CN116872918A - Parking path planning method, device, control terminal and storage medium - Google Patents

Parking path planning method, device, control terminal and storage medium Download PDF

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Publication number
CN116872918A
CN116872918A CN202311068463.7A CN202311068463A CN116872918A CN 116872918 A CN116872918 A CN 116872918A CN 202311068463 A CN202311068463 A CN 202311068463A CN 116872918 A CN116872918 A CN 116872918A
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CN
China
Prior art keywords
vehicle
path
error
planned
parking
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Pending
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CN202311068463.7A
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Chinese (zh)
Inventor
彭炳顺
何天翼
郭子毅
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BDstar Intelligent and Connected Vehicle Technology Co Ltd
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BDstar Intelligent and Connected Vehicle Technology Co Ltd
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Application filed by BDstar Intelligent and Connected Vehicle Technology Co Ltd filed Critical BDstar Intelligent and Connected Vehicle Technology Co Ltd
Priority to CN202311068463.7A priority Critical patent/CN116872918A/en
Publication of CN116872918A publication Critical patent/CN116872918A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/06—Automatic manoeuvring for parking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0004—In digital systems, e.g. discrete-time systems involving sampling
    • B60W2050/0005—Processor details or data handling, e.g. memory registers or chip architecture

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The application relates to the field of automatic navigation, and discloses a parking path planning method, a device, a control terminal and a storage medium, wherein the method comprises the following steps: determining a planned path and a motion state of the vehicle when the vehicle is parked, and calculating a motion error of the vehicle according to the planned path and the motion state; determining whether the motion error exceeds a preset threshold value, and if the motion error exceeds the preset threshold value, determining that a parking path of the vehicle needs to be re-planned; and regenerating a planned path according to the motion state of the vehicle, and controlling the vehicle to run according to the re-planned path. The vehicle can determine whether parking is accurate according to the motion error, so that a planned parking path is dynamically controlled, and the parking accuracy is improved.

