CN116588136A

CN116588136A - Method, device, equipment and medium for generating vehicle drivable area

Info

Publication number: CN116588136A
Application number: CN202310483795.5A
Authority: CN
Inventors: 苏斌; 许林; 王振振
Original assignee: Chongqing Seres New Energy Automobile Design Institute Co Ltd
Current assignee: Chongqing Seres New Energy Automobile Design Institute Co Ltd
Priority date: 2023-04-28
Filing date: 2023-04-28
Publication date: 2023-08-15

Abstract

The application provides a method, a device, equipment and a medium for generating a vehicle drivable area, and relates to the technical field of vehicles. The method comprises the following steps: acquiring an initial drivable area of a vehicle to be planned; acquiring at least one initial obstacle region of a vehicle to be planned; in the at least one initial obstacle region, any two adjacent initial obstacle regions with the obstacle distance not meeting the preset vehicle passing condition are communicated to obtain at least one target obstacle region; a target drivable region of the vehicle to be planned is determined on the basis of the initial drivable region and the at least one target obstacle region. By the technical scheme provided by the embodiment of the application, the driving safety of the vehicle can be improved.

Description

Method, device, equipment and medium for generating vehicle drivable area

Technical Field

The present application relates to the field of vehicle technologies, and in particular, to a method, an apparatus, a device, and a medium for generating a vehicle drivable region.

Background

With the development of vehicle driving technology, automatic driving is also one of important research directions as an important automobile auxiliary driving function. In the automatic driving technology, since a path planning is required based on determining a vehicle drivable area, how to generate the vehicle drivable area is a technical problem to be solved.

In the technical scheme in the prior art, the accuracy of the generated drivable area is often reduced, so that the driving safety of the vehicle is caused.

Disclosure of Invention

In view of the foregoing drawbacks or shortcomings in the prior art, the present application is directed to a method, apparatus, device, and medium for generating a vehicle drivable region, which can improve driving safety of a vehicle.

The method for generating the vehicle drivable area provided by the embodiment of the application comprises the following steps:

acquiring an initial drivable area of a vehicle to be planned;

acquiring at least one initial obstacle region of a vehicle to be planned;

in the at least one initial obstacle region, any two adjacent initial obstacle regions with the obstacle distance not meeting the preset vehicle passing condition are communicated to obtain at least one target obstacle region;

a target drivable region of the vehicle to be planned is determined on the basis of the initial drivable region and the at least one target obstacle region.

In one embodiment, the preset vehicle passing condition includes: the obstacle distance is larger than the size parameter of the vehicle to be planned;

communicating any two adjacent initial obstacle regions with the obstacle distance not meeting the preset vehicle passing condition to obtain at least one target obstacle region, wherein the method comprises the following steps:

For any two adjacent initial obstacle regions, the following steps are performed:

determining an obstacle distance between any two adjacent initial obstacle regions;

under the condition that the distance between the obstacles is larger than the size parameter, taking any two initial obstacle areas as target obstacle areas respectively;

and under the condition that the barrier distance is smaller than or equal to the size parameter, communicating any two initial barrier areas into one target barrier area.

In one embodiment, acquiring at least one initial obstacle region of a vehicle to be planned includes:

for each obstacle, the following steps are performed:

acquiring an obstacle boundary of each obstacle;

determining a plurality of first keypoints on the obstacle boundary;

among the plurality of first key points, aiming at the current first key point, determining the nearest first key point of the current first key point, connecting the current first key point with the nearest first key point, taking the nearest first key point as a new current first key point, returning to the step of determining the nearest first key point of the current first key point until the last first key point is taken as the nearest first key point, connecting the last first key point with the first key point to obtain a polygon, and determining the area enclosed by the polygon as an initial obstacle area corresponding to an obstacle.

In one embodiment, prior to acquiring the obstacle boundary for each obstacle, the method further comprises:

acquiring an initial boundary and an obstacle type of each obstacle, and acquiring motion information of each obstacle;

and expanding the initial boundary by using the type of the obstacle and the motion information to obtain an obstacle boundary of each obstacle.

In one embodiment, determining a target drivable region of a vehicle to be planned based on an initial drivable region and at least one target obstacle region comprises:

determining a current drivable region of the vehicle to be planned based on the initial drivable region and the at least one target obstacle region;

determining a plurality of second key points in each boundary curve of the current drivable area;

in the plurality of second key points, adopting N times of polynomial fitting to obtain a route segment between any two adjacent second key points, and obtaining a plurality of curve segments, wherein N is any positive integer greater than or equal to 2;

connecting a plurality of curve segments to obtain a target boundary curve;

and updating the boundary curve of the current drivable region by using the target boundary curve to obtain the target drivable region.

