the vehicle track, thereby truly realizing the technical effect of improving the planning efficiency of the vehicle track and further solving the technical problem of lower efficiency of vehicle track planning.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute an undue limitation to the application. In the drawings:

FIG. 1 is a schematic illustration of an application environment of an alternative vehicle track planning method according to an embodiment of the present application;

FIG. 2 is a schematic illustration of a flow of an alternative vehicle trajectory planning method according to an embodiment of the present application;

FIG. 3 is a schematic illustration of an alternative vehicle track planning method according to an embodiment of the present application;

FIG. 4 is a schematic illustration of another alternative vehicle track planning method according to an embodiment of the present application;

FIG. 5 is a schematic illustration of an alternative vehicle trajectory planning device according to an embodiment of the present application;

FIG. 6 is a schematic illustration of the results of an alternative vehicle trajectory planning implementation in accordance with an embodiment of the present application;

FIG. 7 is a schematic illustration of the result of an alternative vehicle trajectory planning method implementation in accordance with an embodiment of the present application;

FIG. 8 is a schematic illustration of another alternative vehicle track planning apparatus in accordance with an embodiment of the present application;

FIG. 9 is a schematic illustration of another alternative vehicle track planning apparatus in accordance with an embodiment of the present application;

Fig. 10 is a schematic structural diagram of an alternative electronic device according to an embodiment of the present application.

Detailed Description

In order to make the present application solution better understood by those skilled in the art, the following description will be made in detail and with reference to the accompanying drawings in the embodiments of the present application, it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, shall fall within the scope of the present application.

It should be noted that the terms "first," "second," and the like in the description and claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that embodiments of the present application described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

According to an aspect of the embodiments of the present application, there is provided a vehicle track planning method, optionally, as an optional implementation manner, the vehicle track planning method may be, but is not limited to, applied to the environment shown in fig. 1. The user device 102 may include, but is not limited to, a display 104, a processor 106, and a memory 108, the user device 102 may include, but is not limited to, a vehicle having an autonomous driving, and the processor 106 may include, but is not limited to, a vehicle-mounted intelligent driving domain controller.

Alternatively, as an optional implementation manner, as shown in fig. 2, the vehicle track planning method may be executed by an electronic device, as shown in fig. 1, where the specific steps include:

s202, acquiring an initial navigation route track of a self-vehicle and a predicted running track of each candidate obstacle in a plurality of candidate obstacles, wherein the self-vehicle is a vehicle with an automatic driving function, the initial navigation route track is a running track with the automatic driving function planned for the self-vehicle, and the candidate obstacles are running objects capable of colliding with the self-vehicle;

s204, determining at least one candidate obstacle from a plurality of candidate obstacles based on the initial navigation route track and the predicted travel track, wherein the predicted travel track of the candidate obstacle and the initial navigation route track have track crossing points;

S206, acquiring the relative distance between each alternative obstacle in the at least one alternative obstacle and each corresponding track crossing point, and acquiring the traffic priority associated with each alternative obstacle at each corresponding track crossing point;

s208, determining estimated time for each candidate obstacle to reach the corresponding track intersection point by using the relative distance and the traffic priority;

s210, when the initial navigation route track contains track crossing points in the estimated time, re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, wherein the target navigation route track avoids the track crossing points in the estimated time.

Optionally, in this embodiment, the method for planning a vehicle track may be, but not limited to, applied in the field of automatic driving, for example, a vehicle with an automatic driving function is a vehicle with an automatic driving function, and the automatic driving function may plan a track to be followed by the automatic driving function for the vehicle, but the situation on a lane cannot be predicted in advance, so that an optimized adjustment needs to be performed on the planned track (an initial navigation route track), or the planned track needs to be re-planned according to related information of the lane, so as to obtain a new track (a target navigation route track) more suitable for the situation of the current lane;

In the automatic driving field, the planning of the vehicle track often needs to depend on the quality of the planning algorithm of the vehicle track, but the planning algorithm with higher quality often represents the planning algorithm with higher complexity, and if the planning algorithm with higher complexity is configured on a computer, the computer is required to provide enough calculation power for supporting. Therefore, under the same condition, the higher the accuracy of the track planning is, the higher the computing force requirement on the computer is, but in the actual condition, the computing force and the vehicle cost are in positive correlation, so that most vehicles cannot meet the computing force to support the track planning with higher accuracy, and therefore when the computing force resource required to be consumed is larger than the computing force resource held by the vehicles, the track planning efficiency of the vehicles is influenced, the track planning efficiency is reduced, the track planning efficiency can be ensured not to be reduced, the track planning efficiency is improved even under the same computing force resource, redundant information in the track planning process is screened and removed, so that the computing force resource is reasonably applied, and the track planning efficiency is improved under the same computing force resource.

Optionally, in this embodiment, the initial navigation route track is a driving track of the vehicle with an autopilot function, for example, the autopilot function is a road track corresponding to a road/lane of the vehicle (for example, the autopilot function is a road of the vehicle with a lane a, the initial navigation route track includes a road track corresponding to the lane a), or the autopilot function is a route track of the vehicle with the vehicle (for example, the autopilot function is a route of the vehicle with a 100 m forward and a right turn, the initial navigation route track includes a route track of the 100 m forward and a right turn).

Alternatively, in this embodiment, the plurality of candidate obstacles may be, but not limited to, predicted that a driving object that may collide with the own vehicle when the own vehicle is on a road/lane or is about to drive on the road/lane, and because the requirement for safety is higher than that of a normal non-automatic driving scene due to the specificity of the automatic driving scene, all possible collisions need to be eliminated, but if all the obstacles are actually checked with the same calculation force, the calculation force resources required to be consumed may not be suitable for the calculation force resources held by the normal user, so in this embodiment, the plurality of candidate obstacles need to be initially screened to eliminate some obstacles that are obviously impossible to collide, thereby reducing the consumption of the calculation force resources.

Alternatively, in the present embodiment, whether or not the intersection point of the predicted travel path of the obstacle and the initial navigation path exists will be used as the basis of the above-mentioned preliminary screening, as shown in fig. 3, based on the initial navigation path 304 and the predicted travel path (the predicted travel path a and the predicted travel path B) of the host vehicle 302, at least one candidate obstacle is determined from a plurality of candidate obstacles (the vehicle a and the vehicle B), such as that the predicted travel path a of the vehicle a does not intersect with (or does not intersect within a preset distance) the initial navigation path 304 of the target vehicle 302, that is, does not intersect with (or does intersect within a preset distance) the predicted travel path B of the vehicle B intersects with (or does intersect within a preset distance) the initial navigation path 304 of the target vehicle 302, that is, such as the intersection point 306, and the vehicle B is further used as the candidate obstacle. The vehicle is only exemplified as an obstacle, and it is not meant that all the obstacles in the present embodiment are vehicles, but other dynamic obstacles such as walking passers-by, small animals, house number plates blown up by wind, etc. are also possible.

