CN117261938A - Path planning method, path planning device, vehicle and storage medium - Google Patents
Path planning method, path planning device, vehicle and storage medium Download PDFInfo
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
- G01C21/34—Route searching; Route guidance
- G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
- G01C21/3492—Special cost functions, i.e. other than distance or default speed limit of road segments employing speed data or traffic data, e.g. real-time or historical
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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
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
- B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
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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
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
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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
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
- B60W60/0015—Planning or execution of driving tasks specially adapted for safety
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
- G01C21/34—Route searching; Route guidance
- G01C21/3407—Route searching; Route guidance specially adapted for specific applications
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Abstract
The application discloses a path planning method, a path planning device, a vehicle and a storage medium. The method comprises the following steps: acquiring obstacle information corresponding to a plurality of obstacles under the condition that the distance between the vehicle and the intersection is smaller than a first preset distance; determining a target obstacle among the plurality of obstacles based on obstacle information corresponding to the plurality of obstacles; the target obstacle represents an obstacle to be avoided in the process of the vehicle driving away from the intersection; determining a target avoidance space containing a target obstacle, wherein the target avoidance space represents a space to be avoided in the process of the vehicle driving away from the intersection; and planning a path based on the target avoidance space. According to the technical scheme provided by the embodiment of the application, the vehicle can bypass the target obstacle when driving away from the intersection according to the planned path, so that the target obstacle can be accurately avoided, the probability of collision between the vehicle and the target obstacle in the process of driving away from the intersection is reduced, and the driving safety of the vehicle is improved.
Description
Technical Field
The present disclosure relates to the field of path planning technologies, and in particular, to a path planning method, a device, a vehicle, and a storage medium.
Background
In the technical fields of automatic driving and auxiliary driving, vehicles at intersections are numerous, and the running directions of different vehicles are different, so that a path planning scheme at the intersections is complex.
In the related art, when a vehicle is about to enter an intersection, there is a high probability that other vehicles are remitted from other roads or lanes into the lane where the vehicle is currently traveling (i.e., the remitted vehicle), and the probability of collision between the vehicle and the remitted vehicle is extremely high, so that a reasonable path planning is required to avoid the remitted vehicle.
Disclosure of Invention
The application provides a path planning method, a path planning device, a vehicle and a storage medium.
In a first aspect, an embodiment of the present application provides a path planning method, including: acquiring obstacle information corresponding to a plurality of obstacles under the condition that the distance between the vehicle and the intersection is smaller than a first preset distance; determining a target obstacle among the plurality of obstacles based on obstacle information corresponding to the plurality of obstacles; the target obstacle represents an obstacle to be avoided in the process of the vehicle driving away from the intersection; determining a target avoidance space containing a target obstacle, wherein the target avoidance space represents a space to be avoided in the process of the vehicle driving away from the intersection; and planning a path based on the target avoidance space.
In a second aspect, an embodiment of the present application provides a path planning apparatus, including: the information acquisition module is used for acquiring obstacle information corresponding to a plurality of obstacles under the condition that the distance between the vehicle and the intersection is monitored to be smaller than a first preset distance; a target obstacle determination module configured to determine a target obstacle among the plurality of obstacles based on obstacle information corresponding to the plurality of obstacles; the target obstacle is an obstacle to be avoided in the process of the vehicle driving away from the intersection; the avoidance space determining module is used for determining a target avoidance space containing a target obstacle; and the path planning module is used for planning a path based on the target avoidance space.
In a third aspect, embodiments of the present application provide a vehicle comprising one or more processors; a memory; one or more applications, wherein the one or more applications are stored in memory and configured to be executed by one or more processors, the one or more applications configured to perform a method as in the first aspect.
In a fourth aspect, embodiments of the present application provide a computer readable storage medium having program code stored therein, the program code being invoked by a processor to perform a method as in the first aspect.
In a fifth aspect, embodiments of the present application provide a computer program product for implementing a method as in the first aspect when the computer program product is executed.