In one embodiment, before the route segment between any two adjacent second keypoints is obtained by using polynomial fitting of N times in the plurality of second keypoints, the method further comprises:

Acquiring a current driving scene of a vehicle to be planned;

setting N as a first integer value under the condition that the current driving scene is a standard driving scene;

in the case where the current driving scenario is a complex driving scenario, N is set to a second integer value, wherein the second integer value is greater than the first integer value.

In one embodiment, connecting a plurality of curve segments to obtain a target boundary curve includes:

determining an estimated position of the vehicle to be planned after a preset time based on the current position of the vehicle to be planned and the running speed of the vehicle to be planned;

determining the farthest position of the obstacle from the vehicle to be planned;

and connecting the plurality of curve segments, and determining a target boundary curve taking the estimated position as a starting point and the farthest position as an end point.

The embodiment of the application also provides a device for generating the vehicle running area, which comprises the following steps:

the first region acquisition module is used for acquiring an initial drivable region of the vehicle to be planned;

the second area acquisition module is used for acquiring at least one initial obstacle area of the vehicle to be planned;

the first area processing module is used for communicating any two adjacent initial obstacle areas with the obstacle distance not meeting the preset vehicle passing condition in the at least one initial obstacle area to obtain at least one target obstacle area;

And the second area processing module is used for determining a target drivable area of the vehicle to be planned based on the initial drivable area and the at least one target obstacle area.

The embodiment of the application also provides electronic equipment, which comprises: a processor; and a memory for storing executable instructions of the processor; wherein the processor is configured to perform the above-described vehicle drivable region generation method via execution of the executable instructions.

The embodiment of the application also provides a computer readable storage medium, on which a computer program is stored, which when executed by a processor, implements the method for generating a vehicle drivable region as described above.

In summary, the application provides a method, a device, equipment and a medium for generating a vehicle drivable area, which are used for communicating an initial obstacle area with an obstacle distance which does not meet a preset vehicle passing condition as a target obstacle area. In the embodiment of the application, the area between the obstacles which are not allowed to pass through is divided into the obstacle areas by the mode of combining the initial obstacle areas, so that the invalid occupation of the drivable area is avoided, the rationality of path planning is improved, and the driving safety of the vehicle is improved.

Drawings

FIG. 1 illustrates a scene diagram of an exemplary autopilot scene;

FIG. 2 illustrates a schematic diagram of an exemplary vehicle travelable region generation scheme provided by an embodiment of the present application;

fig. 3 is a flowchart of a method for generating a vehicle drivable region in an embodiment of the present application;

FIG. 4 illustrates a schematic diagram of processing logic for an exemplary initial obstacle region provided by an embodiment of the present application;

FIG. 5 illustrates a schematic diagram of an exemplary target obstacle region provided by an embodiment of the present application;

FIG. 6 illustrates a schematic process diagram of an exemplary target boundary curve provided by an embodiment of the present application;

fig. 7 is a schematic structural diagram of a device for generating a vehicle drivable region according to an embodiment of the present application;

fig. 8 is a block diagram of an electronic device according to an embodiment of the present application; and

fig. 9 shows a schematic diagram of a computer-readable storage medium provided by an embodiment of the disclosure.

Detailed Description

The application is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the application and are not limiting of the application. It should be noted that, for convenience of description, only the portions related to the application are shown in the drawings.

It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other. The application will be described in detail below with reference to the drawings in connection with embodiments.

In the field of automatic driving, an automatic driving system can realize automatic driving of a vehicle by means of an artificial intelligent algorithm, various vehicle-mounted radars, visual sensors, an in-vehicle state monitoring device, an external V2X (vehicle-road cooperative system) and the like. An autopilot system is a very complex set of techniques that can route and speed plan automobiles in ways that can be used to classify obstacle targets, process logic for different obstacles, distinguish between different scenarios, driver driving preferences, and the like. The planning process involves parameters such as tangential angle of the path, curvature change rate, sampling distance of the vehicle, speed, acceleration change rate and the like. And the planned values can be output to the related executing mechanisms through the horizontal and vertical control models, so that the whole automatic driving process is completed. The complexity of the processing object is different for different driving classes. For example, the method can perform secondary treatment on obstacles in different scenes, better meet planning targets and path planning tasks, realize automatic driving targets and realize safe, reliable and comfortable path planning. Among these, the generation of the drivable area is the most critical one. In the low-level, the boundaries of the obstacle are connected by a dotted line in the lane space based on the travelable.