Alternatively, in this embodiment, the estimated time for each candidate obstacle to reach the corresponding track crossing point is estimated, and as shown in fig. 3, the estimated time for the vehicle B to reach the track crossing point 306 is obtained. Further, after obtaining the estimated time when the vehicle B reaches the track crossing point 306, it is determined whether the initial navigation route track 304 can reach the track crossing point 306 within the estimated time, if so, it is indicated that the own vehicle 302 and the vehicle B may collide, and the initial navigation route track 304 is further planned again based on the estimated time, so as to avoid that the own vehicle 302 collides with the vehicle B, but if not, it is indicated that the own vehicle 302 is unlikely to collide with the vehicle B.

Optionally, in this embodiment, in order to further improve the planning efficiency of the vehicle track, the track intersection point may be limited to the intersection position, which considers that the probability of the collision at the intersection is far greater than that on the normal road, because the intersection points of different tracks exist at the intersection position, so that the collision is easier to occur, and the driving tracks on the normal road are generally parallel in direction, so that the collision can occur only under some specific conditions (traffic accidents), so that the track intersection point is limited to the intersection position, which is applicable to most situations, and the consumption of calculation resources can be saved, thereby improving the planning efficiency of the vehicle track.

Optionally, in this embodiment, since the estimated time is estimated when each candidate obstacle is estimated to reach the corresponding track intersection, and the estimation itself is an operation of predicting future behavior, there is a risk of inaccuracy, and in this embodiment, to improve accuracy of the estimated time, the current running speed of the candidate obstacle and the estimated running acceleration of the candidate obstacle are used to perform joint calculation, so as to obtain more accurate estimated time.

Alternatively, in this embodiment, the traffic priority associated with each candidate obstacle at the corresponding track intersection may be obtained according to, but not limited to, a traffic rule, where the traffic rule may be understood as, but not limited to, a management rule and measure in road traffic, so as to maintain traffic safety or facilitate traffic administration, that is, whether it is an own vehicle or an obstacle in running, and the traffic rule is usually required to be adhered to, or said traffic rule is a general rule in running. And further, a general traffic rule is used for determining the traffic priority of each candidate obstacle at each corresponding track intersection, and the traffic priority is referred to in the calculation process of the running acceleration, so that the calculated running acceleration accords with the traffic rule, the method is more suitable for actual running scenes, and the authenticity of vehicle track planning is improved.

It should be noted that, whether the track intersection points exist or not performs preliminary screening on a plurality of candidate obstacles to obtain candidate obstacles which are possibly fewer in number but have a higher probability of intersection or collision with the own vehicle, and then utilizes the estimated time of each candidate obstacle to reach the corresponding track intersection point, so that the initial navigation route track is limited under the condition that the initial navigation route track contains the track intersection point in the estimated time, and then the initial navigation route track is re-planned, so that the interference of redundant information in the planning process of the vehicle track is removed, the calculated amount in the planning process of the vehicle track is reduced, and the technical effect of improving the planning efficiency of the vehicle track is realized.

Further illustratively, as shown in (a) of fig. 4, an initial navigation route track 404 of the own vehicle 402 and a predicted travel track of each candidate obstacle of the plurality of candidate obstacles are optionally obtained, wherein the own vehicle 402 is a vehicle with an automatic driving function turned on, the initial navigation route track 404 is a travel track with the automatic driving function planned for the own vehicle 402, and the candidate obstacle is a travel object that can collide with the own vehicle 402; determining at least one candidate obstacle from a plurality of candidate obstacles based on the initial navigation route trajectory 404 and the predicted travel trajectory, wherein the predicted travel trajectory of the candidate obstacle has a trajectory intersection with the initial navigation route trajectory 404; obtaining estimated time when each candidate obstacle in at least one candidate obstacle is expected to reach a corresponding track intersection; further as shown in fig. 4 (b), in the case that the initial navigation route track 404 includes the track crossing point within the estimated time, the initial navigation route track 404 is re-planned based on the estimated time to obtain the target navigation route track 406, where the target navigation route track 406 avoids the track crossing point within the estimated time.

Through the embodiment provided by the application, whether the track crossing points exist or not carries out preliminary screening on a plurality of candidate barriers to obtain carefully selected candidate barriers, and compared with the method for directly carrying out collision detection on the initial navigation route track and all candidate barriers, the method reduces the number of the barriers for collision detection, and naturally achieves the technical purpose of saving calculation force required in the planning process of the vehicle track. Meanwhile, in the embodiment, the estimated time for each candidate obstacle to reach the corresponding track crossing point is further utilized, and the initial navigation route track is re-planned only when the initial navigation route track contains the track crossing point within the estimated time. In addition, considering that the number of navigation route planning is reduced, the planning accuracy of the vehicle track may be reduced, and the planning efficiency of the vehicle track cannot be truly improved naturally in vehicle track planning with lower accuracy, further in this embodiment, the relative distance between the candidate obstacles and the track intersection points is combined with the traffic priority associated with each of the candidate obstacles at the corresponding track intersection points to determine the estimated time of each of the candidate obstacles for predicting the corresponding track intersection points, and the estimated time of each of the candidate obstacles for predicting the corresponding track intersection points is jointly determined in a multi-dimensional reference manner, so that the accuracy of the estimated time is ensured, and the accuracy of judging when to perform navigation route planning is naturally also ensured, so that the planning accuracy of the vehicle track is improved, and the technical effect of improving the planning efficiency of the vehicle track is truly realized.

As an alternative, determining the estimated time for each candidate obstacle to reach its corresponding trajectory intersection using the relative distance and the traffic priority, includes:

s1-1, acquiring running acceleration matched with each alternative obstacle by using traffic priorities, wherein different traffic priorities are matched with different running acceleration;

s1-2, under the condition that the current running speed of each candidate obstacle is obtained, determining estimated time based on the running speed, the running acceleration and the relative distance.

Alternatively, in the present embodiment, the estimated time may be determined based on the running speed, the running acceleration, and the relative distance, but not limited to, according to an association relationship, where the association relationship may be understood as, but not limited to, a calculation equation of the running speed, the running acceleration, the running distance, and the estimated time, in which a fixed association relationship is formed between the running speed, the running acceleration, the running distance, and the estimated time, and then the unknown quantity (estimated time) may be calculated by a known quantity (running speed, running acceleration, running distance).