Description

Parking path planning method, device, control terminal and storage medium
Technical Field
The present application relates to the field of automatic navigation, and in particular, to a method and apparatus for planning a parking path, a control terminal, and a storage medium.
Background
The parking trajectory is generally planned with the minimum turning radius of the vehicle, so that the parking requirement of a small space can be met, and thus the parking control path is mostly a path with a large turning. Meanwhile, the parking control needs to be very accurate, the parking is required to be completed in a small space, collision is avoided, meanwhile, the comfort of the parking process needs to be guaranteed, besides, the parking path is relatively short, once deviation occurs in tracking, the planned path is difficult to converge, and very high requirements are set for a transverse tracking controller. In the longitudinal direction, it is necessary to control the initial posture of the vehicle to the end point of each path to swing the path just next to the vehicle, but the vehicle itself has large inertia and large delay, which makes a very high demand for the longitudinal speed tracking controller. Meanwhile, the error of the course angle is also a key for measuring the parking success. In the perception direction, parking is mainly performed by using a camera, so that the perception accuracy is a key of successful parking.
Disclosure of Invention
In a first aspect, the present application provides a parking path planning method, including:
determining a planned path and a motion state of the vehicle when the vehicle is parked, and calculating a motion error of the vehicle according to the planned path and the motion state;
determining whether the motion error exceeds a preset threshold value, and if the motion error exceeds the preset threshold value, determining that a parking path of the vehicle needs to be re-planned;
and regenerating a planned path according to the motion state of the vehicle, and controlling the vehicle to run according to the re-planned path.
Further, the regenerating a planned path according to the motion state of the vehicle, and controlling the vehicle to travel according to the re-planned path, including:
if the vehicle is in a stationary state, directly regenerating a planning path according to the position where the vehicle is stopped, and driving according to the regenerated planning path;
if the vehicle is in a moving state, stopping, regenerating a planned path according to the position of the vehicle after stopping, and driving according to the regenerated planned path.
Further, the motion error includes a lateral error, a longitudinal error, and a heading angle error;
the calculating the motion error of the vehicle according to the motion state comprises the following steps:
when the vehicle is in a stationary state, calculating the lateral error, the longitudinal error and the course angle error according to the current position and the planned position of the vehicle;
and when the vehicle is in a motion state, calculating the transverse error according to the current position of the vehicle and a planned path.
Further, the lateral error is a lateral difference in distance between the vehicle and the planned path;
the calculation expression of the transverse error is as follows:
e d ＝d x *(-sinθ)+d y *cosθ；
in e d Is the lateral error; d, d x An x-axis component of the distance of the vehicle from the planned trajectory; d, d y And the y-axis component of the distance between the vehicle and the planned track is calculated, and theta is the expected course angle.
Further, the longitudinal error is the difference between the longitudinal coordinate of the vehicle stop position and the longitudinal coordinate of the planned path end point after the vehicle is parked;
the calculation expression of the longitudinal error is as follows:
|E plan x E -E real x E |＝y；
where y is the longitudinal error after the vehicle has been parked, E plan x E For the longitudinal coordinates of the planned path end point, E real x E Is the longitudinal coordinate of the vehicle.
Further, the course angle error is a difference between a course angle after the vehicle stops and a course angle of the planned track.
Further, the method further comprises:
and when the vehicle is stationary, the parking space is re-identified, whether the vehicle is in the parking space is judged, and if the vehicle is not in the parking space, a planned path is regenerated and the vehicle is controlled to park.
In a second aspect, the present application further provides a parking path planning apparatus, including:
the error calculation module is used for determining a planning path and a motion state of the vehicle when the vehicle is parked, and calculating the motion error of the vehicle according to the planning path and the motion state;
the judging module is used for determining whether the motion error exceeds a preset threshold value, and if the motion error exceeds the preset threshold value, determining that the parking path of the vehicle needs to be planned again;
and the planning module is used for regenerating a planned path according to the motion state of the vehicle and controlling the vehicle to run according to the re-planned path.
In a third aspect, the present application further provides a control terminal, including a processor and a memory, where the memory stores a computer program, and the computer program executes the parking path planning method when running on the processor.
In a fourth aspect, the present application also provides a readable storage medium storing a computer program which, when run on a processor, performs the parking path planning method.
The application discloses a parking path planning method, which comprises the following steps: determining a planned path and a motion state of the vehicle when the vehicle is parked, and calculating a motion error of the vehicle according to the planned path and the motion state; determining whether the motion error exceeds a preset threshold value, and if the motion error exceeds the preset threshold value, determining that a parking path of the vehicle needs to be re-planned; and regenerating a planned path according to the motion state of the vehicle, and controlling the vehicle to run according to the re-planned path. The vehicle can determine whether parking is accurate or not according to the motion error so as to dynamically control the planned parking path, so that the accuracy of tracking the parking path is ensured when the vehicle automatically parks, and the accuracy of sensing and identifying the parking space and the accuracy of parking are further ensured.
Drawings