In one related art, a dotted line connection is adopted, from a boundary cut-off point where a vehicle can run to a point where the furthest end of an obstacle is away from a lane boundary, an obstacle and a feasible region are distinguished by a line between the points, and the distinguished line is taken as a generated boundary.

Fig. 1 shows a schematic view of an exemplary autopilot scenario. As shown in fig. 1, the scenario is an autonomous driving scenario of the vehicle 10 on the road 20. When the vehicle 10 to be planned encounters an obstacle 20, a drivable area will not be accurately generated, resulting in driving safety of the vehicle.

Based on the above, the application provides a method, a device, equipment and a medium for generating a vehicle drivable region, which can be applied to an automatic driving scene of a vehicle. By the technical scheme provided by the disclosure, invalid occupation of a drivable area is avoided, and rationality of path planning is improved, so that driving safety of a vehicle is improved.

In order to facilitate understanding of the technical solution provided by the embodiments of the present application, an example will be described below.

In one example, fig. 2 illustrates a schematic diagram of an exemplary vehicle drivable region generation scheme provided by an embodiment of the present application. As shown in fig. 2, after the initial travelable region D10 of the vehicle 10 to be planned is generated, the target travelable region D30 of the vehicle to be planned may be generated based on the obstacle region D20, so that the rationality of the travelable region and, thus, the rationality of the path planning is improved, thereby improving the driving safety of the vehicle.

After the technical scheme provided by the embodiment of the present application is initially known, a specific description of the technical scheme provided by the embodiment of the present application is continued.

The embodiment of the application provides a method for generating a vehicle drivable area, which can be executed by equipment with data processing capability. Fig. 3 is a flowchart illustrating a method for generating a vehicle drivable region according to an embodiment of the present application, and as shown in fig. 3, the method for generating a vehicle drivable region according to an embodiment of the present application includes the following steps S310 to S340.

S310, acquiring an initial drivable area of the vehicle to be planned.

As for a vehicle to be planned, it may refer to a vehicle for which path planning is required. For example, it may be a pure electric vehicle, an extended range electric vehicle, or a hybrid vehicle, a motor vehicle, or the like, without particular limitation.

As for the initial travelable region, it may refer to a preliminary generated travelable region. In some embodiments, the initial travelable region may be a first travelable region of the vehicle to be planned, which is obtained through map information. In other embodiments, the initial travelable region may be a second travelable region determined by a sensing device of the vehicle. The sensing device may be a visual sensing device, for example. In still other embodiments, the initial travelable region may be determined in accordance with the first travelable region and the second travelable region described above. For example, it may be an overlapping region of the first drivable region and the second drivable region. It should be noted that, the initial drivable region of the vehicle to be planned may also be obtained by other means capable of obtaining the drivable region of the vehicle, which is not particularly limited.

S320, at least one initial obstacle region of the vehicle to be planned is acquired.

In some embodiments, the area of an obstacle may be considered as an initial obstacle area.

In other embodiments, a polygon formed by connecting points on the boundary of an obstacle may be determined as an initial obstacle region.

Accordingly, S320 may include steps A1 to A3 for each obstacle.

And step A1, obtaining an obstacle boundary of each obstacle.

In one embodiment, for an obstacle boundary, it may be the original boundary of the obstacle.

In another embodiment, the obstacle boundary may be a boundary after the original boundary expansion process for the obstacle. Accordingly, before step A1, the following steps A4 and A5 may be further included.

And step A4, acquiring an initial boundary and an obstacle type of each obstacle, and acquiring motion information of each obstacle.

For the type of obstacle, one or more of pedestrians, two wheelers, carts, large trucks, unclassified obstacles may be included. For example, a vehicle having a length greater than a preset nominal length may be identified as a large truck. The preset calibration length may be set according to practical situations and specific situations, for example, may be 10m (meters), which is not particularly limited. It should be noted that other barrier types, such as a roadblock, may be set according to actual needs and specific requirements, and this is not particularly limited.

In some embodiments, the type of obstacle may be determined by sensing information acquired by sensing devices on the vehicle, speed, pose (heading angle) of the obstacle, and position information of the laser point cloud in the image.

For the motion information, the motion information may include motion state information of a static obstacle or a dynamic obstacle, for example. Still further exemplary, the motion information may include motion information of a motion speed, a motion acceleration, a motion direction, and the like.

And step A5, expanding the initial boundary by utilizing the type of the obstacle and the motion information to obtain an obstacle boundary of each obstacle.