As an alternative, determining the estimated time based on the travel speed, the travel acceleration, and the relative distance includes:

S2-1, acquiring a relation equation among a running speed, a running acceleration, a relative distance and a predicted time, wherein the relation equation is the sum of a first value and a second value which is equal to the relative distance, the first value is the product of the running speed and the predicted time, the second value is the product of the running acceleration and a third value, and the third value is half of the square value of the predicted time;

s2-2, substituting the running speed, the running acceleration and the relative distance into a relation equation, and calculating to obtain a target real solution corresponding to the estimated time;

under the condition that the running acceleration is smaller than the negative number of the target proportion, determining that the estimated time has no target real solution, wherein the target proportion is the proportion between the square value of the running speed and the double relative distance; determining that a first real solution and a second real solution exist in the estimated time when the running acceleration is larger than the negative number of the target proportion and smaller than 0, and taking the first real solution as the target real solution when the first real solution is larger than 0 and smaller than the second real solution; under the condition that the running acceleration is larger than 0, determining that a first real number solution and a second real number solution exist in the estimated time, and taking the second real number solution as a target real number solution under the condition that the first real number solution is smaller than 0 and the second real number solution is larger than 0.

It should be noted that, although the track route of the initial navigation route track is fixed, the information such as the running speed, the acceleration, etc. of the own vehicle may also be changed, so that the moment when the own vehicle reaches the track crossing point under each parameter may be estimated without limitation, if the estimated time is available at any time, the method can be used for indicating that the track of the initial navigation route can reach the track crossing point within the estimated time, and otherwise, the method is similar, so that the accuracy of determining that the track of the initial navigation route contains the track crossing point within the estimated time is improved.

By the embodiment provided by the application, a relation equation among the running speed, the running acceleration, the relative distance and the estimated time is obtained, wherein the relation equation is the sum of a first value and a second value which is equal to the relative distance, the first value is the product of the running speed and the estimated time, the second value is the product of the running acceleration and a third value, and the third value is half of the square value of the estimated time; substituting the running speed, the running acceleration and the relative distance into a relational equation, and calculating to obtain a target real solution corresponding to the estimated time; under the condition that the running acceleration is smaller than the negative number of the target proportion, determining that the estimated time has no target real solution, wherein the target proportion is the proportion between the square value of the running speed and the double relative distance; determining that a first real solution and a second real solution exist in the estimated time when the running acceleration is larger than the negative number of the target proportion and smaller than 0, and taking the first real solution as the target real solution when the first real solution is larger than 0 and smaller than the second real solution; under the condition that the running acceleration is larger than 0, determining that a first real number solution and a second real number solution exist in the estimated time, and under the condition that the first real number solution is smaller than 0 and the second real number solution is larger than 0, taking the second real number solution as a target real number solution, thereby realizing the technical effect of improving the accuracy of determining that the initial navigation route track contains track crossing points in the estimated time.

As an alternative, acquiring the traffic priority associated with each candidate obstacle at each corresponding track intersection includes:

s3-1, acquiring a target lane containing a track intersection on an initial navigation route track;

s3-2, distributing corresponding passing priorities for each candidate obstacle by utilizing the target lane;

using the target lane, assigning respective corresponding traffic priorities to each candidate obstacle, including at least one of: a traffic sign is arranged on a target lane, or a first traffic priority is allocated to an alternative obstacle under the condition that the vehicle turns on the target lane and the alternative obstacle moves straight on the target lane; if no traffic sign is arranged on the target lane, the vehicle stops before entering the intersection of the target lane and the alternative obstacle is on the left and right lanes of the target lane, or the vehicle and the alternative obstacle execute turning operations in opposite directions on the target lane, a second pass priority is allocated to the alternative obstacle; assigning a third travel priority to the candidate obstacle in the case where the own vehicle and the candidate obstacle are traveling straight in the target lane or the own vehicle and the candidate obstacle perform a turning operation in the same direction in the target lane; and when the traffic sign is arranged on the target lane and the own vehicle preferentially selects the obstacle, or the own vehicle moves straight on the target lane and the alternative obstacle turns on the target lane, the fourth traffic priority is allocated to the alternative obstacle.

It should be noted that, considering that even if there is a possibility of collision, since different driving conditions may correspond to different traffic priorities, a driving object with a low traffic priority generally needs to be a driving object with a high traffic priority, and further, when a target track intersection included in the initial navigation route track in the estimated time is obtained, the driving object corresponding to the target track intersection is immediately determined as the driving object that may collide, but a first traffic priority of the target candidate obstacle at the target track intersection is obtained, and a second traffic priority of the own vehicle at the target track intersection is obtained, and if the first traffic priority is higher than the second traffic priority, the initial navigation route track is re-planned, so that accuracy of determining whether to re-plan is improved, so as to avoid unnecessary re-planning of the resource waste.

According to the embodiment provided by the application, a target lane containing a track intersection on an initial navigation route track is obtained; allocating corresponding passing priorities for each candidate obstacle by utilizing the target lane; using the target lane, assigning respective corresponding traffic priorities to each candidate obstacle, including at least one of: a traffic sign is arranged on a target lane, or a first traffic priority is allocated to an alternative obstacle under the condition that the vehicle turns on the target lane and the alternative obstacle moves straight on the target lane; if no traffic sign is arranged on the target lane, the vehicle stops before entering the intersection of the target lane and the alternative obstacle is on the left and right lanes of the target lane, or the vehicle and the alternative obstacle execute turning operations in opposite directions on the target lane, a second pass priority is allocated to the alternative obstacle; assigning a third travel priority to the candidate obstacle in the case where the own vehicle and the candidate obstacle are traveling straight in the target lane or the own vehicle and the candidate obstacle perform a turning operation in the same direction in the target lane; the traffic sign is arranged on the target lane, the own vehicle is preferred to select the obstacle, or the own vehicle is directly driven on the target lane and the alternative obstacle turns on the target lane, and the fourth traffic priority is allocated to the alternative obstacle, so that the purpose of improving the judgment accuracy of whether to reprogram is achieved, and the technical effect of avoiding unnecessary reprogram caused by wasting of calculation resources is achieved.