In order to more clearly illustrate the technical solutions of the present application, the drawings that are required for the embodiments will be briefly described, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope of the present application. Like elements are numbered alike in the various figures.
FIG. 1 is a schematic flow chart of a parking path planning method according to an embodiment of the application;
FIG. 2 shows a lateral error diagram of an embodiment of the present application;
fig. 3 shows a schematic structural diagram of a parking path planning apparatus according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments.
The components of the embodiments of the present application generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the application, as presented in the figures, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application. All other embodiments, which can be made by a person skilled in the art without making any inventive effort, are intended to be within the scope of the present application.
The terms "comprises," "comprising," "including," or any other variation thereof, are intended to cover a specific feature, number, step, operation, element, component, or combination of the foregoing, which may be used in various embodiments of the present application, and are not intended to first exclude the presence of or increase the likelihood of one or more other features, numbers, steps, operations, elements, components, or combinations of the foregoing.
Furthermore, the terms "first," "second," "third," and the like are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance.
Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which various embodiments of the application belong. The terms (such as those defined in commonly used dictionaries) will be interpreted as having a meaning that is the same as the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein in connection with the various embodiments of the application.
The technical scheme of the application is applied to the parking process of the vehicle, wherein the motion error is determined mainly by determining the actual motion state and the planned path when the vehicle is parked, whether the planned path of the vehicle is to be re-planned or not is determined according to the motion error, and the vehicle is controlled to park according to the re-planned path. Thereby reducing control pressure and increasing parking accuracy to improve the parking success rate.
The technical scheme of the application is described in the following specific embodiments.
Example 1
As shown in fig. 1, the parking path planning method of the present embodiment includes:
step S100, determining a planned path and a motion state of the vehicle when the vehicle is parked, and calculating a motion error of the vehicle according to the planned path and the motion state;
in this embodiment, parking of a vehicle refers to that the vehicle searches for a parking space to park through an automatic parking program, and generally, the automatic parking program generates a parking path according to the position of the vehicle, the detected parking space and environmental data, and then controls the vehicle to move according to the parking path, finally reaches a target parking space, and parking is completed.
However, when the vehicle is actually controlled, the actual running route of the vehicle and the planned parking path may deviate due to some system errors or external interference, so that the parking failure may occur, and at this time, real-time adjustment is required.
In this embodiment, when the vehicle performs a parking operation, a planned path and a current movement state of the vehicle are determined in real time, and whether to change the parking path is determined by calculating a movement error between the movement state and the planned path.
The motion errors in the present embodiment mainly include a lateral error, a longitudinal error, and a heading angle error.
When the vehicle is in a stationary state, calculating the transverse error, the longitudinal error and the course angle error according to the current position and the planning position of the vehicle;
and when the vehicle is in a motion state, calculating the transverse error according to the current position of the vehicle and a planned path.
The current position of the vehicle refers to the coordinates of the vehicle itself, and the planned path is the path planned by the current vehicle for automatic parking. It will be appreciated that if the vehicle is not in position on the planned path or there is a large deviation, this may indicate that the vehicle is yawed and may not reach the destination while continuing to do so.
Wherein the vehicle lateral error refers to a lateral offset distance between the vehicle and the parking plan path during travel. The lateral error can thus be calculated when the vehicle is in motion and likewise when the vehicle is stopped.
The lateral error is shown in fig. 2. The vehicle 100 is traveling on the current actual path 200, and there is obviously a distance between the parking path 300 and the vehicle, and the calculation expression is:
e d ＝d x *(-sinθ)+d y *cosθ；
in e d Is the lateral error; d, d x For the x-axis component, d, of the distance of the vehicle from the planned trajectory y And the y-axis component of the distance between the vehicle and the planned track is calculated, and theta is the expected course angle.
The longitudinal error refers to an error in the longitudinal direction between the target point and the actual position after the vehicle reaches the end point of a section of the parking path.
The calculation expression of the longitudinal error is as follows:
|E plan x E -E real x E |＝y；
where y is the longitudinal error after the vehicle has been parked, E plan x E For the longitudinal coordinates of the planned path end point, E real x E Is the actual longitudinal coordinate of the vehicle. It will be appreciated that the longitudinal error represents the longitudinal distance between the vehicle and the target point, and generally the vehicle is heading or heading towards the destination and then proceeds straight to the destination, so that it is only necessary to know through the longitudinal error whether the vehicle has reached the preset target position in the final stage of navigation.
The heading angle error is the difference between the actual heading angle of the vehicle after parking and the heading angle of the planned parking path. The actual course angle can be directly measured, and the course angle of the parking path is also known after the parking path is generated, so that the course angle error can be directly obtained through simple calculation. It can be appreciated that excessive course angle deviation can cause the vehicle to stop in a parking space in a singular posture or deviate from an original navigation track, thereby affecting the subsequent vehicle navigation and the operation of leaving the parking space.