In one example, the initial boundary may be inflated according to the type of obstacle. For example, if the boundary of the obstacle is not complete due to the pose, the obstacle can be complemented according to the type of the obstacle, so that the accuracy of the determined boundary of the obstacle is improved.

In another example, when the obstacle is a dynamic obstacle, the obstacle may be inflated along the movement direction of the obstacle to accurately process the boundary of the obstacle according to the influence of the obstacle on the driving safety of the vehicle, improving the determined boundary of the obstacle. Alternatively, in the case where the motion information includes motion parameters such as a lateral curvature, a lateral velocity, a lateral acceleration, and the like, the obstacle may be inflated along the motion direction thereof according to the motion parameters. Alternatively, the larger the motion parameter, the longer the expansion length.

In still another example, it may be further subjected to expansion processing using one of the obstacle type, the operation information, and the like, which is not particularly limited, and reference may be made to the description of the above examples.

And step A2, determining a plurality of first key points on the boundary of the obstacle. In one example, the first keypoints may comprise: vertices on the obstacle boundary and/or sampling points on the obstacle boundary. For example, one sampling point may be determined every preset distance on the obstacle boundary. The preset distance may be set according to an actual scene and specific requirements, for example, 0.2 meters, which is not particularly limited.

And step A3, determining the nearest first key point of the current first key point in the plurality of first key points, connecting the current first key point with the nearest first key point, taking the nearest first key point as the new current first key point, returning to the step of determining the nearest first key point of the current first key point until the last first key point is taken as the nearest first key point, connecting the last first key point with the first key point to obtain a polygon, and determining the area formed by enclosing the polygon as an initial obstacle area corresponding to the obstacle. In one example, one initial first key point may be arbitrarily selected or selected according to a preset rule among the plurality of first key points.

In one example, in step A3, a distance between the current first keypoint and each of the remaining first keypoints may be determined, and the first keypoint corresponding to the minimum distance is determined as a new current first keypoint, and the new first keypoint is removed from the remaining first keypoints.

Through the steps A1 to A3, the obstacle boundary can be accurately generated in a key point connection mode, so that the accuracy of a target feasible region is improved, and the driving safety of a vehicle is improved.

And S330, in the at least one initial obstacle region, any two adjacent initial obstacle regions with the obstacle distance not meeting the preset vehicle passing condition are communicated, so that at least one target obstacle region is obtained.

The preset vehicle passing condition may refer to a condition that the vehicle is required to satisfy from the obstacle distance between two obstacles when the vehicle is able to pass normally between the two obstacles. Accordingly, when the preset vehicle passing condition is met, the vehicle to be planned is characterized as being capable of passing between two obstacles. And when the preset vehicle passing condition is not met, indicating that the vehicle to be planned cannot pass between the two obstacles. In one embodiment, the preset vehicle traffic conditions may include the obstacle spacing being greater than a dimensional parameter of the vehicle to be planned. The size parameter may be a width of the vehicle to be planned, or a product of the vehicle to be planned and a preset multiple. Wherein the preset multiple may be greater than 1. In one embodiment, when the connecting line between two points closest to each other of the adjacent two initial obstacle regions is parallel to the vehicle width direction, the dimension parameter may be the width of the vehicle to be planned, or the product of the width and the first preset multiple. And when an included angle exists between a connecting line between two points closest to each other of two adjacent initial obstacle regions and the vehicle width direction, the dimension parameter may be a product of the width and a second preset multiple, and the second preset multiple is greater than the first preset multiple. In one example, the first preset multiple may be determined from a vehicle speed, a vehicle lateral acceleration, a vehicle lateral speed, and the like. For example, the higher the vehicle speed, the larger the value of the first preset multiple.

In some embodiments, S330 may include steps B1 to B3 for any adjacent two initial obstacle regions.

And B1, determining the barrier distance between any two adjacent initial barrier areas. The distance between the two adjacent initial obstacle regions may be the smallest distance between the two adjacent initial obstacle regions, or may be the distance between the centroids of the two adjacent initial obstacle regions, which is not particularly limited.

And B2, taking any two initial obstacle regions as one target obstacle region respectively under the condition that the obstacle distance is larger than the size parameter. In one example, FIG. 4 illustrates a schematic diagram of processing logic for an exemplary initial obstacle region provided by an embodiment of the present application; fig. 5 illustrates a schematic diagram of an exemplary target obstacle region provided by an embodiment of the present application. As shown in fig. 4, the vehicle body width of the vehicle 10 to be planned is a first width value W0, and the obstacle distance between the initial obstacle region D1 and the initial obstacle region D2 is W1. When the obstacle distance W1 is greater than the first width value W0, the initial obstacle region D1 and the initial obstacle region D2 may be respectively regarded as one target obstacle region.