As an alternative, before re-planning the initial navigation route track based on the estimated time to obtain the target navigation route track, the method further includes:

s4-1, acquiring the current running speed of the self-vehicle, and the limiting speed of a target lane comprising a track intersection on an initial navigation route track, and acquiring the minimum acceleration and the maximum acceleration set by an automatic driving function for the self-vehicle, wherein the limiting speed comprises an upper limit speed and a lower limit speed;

s4-2, adding a product of the maximum acceleration and a preset duration on the basis of the current running speed of the own vehicle to obtain the maximum running speed which can be achieved by the own vehicle in the preset duration, wherein the maximum running speed is smaller than or equal to the upper limit speed; on the basis of the current running speed of the self-vehicle, subtracting the product of the minimum acceleration and the preset duration to obtain the minimum running speed which can be achieved by the self-vehicle within the preset duration, wherein the minimum running speed is greater than or equal to the lower limit speed;

s4-3, acquiring a plurality of target track points contained in the initial navigation route track in the estimated time according to the maximum running speed and the maximum running speed, wherein the target track points are used for representing the reachable positions of the self-vehicle in the estimated time;

S4-4, determining that the track of the initial navigation route contains track crossing points in the estimated time under the condition that the plurality of target track points contain track crossing points.

According to the embodiment provided by the application, the current running speed of the self-vehicle and the limiting speed of the target lane comprising the track crossing point on the initial navigation route track are obtained, and the minimum acceleration and the maximum acceleration set by the self-vehicle for the self-vehicle are obtained, wherein the limiting speed comprises an upper limit speed and a lower limit speed; adding the product of the maximum acceleration and the preset duration to obtain the maximum running speed which can be reached by the own vehicle in the preset duration on the basis of the current running speed of the own vehicle, wherein the maximum running speed is smaller than or equal to the upper limit speed; on the basis of the current running speed of the self-vehicle, subtracting the product of the minimum acceleration and the preset duration to obtain the minimum running speed which can be achieved by the self-vehicle within the preset duration, wherein the minimum running speed is greater than or equal to the lower limit speed; obtaining a plurality of target track points contained in the initial navigation route track within the estimated time according to the maximum running speed and the maximum running speed, wherein the target track points are used for representing the reachable positions of the self-vehicle within the estimated time; under the condition that a plurality of target track points comprise track crossing points, determining that the track of the initial navigation route comprises the track crossing points in the estimated time, and further achieving the technical effect of improving the accuracy of determining that the track of the initial navigation route comprises the track crossing points in the estimated time.

As an alternative, re-planning the initial navigation route track based on the estimated time to obtain the target navigation route track, including:

s5-1, acquiring a target track intersection point contained in the initial navigation route track in the estimated time;

s5-2, determining a target alternative obstacle corresponding to the target track intersection point;

s5-3, acquiring the traffic priority associated with the target candidate barrier at the target track intersection and the traffic priority associated with the own vehicle at the target track intersection, wherein the traffic priority is used for indicating the traffic sequence of a plurality of running objects running on the same lane when intersection occurs;

s5-4, when the traffic priority of the target alternative obstacle at the target track intersection is higher than that of the own vehicle, re-planning the initial navigation route track to obtain a target navigation route track so that the own vehicle can let the own vehicle pass the target alternative obstacle.

It should be noted that, considering that even if there is a possibility of collision, since different driving conditions may correspond to different traffic priorities, a driving object with a low traffic priority generally needs to be a driving object with a high traffic priority, and further, when a target track intersection included in the initial navigation route track within the estimated time is obtained, the driving object corresponding to the target track intersection is immediately determined as a driving object that may collide, but the traffic priority of the target candidate obstacle at the target track intersection and the traffic priority of the own vehicle at the target track intersection are obtained, and whether to perform track planning is determined according to the traffic priority, so as to further improve the accuracy of determining whether to reprogram, and avoid unnecessary reprofing of the calculation resources.

According to the embodiment provided by the application, the target track intersection point included in the initial navigation route track in the estimated time is obtained; determining a target alternative obstacle corresponding to the target track intersection point; acquiring a traffic priority associated with a target candidate obstacle at a target track intersection point and a traffic priority associated with a self-vehicle at the target track intersection point, wherein the traffic priority is used for indicating the traffic sequence of a plurality of running objects running on the same lane when intersection occurs; and under the condition that the traffic priority of the target alternative obstacle at the target track intersection point is higher than that of the own vehicle at the target track intersection point, re-planning the initial navigation route track to obtain the target navigation route track, so that the own vehicle lets the target alternative obstacle, further the aim of improving the judgment accuracy of re-planning is achieved, and the technical effect of avoiding unnecessary re-planning caused by wasting of calculation resources is achieved.

As an alternative, before re-planning the initial navigation route track based on the estimated time to obtain the target navigation route track, the method further includes: acquiring a safety distance between the automatic driving function and each alternative obstacle set for the own vehicle;

Re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, including: and re-planning the initial navigation route track based on the estimated time and the safety distance to obtain a target navigation route track so as to keep the safety distance between the vehicle and each candidate obstacle.

It should be noted that, the requirement of the automatic driving on the safety of the vehicle is generally higher than that of the common non-automatic driving, and further, the safety distance needs to be considered in the process of planning the track of the vehicle, so as to improve the running safety of the automatic driving vehicle.

By the embodiment provided by the application, the safety distance between the automatic driving function and each alternative obstacle set for the own vehicle is obtained; and re-planning the initial navigation route track based on the estimated time and the safety distance to obtain a target navigation route track so as to keep the safety distance between the vehicle and each alternative obstacle, thereby achieving the aim of considering the safety distance into the process of planning the vehicle track, and further realizing the technical effect of improving the running safety of the automatic driving vehicle.

As an alternative, for easy understanding, the above-mentioned vehicle track planning method is applied to a driving decision scene of an automatic driving vehicle to an intersection.

Alternatively, in this embodiment, for implementation of the vehicle track planning method, the system structure shown in fig. 5 may be used, where the system structure includes a positioning module: current position information and speed information of the autonomous vehicle; and a prediction module: surrounding obstacle information and predicted trajectories; map and navigation module: obtaining road information, lane information and global path information around the vehicle, and giving a reference path of the automatically driven vehicle; and (3) a vehicle body module: automatic driving vehicle body module information such as vehicle running mode, vehicle cruising speed and the like; chassis module: the autopilot vehicle chassis module information such as wheel speed, steering wheel angle, acceleration, etc.