The vehicle position obtaining may be achieved through a positioning system, the position obtaining of the parking space may be achieved through a camera of the vehicle or a camera of a parking lot, and the like, and the embodiment is not limited by what kind of hardware equipment is specifically used.
Step S200, determining whether the motion error exceeds a preset threshold, and if the motion error exceeds the preset threshold, determining that the parking path of the vehicle needs to be re-planned.
After the three motion errors are obtained, whether the re-planning is needed or not can be determined by whether the three motion errors exceed a preset threshold value. These preset thresholds may be based on values obtained after actual experiments, i.e. exceeding the preset thresholds, indicate that the deviation is too great to correct. Therefore, when any one of the error values exceeds a preset threshold, a re-planning operation is required.
The application uses the three condition errors to monitor the error of the driving path so as to determine the time for re-planning, and the three condition errors basically comprise the yaw condition of the vehicle in the navigation process, so that the judgment program can accurately adjust the driving path to the accuracy degree of the navigation process and the result only by calculating the three error values, thereby carrying out corresponding adjustment in real time so as to ensure the accuracy in the whole parking navigation process.
Besides the above-mentioned re-planning judgment by means of motion error, it also can judge whether the vehicle is in the parking space or not so as to judge that it needs to be re-planned.
For example, after the vehicle stops entering the parking space, the coordinates of four corners of the parking space are obtained again, and then the obtained coordinates of the four corners of the parking space are compared with the coordinates of the vehicle to determine whether the vehicle is inside the parking space. If the vehicle is not inside, the vehicle can be judged and known to be required to be re-planned at present without the motion error calculation so as to correct the motion track of the vehicle.
And step S300, regenerating a planned path according to the motion state of the vehicle, and controlling the vehicle to run according to the re-planned path.
From the foregoing, it is known that the vehicle calculates the movement error when moving and stopping to determine whether a re-planning is required, and when the re-planning is required, a new parking path needs to be generated. And the re-planning of the parking path is divided into two cases according to the moving state of the vehicle.
When the vehicle is in a moving state, the error is found to be too large on the way to the parking space, the vehicle is controlled to stop or slow down to a slow speed, and then a parking path is re-planned according to the current position of the vehicle and the position of the parking space.
When the vehicle is in a stationary state, it is generally indicated that the vehicle has reached the end point of navigation, or may be temporarily stopped during navigation, and if it is found that the planned path needs to be regenerated, the planned path is re-planned with the target parking space as the end point according to the position where the current vehicle is stopped.
After a new path is planned, the vehicle is controlled to run according to the re-planned path, so that the vehicle reaches the interior of the parking space.
It can be understood that the calculation for the motion error and the determination for the path re-planning are performed in real time after the automatic navigation starts, and according to the actual situation, the path may be re-planned for multiple times due to the motion error in one navigation, or the re-planning may not be performed. According to the judgment mode provided in the embodiment, the route can be corrected in real time in the navigation process of the vehicle, and the situation that the vehicle deviates from the originally planned route and fails in navigation due to various error reasons is reduced. So that the vehicle can perform stable parking navigation. In this embodiment, the algorithm for planning the parking path may be a navigation algorithm such as an a-star algorithm, and the application is not limited to this for the navigation using which algorithm.
According to the parking path planning method, whether the vehicle is consistent with the planned route in the parking navigation process and the parking navigation process is determined according to the transverse error, the longitudinal error and the course angle error, so that whether the vehicle needs to be re-navigated is determined, the success rate of automatic parking is increased, and the control pressure is reduced. Meanwhile, the judgment of each error includes all navigation deviation scenes, so that the overall monitoring of the stack navigation error is realized, and the accuracy of automatic navigation is increased by finding the error and re-navigating.
Example 2
As shown in fig. 3, the present application further provides a parking path planning apparatus, including:
an error calculation module 10 for determining a planned path and a motion state of the vehicle when the vehicle is parked, and calculating a motion error of the vehicle according to the planned path and the motion state;
a determining module 20, configured to determine whether the motion error exceeds a preset threshold, and if the motion error exceeds the preset threshold, determine that a parking path of the vehicle needs to be re-planned;
the planning module 30 is configured to regenerate a planned path according to the motion state of the vehicle, and control the vehicle to travel according to the re-planned path.
The application also provides a control terminal, which comprises a processor and a memory, wherein the memory stores a computer program, and the computer program executes the parking path planning method when running on the processor.
The application also provides a readable storage medium storing a computer program which, when run on a processor, performs the parking path planning method.
In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. The apparatus embodiments described above are merely illustrative, for example, of the flow diagrams and block diagrams in the figures, which illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In addition, functional modules or units in various embodiments of the application may be integrated together to form a single part, or the modules may exist alone, or two or more modules may be integrated to form a single part.
The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer-readable storage medium. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a smart phone, a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application.