And B3, under the condition that the barrier distance is smaller than or equal to the size parameter, communicating any two initial barrier areas into one target barrier area. In one example, with continued reference to fig. 4 and 5, when the obstacle distance W1 is less than or equal to the first width value W0, as shown in fig. 5, the communication area D3 of the starting obstacle area D1 and the initial obstacle area D2 serves as one target obstacle area.

S340 determining a target drivable region of the vehicle to be planned based on the initial drivable region and the at least one target obstacle region.

In some embodiments, the remaining area of the initial travelable area other than the at least one target obstacle area may be determined as the target travelable area.

In other embodiments, after determining the remaining area of the initial drivable area other than the at least one target obstacle area, the remaining area may be further optimized using road traffic rules and/or a vehicle kinematic model to obtain the target drivable area. For example, a first drivable region corresponding to a road traffic rule may be determined. And determining an overlapping area of the first travelable region and the remaining region as a target travelable region. Further, for example, the vehicle kinematic model may be used to optimize the regions such as the inflection points of the remaining regions, so that the generated target drivable region can meet the vehicle dynamics requirements and the kinematic requirements. By way of example, the lateral curvature, speed, acceleration, lateral speed of the vehicle can be input into the kinematic model, the remaining area can be optimized, and the situation that the turning angle of the vehicle exceeds the limit turning angle and the like is avoided. The kinematic model may be set in a preset kinematic equation or may be obtained by training, which is not particularly limited. For example, the distance from the corner of the vehicle to the vehicle can be equal to a preset multiple of the width of the vehicle body when the vehicle turns through the kinematic model, which is not particularly limited. Wherein the preset multiple may be 1.5 times, etc.

In some embodiments, step S340 may include steps C1 to C3 described below.

Step C1, determining the current drivable area of the vehicle to be planned based on the initial drivable area and at least one target obstacle area. The content of determining the current drivable area may refer to the relevant content of the above part of the embodiments of the present disclosure, which is not described herein.

And C2, determining a plurality of second key points in each boundary curve of the current drivable area. The specific content of determining the second key point may be referred to the related description of the first key point in the foregoing portion of the embodiments of the present disclosure, which is not repeated herein.

Illustratively, FIG. 6 shows a schematic process diagram of an exemplary target boundary curve provided by an embodiment of the present application. As shown in fig. 6, a plurality of second key points P1 to P11 may be determined on a boundary curve shown by a dotted line.

And C3, in the second key points, adopting N times of polynomial fitting to obtain a route segment between any two adjacent second key points, and obtaining a plurality of curve segments, wherein N is any positive integer greater than or equal to 2. Illustratively, with continued reference to fig. 6, a curve segment shown by a solid line may be generated by fitting between the second key point P1 and the second key point P2, a curve segment shown by a solid line may be generated by fitting between the second key point P2 and the second key point P3, … …, and a curve segment shown by a solid line may be generated by fitting between the second key point P10 and the second key point P11, resulting in 10 curve segments in total.

In one embodiment, N may be a preset value, which may be set according to an actual scenario and specific requirements, for example, may be set to 3, which is not particularly limited.

In another embodiment, N may be determined from a driving scenario of the vehicle.

Accordingly, before step C3, steps C61 to C63 may also be included.

Step C61, obtaining the current driving scene of the vehicle to be planned.

Step C62, setting N as a first integer value in the case that the current driving scene is the standard driving scene.

By way of example, the standard driving scenario may be a standardized scenario of expressways, etc.

Step C63, setting N to the second integer value in the case where the current driving scene is a complex driving scene. Wherein the second integer value is greater than the first integer value.

For example, the complex driving scenario may be a predefined, more complex driving environment scenario. For example, the scene such as urban roads can be used.

In one example, the first integer value may be 3 and the second integer value may be 4 or 5, without limitation.

Through the steps C61 to C63, the power grade of the polynomial can be selected according to the complex condition of the road, and for the standard driving scene with simpler road condition, the smaller first integer value can be selected as N to carry out boundary fitting, so that the fitting accuracy is ensured, and the fitting difficulty and the fitting time are reduced. And for a complex driving scene with complex road conditions, selecting a larger second integer value as N to perform boundary fitting, so that the fitting accuracy of the complex boundary in the complex driving scene is ensured.

And C4, connecting a plurality of curve segments to obtain a target boundary curve.