At a traffic intersection, whether an intersection exists is determined according to a target lane of a host vehicle and a target predicted path. And mapping the intersection rules into a decision planning algorithm, setting acceleration thresholds according to the rules and traffic rules, calculating the time of the intersection points when the acquired targets pass through if the intersection points exist, and selecting the action behaviors of the own vehicle on the targets. Specifically, the embodiment proposes that under the intersection scene, the path information in the target prediction track and whether the target lane of the own vehicle has an intersection or not are firstly selected. If the intersection exists, setting an acceleration threshold value allowing the target to pass through the intersection, acquiring time for the obstacle to pass through the intersection, reconstructing a self-vehicle ST diagram, mapping the corrected target into the ST diagram, searching the self-vehicle ST diagram for the optimal track speed of the self-vehicle by using a dynamic programming algorithm, and finally obtaining the optimal track (comprising path and speed information) of the self-vehicle.

Further by way of example, it is optionally first preliminarily determined whether there is a possibility of collision between the autonomous vehicle and the obstacle, such as whether there is an intersection between the target predicted path input from the prediction module and the target lane of the own vehicle, if there is an intersection, the time for the obstacle to reach the intersection is obtained from the obstacle predicted path information to be ti (i is the ith obstacle, i=1, …, m-1, m), and the longitudinal distance of the intersection based on the target lane reference line in the Frenet coordinate system is. And then screening the crossing points to obtain barriers, and calculating the time sequence of the target reaching the crossing points according to the speed information in the target prediction track to sort the barriers to obtain a target sequence k (k=1, …, n, n is less than or equal to 10).

Optionally, in this embodiment, the traffic priorities of the target and the automatic driving vehicle are preset according to the set traffic rule, where the traffic priorities of the automatic driving vehicle and the target are determined according to the set traffic rule, and if there is traffic sign or marking control, the party that is preferentially passing is advanced; no traffic sign or marking control is adopted, and the vehicle is stopped for observation before entering the intersection, so that the coming vehicle on the right road is in advance; the turning motor vehicle leads the straight vehicle to advance; a right-turn motor vehicle traveling in the opposite direction advances a left-turn vehicle, and so on. Here, the relative traffic priorities are preset according to the autonomous vehicles and are divided into 5 classes (h 1, h2, m, l1, l 2), wherein the traffic priorities are from high to low.

Optionally, in this embodiment, the time when the obstacle reaches the intersection is set, for example, the obstacle after screening the intersection, the distance d from the obstacle to the intersection is calculated according to the predicted path of the obstacle input by the prediction module, and the acceleration threshold H is set according to the obtained preset traffic priority, where the relationship between the traffic priority and the acceleration threshold is as shown in the following table (1):

watch (1)

And is calculated according to the following formula (1) and formula (2):

VsTp+HTp²/2=d（1）

Tp=X2，if H＞0；Tp=X1，if-（Vs²/2d）＜H＜0；Tp=M，if H＜-（Vs²/2d）（2）

wherein Vs is the current speed of the target, and d is the intersection point of the target predicted track input by the prediction module and the reference path of the target lane of the own vehicle. If H < - (Vs, 2 d), tp has no real solution, tp is set to infinity; if- (Vs, 2 d) < H < 0, tp has two positive real solutions X2 > X1 > 0, then take the smaller X1; if H > 0, there are also two real solutions X2 > 0 > X1, X2 is taken.

Optionally, in the present embodiment, an ST map (route image) of the autonomous vehicle is acquired, where a two-dimensional map of the longitudinal distance s and time of the reference path input by the navigation module is obtained under the ST map-Frenet coordinate system, such as the maximum speed V1max of the autonomous vehicle is obtained according to the reference path curvature of the navigation and the speed limit information of the lane, and the maximum acceleration amax and the minimum acceleration amin of the autonomous vehicle are set, and the maximum speed Vmax (t) and the minimum speed Vmin (t) of the future t time are obtained according to the kinematic equation and the current speed V, as shown in the following formula (3), formula (4):

Vmax（t）=min（V+amax*t，V1max）（3）

Vmin（t）=max（V-amin*t，0）（4）

And the maximum length of the self-vehicle on the navigation reference path at time ti is Smax (ti) and the minimum length of the self-vehicle is Smin (ti), as shown in the following formulas (5) and (6):

Smax（ti）=∫ ^ti Vmax（t）dt+Sadc （5）

Smin（ti）=∫ ^ti Vmin（t）dt+Sadc （6）

optionally, in this embodiment, it is determined whether to let the obstacle travel, for example, after the time Tp that the obstacle reaches the intersection is obtained, if the autonomous vehicle can reach the path intersection within the time Tp, the traffic priority of the autonomous vehicle is higher than that of the obstacle, and the autonomous vehicle passes through the intersection preferentially; or if the autonomous vehicle cannot reach the path intersection within the Tp time, the autonomous vehicle passes the obstacle with lower priority, and gives way to the obstacle.

Optionally, in this embodiment, the track of the autonomous vehicle is planned, for example, after a decision result of whether the obstacle is allowed or not is obtained, the planned path and speed information of the autonomous vehicle are obtained by taking the safe distance between the autonomous vehicle and the obstacle as a constraint and taking the minimum time of passing through the intersection as an optimization target, and solving the optimal solution problem, where the implementation result is shown in fig. 6.

In addition, in this embodiment, the predicted track of the obstacle a and the reference path input by the navigation module have an intersection, the lane direction of the obstacle is straight, the lane direction of the autonomous vehicle ADC is left turn, the traffic priority a > ADC is preset according to the traffic rule, and the weight coefficient w is set _A And acceleration threshold H, calculate T _{p_A} . If at T _{p_A} In which the autonomous vehicle cannot reach the intersection, the autonomous vehicle gives way to the obstacle, such as T in FIG. 7 _{p1_A} Outside the autopilot vehicle-enabled ST area; or, if at T _{p_A} If the automatic driving vehicle can reach the crossing point, the automatic driving vehicle has higher traffic priority than the obstacle, and passes through the crossing point in advance, and the implementation result is shown as T in FIG. 7 _{p2_A} In automatic drivingThe driving vehicle can travel in the ST area.

By the embodiment provided by the application, the track of the target prediction output comprises the target path and the speed information, a plurality of tracks are often arranged on the target prediction track under the crossing scene due to complex road connection relation, the road condition of the crossing is complex, and the speed on the frame track before and after the target can have a phenomenon of large difference. According to the method, whether the intersection point exists on the target lane of the own vehicle is judged only according to the predicted path information of the target, the predicted speed information of the target is not used, and the fluctuation of the planned speed of the own vehicle caused by the fluctuation of the predicted speed of the target is avoided. In addition, in the intersection scene, there are many special areas (crosswalk, parking waiting area), and the own vehicle needs to pass through the intersection in order of compliance with traffic regulations. According to the invention, the traffic rules are mapped into the decision planning algorithm, the acceleration threshold values of different targets passing through the intersection are set according to the traffic rules, the time window of the targets passing through the own vehicle target lane is corrected, the search area of the own vehicle in the ST diagram can be reduced, and the calculation force is reduced.