Compared with the prior art, the technical scheme provided by the embodiment of the application is that when the vehicle is about to drive into the intersection, the target obstacle (i.e. the remittance obstacle) which needs to be avoided in the process of driving away from the intersection can be determined in the detected multiple obstacles, then the target avoiding space containing the target obstacle is determined, the path planning is carried out according to the target avoiding space, the following vehicle can bypass the target obstacle when driving away from the intersection according to the planned path, the accurate avoidance of the target obstacle is realized, the collision probability of the vehicle and the target obstacle in the process of driving away from the intersection is reduced, and the driving safety of the vehicle is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic illustration of a vehicle provided in one embodiment of the present application.
Fig. 2 is a flowchart of a path planning method according to an embodiment of the present application.
Fig. 3 is a flowchart of a path planning method according to another embodiment of the present application.
Fig. 4 is a schematic diagram of path planning based on a target avoidance space according to an embodiment of the present application.
Fig. 5 is a flowchart of a path planning method according to another embodiment of the present application.
Fig. 6 is a block diagram of a path planning apparatus provided in one embodiment of the present application.
Fig. 7 is a block diagram of a vehicle according to an embodiment of the present application.
Fig. 8 is a block diagram of a computer-readable storage medium provided in one embodiment of the present application.
Detailed Description
Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application.
In order to better understand the solution of the present application, the following description will make clear and complete descriptions of the technical solution of the embodiment of the present application with reference to the accompanying drawings in the embodiment of the present application. It will be apparent that the described embodiments are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.
Referring to fig. 1, a schematic diagram of an implementation environment provided in one embodiment of the present application is shown. The implementation environment includes a vehicle 100.
In this embodiment of the present application, when the vehicle 100 monitors that the vehicle is about to drive into an intersection, a target obstacle (i.e. an afflux obstacle) that needs to be avoided in the process of driving away from the intersection is determined among the detected multiple obstacles, then a target avoidance space containing the target obstacle is determined, path planning is performed according to the target avoidance space, the following vehicle can bypass the target obstacle when driving away from the intersection according to the planned path, so as to achieve accurate avoidance of the target obstacle, reduce the probability of collision between the vehicle and the target obstacle in the process of driving away from the intersection, and thus improve the driving safety of the vehicle.
In some embodiments, vehicle 100 includes vehicle sensors for monitoring various conditions of the vehicle during travel. The above-mentioned vehicle sensor may include a speed sensor, an acceleration sensor, a rotation angle sensor, a torque sensor, and the like. In some embodiments, the vehicle 100 includes an environmental awareness module for monitoring environmental information of the vehicle during travel. The environmental perception module may include an image acquisition device, a laser radar, a millimeter wave radar, an ultrasonic radar, and the like. In the embodiment of the present application, the vehicle 100 acquires detection information through the image acquisition device and the laser radar, where the detection information indicates whether the vehicle 100 enters an intersection, whether there is an incoming vehicle within a preset range corresponding to the intersection, shape information of the incoming vehicle, speed parameters, and the like.
In some embodiments, the vehicle 100 includes a path planning module for planning a travel path of the vehicle 100 using a preset path planning algorithm, including, but not limited to: an a-algorithm, a D-algorithm, an artificial potential field algorithm, a Dijkstra algorithm, and the like. In some embodiments, the vehicle 100 includes a path prediction algorithm for predicting a travel trajectory of the target obstacle based on the detected travel data of the target obstacle.
Referring to fig. 2, a flowchart of a path planning method according to an embodiment of the present application is shown. The method comprises the following procedures.
S201, acquiring obstacle information corresponding to a plurality of obstacles when the distance between the vehicle and the intersection is monitored to be smaller than a first preset distance.
The distance between the vehicle and the intersection is obtained by two modes: in a first implementation manner, the distance between the vehicle and the intersection is obtained in the following manner: the vehicle head direction of the vehicle is provided with an image acquisition device, the vehicle identifies an environment image acquired by the image acquisition device, the current position of the vehicle is acquired under the condition that the environment image is identified to comprise an intersection, and then the distance between the vehicle and the appointed intersection is calculated according to the prestored intersection position and the current position. In a second embodiment, in the case that the vehicle recognizes that the environment image includes an intersection, the distance between the marker at the intersection, which may be a traffic light, a guideboard, a road edge, or the like, and the vehicle may be detected by the detection module as the distance between the vehicle and the intersection.