In one embodiment, step C4 may include steps C41 to C43 described below.

And step C41, determining the estimated position of the vehicle to be planned after the preset time based on the current position of the vehicle to be planned and the running speed of the vehicle to be planned. The preset time may be selected according to the actual situation and the specific scenario, for example, may be a safe time.

The estimated position may be a sum of the estimated travel distance and the current position, where the estimated travel distance may be a product of a preset time and a travel speed. Optionally, a safety distance threshold may be further added to ensure driving safety, which is not particularly limited.

Step C42, determining the farthest position of the obstacle from the vehicle to be planned.

Illustratively, the furthest position may be the furthest position that can be detected.

And step C43, connecting a plurality of curve segments, and determining a target boundary curve taking the estimated position as a starting point and the farthest position as an end point.

Through steps C41 to C43 of the embodiment of the present disclosure, a vehicle drivable region after a preset time can be generated at the current time, so that a vehicle driving route after the preset time can be planned in advance at the current time, and the planning precision and driving safety are improved.

And step C5, updating the boundary curve of the current drivable region by using the target boundary curve to obtain the target drivable region.

Through the steps C1 to C5, the generated target boundary does not have sharp points in a polynomial curve fitting mode, so that planning blind areas in narrow space planning are avoided, the risk of vehicle collision when a vehicle to be planned passes through the blind areas is avoided, and the vehicle driving safety is improved. And the driving comfort of the driver is improved in a mode of avoiding the conditions such as sharp turning and the like.

According to the method for generating the vehicle drivable region, the initial obstacle region with the obstacle distance which does not meet the preset vehicle passing condition is communicated to be the target obstacle region. In the embodiment of the application, the area between the obstacles which are not allowed to pass through is divided into the obstacle areas by the mode of combining the initial obstacle areas, so that the invalid occupation of the drivable area is avoided, the rationality of path planning is improved, and the driving safety of the vehicle is improved.

Based on the same inventive concept, the embodiment of the application also provides a device for generating the vehicle running area, as in the following embodiment.

Fig. 7 is a schematic structural diagram of a vehicle drivable region generating device according to an embodiment of the present application, and as shown in fig. 7, the vehicle drivable region generating device 700 includes: a first region acquisition module 710, a second region acquisition module 720, a first region processing module 730, and a second region processing module 740.

A first region acquisition module 710 is configured to acquire an initial drivable region of the vehicle to be planned.

A second area acquisition module 720, configured to acquire at least one initial obstacle area of the vehicle to be planned.

The first area processing module 730 is configured to communicate any two adjacent initial obstacle areas with an obstacle distance that does not meet a preset vehicle passing condition in the at least one initial obstacle area, so as to obtain at least one target obstacle area.

The second area processing module 740 is configured to determine a target drivable area of the vehicle to be planned based on the initial drivable area and the at least one target obstacle area.

In one embodiment, the preset vehicle passing condition includes: the obstacle distance is larger than the size parameter of the vehicle to be planned; the first area processing module 730 is specifically configured to:

determining an obstacle distance between any two adjacent initial obstacle regions for any two adjacent initial obstacle regions;

For any two adjacent initial obstacle regions, under the condition that the obstacle distance is larger than the size parameter, taking the two initial obstacle regions as target obstacle regions respectively;

and for any two adjacent initial obstacle regions, under the condition that the obstacle distance is smaller than or equal to the size parameter, communicating the two initial obstacle regions into a target obstacle region.

In one embodiment, the second region acquisition module 720 is specifically configured to:

for each obstacle, the following steps are performed:

acquiring an obstacle boundary of each obstacle;

determining a plurality of first keypoints on the obstacle boundary;

In one embodiment, the vehicle drivable region generating apparatus 700 further includes:

the information acquisition module is used for acquiring the initial boundary and the type of each obstacle and acquiring the motion information of each obstacle;

and the boundary processing module is used for expanding the initial boundary by utilizing the type of the obstacle and the motion information to obtain the obstacle boundary of each obstacle.

In one embodiment, the second region processing module 740 is specifically configured to:

connecting a plurality of curve segments to obtain a target boundary curve;

The scene acquisition module is used for acquiring the current driving scene of the vehicle to be planned;

the parameter setting module is used for setting N as a first integer value under the condition that the current driving scene is a standard driving scene; and setting N to a second integer value in the case where the current driving scene is a complex driving scene, wherein the second integer value is greater than the first integer value.