It should be noted that, for simplicity of description, the foregoing method embodiments are all expressed as a series of action combinations, but it should be understood by those skilled in the art that the present application is not limited by the order of actions described, as some steps may be performed in other order or simultaneously in accordance with the present application. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily required in the present application.

According to another aspect of the embodiments of the present application, there is also provided a vehicle track planning apparatus for implementing the vehicle track planning method. As shown in fig. 8, the apparatus includes:

a first obtaining unit 802, configured to obtain an initial navigation route track of a vehicle of the own vehicle and a predicted travel track of each candidate obstacle of a plurality of candidate obstacles, where the vehicle of the own vehicle is a vehicle with an automatic driving function, the initial navigation route track is a travel track with the automatic driving function planned for the vehicle of the own vehicle, and the candidate obstacle is a travel object that can collide with the vehicle of the own vehicle;

a first determining unit 804, configured to determine at least one candidate obstacle from a plurality of candidate obstacles based on the initial navigation route track and the predicted travel track, where a track intersection exists between the predicted travel track of the candidate obstacle and the initial navigation route track;

A second obtaining unit 806, configured to obtain a relative distance between each of the at least one candidate obstacle and a corresponding track intersection, and obtain a traffic priority associated with each candidate obstacle at the corresponding track intersection;

a second determining unit 808, configured to determine, using the relative distance and the traffic priority, estimated times at which each candidate obstacle is expected to reach the corresponding track intersection;

and the planning unit 810 is configured to re-plan the initial navigation route track based on the estimated time to obtain a target navigation route track when the initial navigation route track includes the track crossing point within the estimated time, wherein the target navigation route track avoids the track crossing point within the estimated time.

Specific embodiments may refer to the examples shown in the vehicle track planning apparatus, and in this example, the description is omitted herein.

As an alternative, the second determining unit 808 includes:

the first acquisition module is used for acquiring the running acceleration matched with each alternative obstacle by using the traffic priority, wherein different traffic priorities are matched with different running accelerations;

the first determining module is used for determining estimated time based on the running speed, the running acceleration and the relative distance under the condition that the current running speed of each candidate obstacle is obtained.

Specific embodiments may refer to the examples shown in the above-mentioned vehicle track planning method, and this example will not be described herein.

As an alternative, the determining module includes:

the acquisition submodule is used for acquiring a relation equation among the running speed, the running acceleration, the relative distance and the estimated time, wherein the relation equation is the sum of a first numerical value and a second numerical value which is equal to the relative distance, the first numerical value is the product of the running speed and the estimated time, the second numerical value is the product of the running acceleration and a third numerical value, and the third numerical value is half of the square value of the estimated time;

the calculation sub-module is used for substituting the running speed, the running acceleration and the relative distance into a relation equation to calculate and obtain a target real solution corresponding to the estimated time;

under the condition that the running acceleration is smaller than the negative number of the target proportion, determining that the estimated time has no target real solution, wherein the target proportion is the proportion between the square value of the running speed and the double relative distance;

determining that a first real solution and a second real solution exist in the estimated time when the running acceleration is larger than the negative number of the target proportion and smaller than 0, and taking the first real solution as the target real solution when the first real solution is larger than 0 and smaller than the second real solution;

Under the condition that the running acceleration is larger than 0, determining that a first real number solution and a second real number solution exist in the estimated time, and taking the second real number solution as a target real number solution under the condition that the first real number solution is smaller than 0 and the second real number solution is larger than 0.

As an alternative, the second obtaining unit 806 includes:

the second acquisition module is used for acquiring a target lane containing a track intersection on the initial navigation route track;

the distribution module is used for distributing corresponding traffic priorities for each alternative obstacle by utilizing the target lane;

an allocation module comprising at least one of:

the first allocation submodule is used for allocating a first traffic priority to the alternative obstacle under the condition that the traffic sign is arranged on the target lane or the vehicle turns on the target lane and the alternative obstacle moves straight on the target lane;

the second allocation sub-module is used for allocating a second pass priority to the alternative obstacle under the condition that no traffic sign is arranged on the target lane, the vehicle stops before entering the intersection of the target lane, and the alternative obstacle is on the left and right lanes of the target lane, or the vehicle and the alternative obstacle execute turning operations in opposite directions on the target lane;

A third allocation submodule, configured to allocate a third traffic priority to the candidate obstacle in a case where the host vehicle and the candidate obstacle are traveling straight on the target lane or the host vehicle and the candidate obstacle perform a turning operation in the same direction on the target lane;

and the fourth allocation submodule is used for allocating fourth traffic priority to the alternative obstacle when the traffic sign is arranged on the target lane and the vehicle is in preference to the alternative obstacle or the vehicle is in direct running on the target lane and the alternative obstacle turns on the target lane.

As an alternative, the apparatus further includes:

the third obtaining unit is used for obtaining the current running speed of the vehicle and the limiting speed of the target lane comprising the track crossing point on the initial navigation route track before re-planning the initial navigation route track based on the estimated time to obtain the target navigation route track, and obtaining the minimum acceleration and the maximum acceleration set by the automatic driving function for the vehicle, wherein the limiting speed comprises an upper limit speed and a lower limit speed;

A fourth obtaining unit, configured to, before re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, add a product of a maximum acceleration and a preset duration to a current running speed of the own vehicle, to obtain a maximum running speed that can be reached by the own vehicle within the preset duration, where the maximum running speed is less than or equal to an upper limit speed; on the basis of the current running speed of the self-vehicle, subtracting the product of the minimum acceleration and the preset duration to obtain the minimum running speed which can be achieved by the self-vehicle within the preset duration, wherein the minimum running speed is greater than or equal to the lower limit speed;

a fifth obtaining unit, configured to, before re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, obtain a plurality of target track points included in the initial navigation route track within the estimated time according to the maximum traveling speed and the maximum traveling speed, where the target track points are used to represent positions where the own vehicle can reach within the estimated time;

and the third determining unit is used for determining that the initial navigation route track contains track crossing points in the estimated time under the condition that the plurality of target track points contain track crossing points before the initial navigation route track is re-planned based on the estimated time to obtain the target navigation route track.