Claims (10)

1. A method of parking path planning, comprising:
determining a planned path and a motion state of the vehicle when the vehicle is parked, and calculating a motion error of the vehicle according to the planned path and the motion state;
determining whether the motion error exceeds a preset threshold value, and if the motion error exceeds the preset threshold value, determining that a parking path of the vehicle needs to be re-planned;
and regenerating a planned path according to the motion state of the vehicle, and controlling the vehicle to run according to the re-planned path.
2. The parking path planning method according to claim 1, wherein the regenerating a planned path according to the movement state of the vehicle and controlling the vehicle to travel along the re-planned path include:
if the vehicle is in a stationary state, directly regenerating a planning path according to the position where the vehicle is stopped, and driving according to the regenerated planning path;
and if the vehicle is in a motion state, controlling to stop, regenerating a planned path according to the position of the stopped vehicle, and driving according to the regenerated planned path.
3. The parking path planning method according to claim 1, wherein the motion error includes a lateral error, a longitudinal error, and a heading angle error;
the calculating the motion error of the vehicle according to the motion state comprises the following steps:
when the vehicle is in a stationary state, calculating the lateral error, the longitudinal error and the course angle error according to the current position and the planned position of the vehicle;
and when the vehicle is in a motion state, calculating the transverse error according to the current position of the vehicle and a planned path.
4. A parking path planning method according to claim 3, characterized in that the lateral error is a lateral difference in distance between the vehicle and the planned path;
wherein, the calculation expression of the transverse error is as follows:
e d ＝d x *(-sinθ)+d y *cosθ；
in e d Is the lateral error; d, d x An x-axis component of the distance of the vehicle from the planned trajectory; d, d y And the y-axis component of the distance between the vehicle and the planned track is calculated, and theta is the expected course angle.
5. A parking path planning method according to claim 3, wherein the longitudinal error is a difference between a longitudinal coordinate of a vehicle stop position and a longitudinal coordinate of a planned path end point after the vehicle is stopped;
the calculation expression of the longitudinal error is as follows:
|E plan x E -E real x E |＝y；
where y is the longitudinal error after the vehicle has been parked, E plan x E For the longitudinal coordinates of the planned path end point, E real x E Is the longitudinal coordinate of the vehicle.
6. A parking path planning method according to claim 3, characterized in that the heading angle error is a difference between a heading angle after a vehicle stops and a heading angle of the planned trajectory.
7. The parking path planning method according to claim 1, characterized by further comprising:
and when the vehicle is stationary, the parking space is re-identified, whether the vehicle is in the parking space is judged, and if the vehicle is not in the parking space, a planned path is regenerated and the vehicle is controlled to park.
8. A parking path planning apparatus, comprising:
the error calculation module is used for determining a planning path and a motion state of the vehicle when the vehicle is parked, and calculating the motion error of the vehicle according to the planning path and the motion state;
the judging module is used for determining whether the motion error exceeds a preset threshold value, and if the motion error exceeds the preset threshold value, determining that the parking path of the vehicle needs to be planned again;
and the planning module is used for regenerating a planned path according to the motion state of the vehicle and controlling the vehicle to run according to the re-planned path.
9. A control terminal comprising a processor and a memory, the memory storing a computer program that, when run on the processor, performs the parking path planning method of any one of claims 1 to 7.
10. A readable storage medium, characterized in that it stores a computer program which, when run on a processor, performs the parking path planning method according to any one of claims 1 to 7.
CN202311068463.7A 2023-08-23 2023-08-23 Parking path planning method, device, control terminal and storage medium Pending CN116872918A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202311068463.7A CN116872918A (en) 2023-08-23 2023-08-23 Parking path planning method, device, control terminal and storage medium

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202311068463.7A CN116872918A (en) 2023-08-23 2023-08-23 Parking path planning method, device, control terminal and storage medium

Publications (1)

Publication Number Publication Date
CN116872918A true CN116872918A (en) 2023-10-13

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