According to the vehicle drivable region generating device, the initial obstacle regions with the obstacle distances not meeting the preset vehicle passing conditions are communicated to form the target obstacle regions. In the embodiment of the application, the area between the obstacles which are not allowed to pass through is divided into the obstacle areas by the mode of combining the initial obstacle areas, so that the invalid occupation of the drivable area is avoided, the rationality of path planning is improved, and the driving safety of the vehicle is improved.

It should be noted that, the apparatus 700 for generating a vehicle drivable area shown in fig. 7 may perform the steps in the method embodiments shown in fig. 3 to 6, and implement the processes and effects in the method embodiments shown in fig. 3 to 6, which are not described herein.

Those skilled in the art will appreciate that the various aspects of the application may be implemented as a system, method, or program product. Accordingly, aspects of the application may be embodied in the following forms, namely: an entirely hardware embodiment, an entirely software embodiment (including firmware, micro-code, etc.) or an embodiment combining hardware and software aspects may be referred to herein as a "circuit," module "or" system.

An electronic device 800 according to such an embodiment of the application is described below with reference to fig. 8. The electronic device 800 shown in fig. 8 is merely an example and should not be construed as limiting the functionality and scope of use of embodiments of the present application.

As shown in fig. 8, the electronic device 800 is embodied in the form of a general purpose computing device. Components of electronic device 800 may include, but are not limited to: the at least one processing unit 810, the at least one memory unit 820, and a bus 830 connecting the various system components, including the memory unit 820 and the processing unit 810.

Wherein the storage unit stores program code that is executable by the processing unit 810 such that the processing unit 810 performs steps according to various exemplary embodiments of the present application described in the above section of the "exemplary method" of the present specification.

The storage unit 820 may include readable media in the form of volatile storage units, such as Random Access Memory (RAM) 8201 and/or cache memory 8202, and may further include Read Only Memory (ROM) 8203.

Storage unit 820 may also include a program/utility 8204 having a set (at least one) of program modules 8205, such program modules 8205 including, but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment.

Bus 830 may be one or more of several types of bus structures including a memory unit bus or memory unit controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

The electronic device 800 may also communicate with one or more external devices 840 (e.g., keyboard, pointing device, bluetooth device, etc.), one or more devices that enable a user to interact with the electronic device 800, and/or any device (e.g., router, modem, etc.) that enables the electronic device 800 to communicate with one or more other computing devices. Such communication may occur through an input/output (I/O) interface 850.

Also, electronic device 800 may communicate with one or more networks such as a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network, such as the Internet, through network adapter 860.

As shown in fig. 8, network adapter 860 communicates with other modules of electronic device 800 over bus 830.

It should be appreciated that although not shown, other hardware and/or software modules may be used in connection with electronic device 800, including, but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, data backup storage systems, and the like.

From the above description of embodiments, those skilled in the art will readily appreciate that the example embodiments described herein may be implemented in software, or may be implemented in software in combination with the necessary hardware. Thus, the technical solution according to the embodiments of the present application may be embodied in the form of a software product, which may be stored in a non-volatile storage medium (may be a CD-ROM, a U-disk, a mobile hard disk, etc.) or on a network, and includes several instructions to cause a computing device (may be a personal computer, a server, a terminal device, or a network device, etc.) to perform the method according to the embodiments of the present application.

In an exemplary embodiment of the present application, a computer-readable storage medium, which may be a readable signal medium or a readable storage medium, is also provided. Fig. 9 illustrates a schematic diagram of a computer-readable storage medium provided by an embodiment of the present disclosure, where, as shown in fig. 9, a program product capable of implementing the method of the present disclosure is stored on the computer-readable storage medium 900.

In some possible embodiments, the aspects of the application may also be implemented in the form of a program product comprising program code for causing a terminal device to carry out the steps according to the various exemplary embodiments of the application as described in the "exemplary method" section of this specification, when the program product is run on the terminal device.

More specific examples of the computer readable storage medium in the present application may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

In the present application, a computer readable storage medium may include a data signal propagated in baseband or as part of a carrier wave, with readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing.

A readable signal medium may also be any readable medium that is not a readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

In some examples, program code embodied on a computer readable storage medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

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

In the case of remote computing devices, the remote computing device may be connected to the user computing device through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computing device (e.g., connected via the Internet using an Internet service provider).

Embodiments of the present disclosure provide 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 method of generating the vehicle drivable region provided in various alternative ways in any of the embodiments of the present disclosure.

It should be noted that although in the above detailed description several modules or units of a device for action execution are mentioned, such a division is not mandatory. Indeed, the features and functions of two or more modules or units described above may be embodied in one module or unit in accordance with embodiments of the application. Conversely, the features and functions of one module or unit described above may be further divided into a plurality of modules or units to be embodied.