As an alternative, as shown in fig. 9, the planning unit 810 includes:

a third obtaining module 902, configured to obtain a target track intersection point included in the initial navigation route track in the estimated time;

a second determining module 904, configured to determine a target candidate obstacle corresponding to the target track intersection;

a fourth obtaining module 906, configured to obtain a traffic priority associated with the target candidate obstacle at the target track intersection, and a traffic priority associated with the own vehicle at the target track intersection, where the traffic priority is used to indicate a traffic order of a plurality of traveling objects traveling on the same lane when an intersection occurs;

the first planning module 908 is configured to re-plan the initial navigation route track to obtain a target navigation route track, so that the own vehicle lets go of the target candidate obstacle, if the traffic priority of the target candidate obstacle at the target track intersection is higher than the traffic priority of the own vehicle at the target track intersection.

As an alternative, the apparatus further includes: a sixth obtaining unit, configured to obtain a safe distance between the autonomous driving function and each candidate obstacle set for the own vehicle before re-planning the initial navigation route track based on the estimated time to obtain the target navigation route track;

a planning unit 810, comprising: and the second planning module is used for re-planning the initial navigation route track based on the estimated time and the safety distance to obtain a target navigation route track so as to keep the safety distance between the vehicle and each alternative obstacle.

According to a further aspect of the embodiments of the present application, there is also provided an electronic device for implementing the above-mentioned device control method, as shown in fig. 10, the electronic device comprising a memory 1002 and a processor 1004, the memory 1002 having stored therein a computer program, the processor 1004 being arranged to execute the steps of any of the method embodiments described above by means of the computer program. The memory 1002 may include, but is not limited to, a first acquiring unit 802, a first determining unit 804, a second acquiring unit 806, a second determining unit 808, and a planning unit 810 in the device control apparatus. In addition, other module units in the above device control apparatus may be included, but are not limited to, and are not described in detail in this example.

According to one aspect of the present application, a computer program product is provided, comprising a computer program/instructions containing program code for performing the method shown in the flow chart. In such embodiments, the computer program may be downloaded and installed from a network via a communication portion, and/or installed from a removable medium. When executed by a central processing unit, performs the various functions provided by the embodiments of the present application.

The foregoing embodiment numbers of the present application are merely for describing, and do not represent advantages or disadvantages of the embodiments.

It should be noted that the computer system of the electronic device is only an example, and should not impose any limitation on the functions and the application scope of the embodiments of the present application.

In particular, according to embodiments of the present application, the processes described in the various method flowcharts may be implemented as computer software programs. For example, embodiments of the present application include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing the method shown in the flowcharts. In such embodiments, the computer program may be downloaded and installed from a network via a communication portion, and/or installed from a removable medium. The computer program, when executed by a central processing unit, performs the various functions defined in the system of the present application.

According to one aspect of the present application, there is provided a computer-readable storage medium, from which a processor of a computer device reads the computer instructions, the processor executing the computer instructions, causing the computer device to perform the methods provided in the various alternative implementations described above.

Alternatively, in the present embodiment, the above-described computer-readable storage medium may be configured to store a computer program for executing the steps of:

s6-1, acquiring an initial navigation route track of a self-vehicle and a predicted running track of each candidate obstacle in a plurality of candidate obstacles, wherein the self-vehicle is a vehicle with an automatic driving function, the initial navigation route track is a running track with the automatic driving function planned for the self-vehicle, and the candidate obstacles are running objects capable of colliding with the self-vehicle;

s6-2, determining at least one candidate obstacle from a plurality of candidate obstacles based on the initial navigation route track and the predicted travel track, wherein the predicted travel track of the candidate obstacle and the initial navigation route track have track crossing points;

s6-3, acquiring the relative distance between each alternative obstacle in at least one alternative obstacle and each corresponding track crossing point, and acquiring the traffic priority associated with each alternative obstacle at each corresponding track crossing point;

S6-4, determining estimated time for each candidate obstacle to reach the corresponding track intersection point by using the relative distance and the traffic priority;

s6-5, when the initial navigation route track contains track crossing points in the estimated time, re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, wherein the target navigation route track avoids the track crossing points in the estimated time.

Alternatively, in this embodiment, it will be understood by those skilled in the art that all or part of the steps in the methods of the above embodiments may be performed by a program for instructing electronic equipment related hardware, and the program may be stored in a computer readable storage medium, where the storage medium may include: flash disk, read-Only Memory (ROM), random-access Memory (Random Access Memory, RAM), magnetic or optical disk, and the like.

The integrated units in the above embodiments may be stored in the above-described computer-readable storage medium if implemented in the form of software functional units and sold or used as separate products. Based on such understanding, the technical solution of the present application may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a storage medium, including several instructions to cause one or more computer devices (which may be personal computers, servers or network devices, etc.) to perform all or part of the steps of the methods of the various embodiments of the present application.

In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.

In several embodiments provided in the present application, it should be understood that the disclosed user equipment may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and are merely a logical functional division, and there may be other manners of dividing the apparatus in actual implementation, for example, multiple units or components may be combined or integrated into another system, 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 through some interfaces, units or modules, or may be in electrical or other forms.

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

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

The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application and are intended to be comprehended within the scope of the present application.

Claims

1. A method of planning a vehicle trajectory, comprising:

the method comprises the steps of obtaining an initial navigation route track of a self-vehicle and a predicted running track of each candidate obstacle in a plurality of candidate obstacles, wherein the self-vehicle is a vehicle with an automatic driving function, the initial navigation route track is a running track planned by the automatic driving function for the self-vehicle, and the candidate obstacles are running objects capable of colliding with the self-vehicle;

determining at least one candidate obstacle from the plurality of candidate obstacles based on the initial navigation route track and the predicted travel track, wherein a track intersection exists between the predicted travel track of the candidate obstacle and the initial navigation route track;

Acquiring the relative distance between each alternative obstacle in the at least one alternative obstacle and the corresponding track crossing point, and acquiring the traffic priority associated with each alternative obstacle at the corresponding track crossing point;

determining estimated time for each candidate obstacle to reach the corresponding track intersection by using the relative distance and the traffic priority;

and under the condition that the initial navigation route track comprises the track crossing point in the estimated time, re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track, wherein the target navigation route track avoids the track crossing point in the estimated time.

2. The method of claim 1, wherein the determining, using the relative distance and the traffic priority, an estimated time for the respective candidate obstacle to be expected to reach the respective corresponding trajectory intersection comprises:

acquiring the running acceleration matched with each alternative obstacle by using the traffic priority, wherein different traffic priorities are matched with different running accelerations;

And under the condition that the current running speeds of the candidate obstacles are acquired, determining the estimated time based on the running speeds, the running accelerations and the relative distances.