Furthermore, although the steps of the methods of the present application are depicted in the accompanying drawings in a particular order, this is not required to either imply that the steps must be performed in that particular order, or that all of the illustrated steps be performed, to achieve desirable results. Additionally or alternatively, certain steps may be omitted, multiple steps combined into one step to perform, and/or one step decomposed into multiple steps to perform, etc.

From the description of the above embodiments, those skilled in the art will readily appreciate that the example embodiments described herein may be implemented in software, or may be implemented in software in combination with the necessary hardware.

Thus, the technical solution according to the embodiments of the present application may be embodied in the form of a software product, which may be stored in a non-volatile storage medium (may be a CD-ROM, a U-disk, a mobile hard disk, etc.) or on a network, and includes several instructions to cause a computing device (may be a personal computer, a server, a mobile terminal, or a network device, etc.) to perform the method according to the embodiments of the present application.

Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein.

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

Claims

1. A method of generating a vehicle drivable region, the method comprising:

acquiring an initial drivable area of a vehicle to be planned;

acquiring at least one initial obstacle region of the vehicle to be planned;

a target drivable region of the vehicle to be planned is determined based on the initial drivable region and the at least one target obstacle region.

2. The method of claim 1, wherein the preset vehicle pass condition comprises: the obstacle distance is larger than the size parameter of the vehicle to be planned;

Any two adjacent initial obstacle regions with the obstacle distance not meeting the preset vehicle passing condition are communicated to obtain at least one target obstacle region, and the method comprises the following steps:

taking any two initial obstacle areas as one target obstacle area respectively under the condition that the obstacle distance is larger than the size parameter;

3. The method according to claim 1, wherein said acquiring at least one initial obstacle region of the vehicle to be planned comprises:

for each obstacle, the following steps are performed:

acquiring an obstacle boundary of each obstacle;

determining a plurality of first keypoints on the obstacle boundary;

and determining the nearest first key point of the current first key point, connecting the current first key point with the nearest first key point, taking the nearest first key point as a new current first key point, returning to the step of determining the nearest first key point of the current first key point until the last first key point is taken as the nearest first key point, connecting the last first key point with the first key point to obtain a polygon, and determining the area enclosed by the polygon as an initial obstacle area corresponding to the obstacle.

4. A method according to claim 3, wherein prior to said acquiring the obstacle boundary of each obstacle, the method further comprises:

and expanding the initial boundary by utilizing the obstacle type and the motion information to obtain an obstacle boundary of each obstacle.

5. The method of claim 1, wherein the determining the target drivable region of the vehicle to be planned based on the initial drivable region and the at least one target obstacle region comprises:

in the plurality of second key points, adopting N times of polynomial fitting to obtain a route section between any two adjacent second key points, and obtaining a plurality of curve sections, wherein N is any positive integer greater than or equal to 2;

connecting the plurality of curve segments to obtain a target boundary curve;

And updating the boundary curve of the current drivable region by using the target boundary curve to obtain a target drivable region.

6. The method of claim 5, wherein the method further comprises, before using a polynomial fit to obtain a route segment between any two neighboring second keypoints among the plurality of second keypoints:

acquiring a current driving scene of the vehicle to be planned;

setting the N as a first integer value under the condition that the current driving scene is a standard driving scene;

and setting the N as a second integer value when the current driving scene is a complex driving scene, wherein the second integer value is larger than the first integer value.

7. The method of claim 5, wherein said connecting said plurality of curve segments to obtain a target boundary curve comprises:

determining an estimated position of the vehicle to be planned after a preset moment based on the current position of the vehicle to be planned and the running speed of the vehicle to be planned;

and connecting the curve segments, and determining the target boundary curve taking the estimated position as a starting point and the farthest position as an ending point.

8. A vehicle drivable region generating apparatus, the apparatus comprising:

a second area acquisition module, configured to acquire at least one initial obstacle area of the vehicle to be planned;

the first area processing module is used for communicating any two adjacent initial obstacle areas with the obstacle distance which does not meet the preset vehicle passing condition in the at least one initial obstacle area to obtain at least one target obstacle area;

9. An electronic device, comprising:

a processor; and

a memory for storing executable instructions of the processor;

wherein the processor is configured to perform the method of generating a vehicle drivable region as claimed in any one of claims 1 to 7 via execution of the executable instructions.

10. A computer-readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, implements the method of generating a vehicle drivable region as claimed in any one of claims 1 to 7.