3. The method of claim 2, wherein the determining the estimated time based on the travel speed, the travel acceleration, and the relative distance comprises:

acquiring a relation equation among the running speed, the running acceleration, the relative distance and the estimated time, wherein the relation equation is the sum of a first value and a second value, which is equal to the relative distance, the first value is the product of the running speed and the estimated time, the second value is the product of the running acceleration and a third value, and the third value is half of the square value of the estimated time;

substituting the running speed, the running acceleration and the relative distance into the relation equation, and calculating to obtain a target real solution corresponding to the estimated time;

under the condition that the running acceleration is smaller than the negative number of the target proportion, determining that the estimated time does not have the target real solution, wherein the target proportion is the proportion between the square value of the running speed and the relative distance which is doubled;

Determining that a first real solution and a second real solution exist in the estimated time when the running acceleration is greater than a negative number of the target proportion and less than 0, and taking the first real solution as the target real solution when the first real solution is greater than 0 and less than the second real solution;

and under the condition that the running acceleration is larger than 0, determining that the first real number solution and the second real number solution exist in the estimated time, and taking the second real number solution as the target real number solution under the condition that the first real number solution is smaller than 0 and the second real number solution is larger than 0.

4. A method according to any one of claims 1 to 3, wherein said obtaining traffic priorities associated with said respective candidate obstacles at respective corresponding ones of said trajectory intersections comprises:

acquiring a target lane containing the track intersection on the initial navigation route track;

allocating the corresponding passing priority for each candidate obstacle by utilizing the target lane;

the allocating, by using the target lane, the traffic priority corresponding to each candidate obstacle, including at least one of the following:

A traffic sign is arranged on the target lane, or a first traffic priority is allocated to the alternative obstacle under the condition that the vehicle turns on the target lane and the alternative obstacle moves straight on the target lane;

if the traffic sign is not arranged on the target lane, the vehicle stops before entering the intersection of the target lane, and the alternative obstacle is on the left and right lanes of the target lane, or the vehicle and the alternative obstacle execute turning operations in opposite directions on the target lane, a second passing priority is allocated to the alternative obstacle;

assigning a third travel priority to the candidate obstacle in a case where the own vehicle and the candidate obstacle are traveling straight in the target lane or the own vehicle and the candidate obstacle perform a turning operation in the same direction in the target lane;

and when the traffic sign is arranged on the target lane and the own vehicle prioritizes the alternative obstacle, or the own vehicle runs straight on the target lane and the alternative obstacle turns on the target lane, a fourth traffic priority is allocated to the alternative obstacle.

5. A method according to any one of claims 1 to 3, wherein before said re-planning said initial navigational route trajectory based on said estimated time resulting in a target navigational route trajectory, said method further comprises:

acquiring the current running speed of the self-vehicle, and the limiting speed of a target lane containing the track intersection on the initial navigation route track, and acquiring the minimum acceleration and the maximum acceleration set by the automatic driving function for the self-vehicle, wherein the limiting speed comprises an upper limit speed and a lower limit speed;

adding the product of the maximum acceleration and a preset duration to obtain the maximum running speed which can be achieved by the self-vehicle in the preset duration on the basis of the current running speed of the self-vehicle, wherein the maximum running speed is smaller than or equal to the upper speed limit; subtracting the product of the minimum acceleration and the preset duration on the basis of the current running speed of the self-vehicle to obtain the minimum running speed which can be achieved by the self-vehicle within the preset duration, wherein the minimum running speed is greater than or equal to the lower limit speed;

Obtaining a plurality of target track points contained in the initial navigation route track in the estimated time according to the maximum running speed and the maximum running speed, wherein the target track points are used for representing the reachable positions of the self-vehicle in the estimated time;

and determining that the track of the initial navigation route comprises the track crossing point in the estimated time when the plurality of target track points comprise the track crossing point.

6. A method according to any one of claims 1 to 3, wherein the re-planning the initial navigation route trajectory based on the estimated time to obtain a target navigation route trajectory comprises:

acquiring a target track intersection point contained in the initial navigation route track in the estimated time;

determining a target alternative obstacle corresponding to the target track intersection point;

acquiring a traffic priority associated with the target candidate obstacle at the target track intersection and a traffic priority associated with the own vehicle at the target track intersection, wherein the traffic priority is used for indicating the traffic sequence of a plurality of running objects running on the same lane when intersection occurs;

And when the traffic priority of the target alternative obstacle at the target track intersection is higher than the traffic priority of the own vehicle at the target track intersection, re-planning the initial navigation route track to obtain the target navigation route track so that the own vehicle can let the target alternative obstacle.

7. A method according to any one of claim 1 to 3, wherein,

before the initial navigation route track is re-planned based on the estimated time to obtain a target navigation route track, the method further comprises: acquiring a safety distance between the automatic driving function and each alternative obstacle, which is set for the own vehicle;

the re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track comprises the following steps: and re-planning the initial navigation route track based on the estimated time and the safety distance to obtain the target navigation route track so as to keep the safety distance between the vehicle and each candidate obstacle.

8. A vehicle trajectory planning device, characterized by comprising:

the vehicle navigation system comprises a first acquisition unit, a second acquisition unit and a control unit, wherein the first acquisition unit is used for acquiring an initial navigation route track of a vehicle and a predicted running track of each candidate obstacle in a plurality of candidate obstacles, the vehicle is a vehicle for starting an automatic driving function, the initial navigation route track is a running track planned by the automatic driving function for the vehicle, and the candidate obstacles are running objects capable of colliding with the vehicle;

a first determining unit configured to determine at least one candidate obstacle from the plurality of candidate obstacles based on the initial navigation route trajectory and the predicted travel trajectory, where a trajectory intersection exists between the predicted travel trajectory of the candidate obstacle and the initial navigation route trajectory;

a second obtaining unit, configured to obtain a relative distance between each candidate obstacle in the at least one candidate obstacle and the corresponding track intersection, and obtain a traffic priority associated with each candidate obstacle at the corresponding track intersection;

a second determining unit, configured to determine, using the relative distance and the traffic priority, estimated times at which the respective candidate obstacles are expected to reach the respective corresponding trajectory intersections;

And the planning unit is used for re-planning the initial navigation route track based on the estimated time to obtain a target navigation route track under the condition that the initial navigation route track contains the track crossing point in the estimated time, wherein the target navigation route track avoids the track crossing point in the estimated time.

9. A computer-readable storage medium, characterized in that the computer-readable storage medium comprises a stored program, wherein the program, when run by an electronic device, performs the method of any one of claims 1 to 7.

10. An electronic device comprising a memory and a processor, characterized in that the memory has stored therein a computer program, the processor being arranged to execute the method according to any of the claims 1 to 7 by means of the computer program.