The first preset distance is set experimentally or empirically, and is illustratively 25 meters. The distance between the vehicle and the intersection is smaller than a first preset distance, which indicates that the vehicle is about to drive into the intersection. In some embodiments, when the distance between the vehicle and the intersection is monitored to be smaller than the first preset distance, further determining whether the distance between the vehicle and the intersection is in a decreasing trend, if so, acquiring obstacle information corresponding to a plurality of obstacles, and if not, not executing subsequent steps.
The obstacles may include vehicles, pedestrians, fixed traffic facilities (such as traffic lights, traffic signs, bus stops, etc.), and the like. Obstacle information corresponding to an obstacle includes, but is not limited to: shape information of the obstacle, travel speed, acceleration, predicted trajectory, and the like.
The shape information of the obstacle is used to describe the outer contour of the obstacle. Taking an obstacle as an example of a vehicle, shape information of the obstacle includes a body length and a body width of the vehicle. In some embodiments, the vehicle detects shape information of the obstacle via a radar component (such as a lidar). The speed of travel of the obstacle can likewise be detected by the radar assembly. In some embodiments, the vehicle acquires a plurality of sets of point cloud data detected by the radar component, and calculates acceleration of the obstacle according to the running speed of the obstacle in the plurality of sets of point cloud data. In some embodiments, the vehicle predicts the running speed and acceleration of the obstacle through a preset path prediction algorithm to obtain a predicted track of the obstacle.
S202, a target obstacle is determined among the plurality of obstacles based on obstacle information corresponding to the plurality of obstacles.
The target obstacle refers to an obstacle to be avoided in the process of the vehicle driving out of the intersection. The number of target obstacles may be one or more. The manner in which the target obstacle is screened will be described in the examples below.
In some embodiments, the vehicle acquires its own speed, if the speed of the vehicle is greater than a second preset speed, the step of determining the target obstacle from the plurality of obstacles based on the obstacle information corresponding to the plurality of obstacles is performed, and if the speed of the vehicle is less than or equal to the second preset speed, the flow is ended. In some embodiments, the vehicle also ends the flow if the target obstacle cannot be determined.
The second preset speed is set experimentally or empirically, for example, the second preset speed is 3m/s. The speed of the vehicle is smaller than or equal to the second preset speed, which means that the speed of the vehicle is too slow, and the probability of collision with other obstacles is close to zero, so that the obstacles needing to be avoided do not need to be selected and the path planning is performed.
S203, determining a target avoidance space containing the target obstacle.
The target avoidance space represents a space to be avoided in the process of the vehicle driving away from the intersection. In the case where there are a plurality of target obstacles, the vehicle needs to determine target avoidance spaces to which the plurality of target obstacles respectively correspond. The specific manner in which the target avoidance space is determined will be described in the examples below.
S204, path planning is conducted based on the target avoidance space.
Optionally, the vehicle performs path planning based on a preset path planning algorithm by taking the target avoidance space as a cost function, so as to obtain a planned path. Under the condition that a plurality of target obstacles exist, the vehicle needs to determine the union sets of the target avoidance spaces corresponding to the target obstacles respectively, then, based on a preset path planning algorithm, path planning is carried out by taking the union sets of the target avoidance spaces corresponding to the target obstacles respectively as a cost function, and therefore a planned path is obtained. The preset path planning algorithm may be: an a-algorithm, a D-algorithm, an artificial potential field algorithm, a Dijkstra algorithm, and the like.
Subsequently, the vehicle can bypass the target obstacle when driving away from the intersection according to the planned path, so that the target obstacle can be accurately avoided.
In summary, according to the technical scheme provided by the embodiment of the application, when the vehicle is about to drive into the intersection, the target obstacle which needs to be avoided in the process of driving away from the intersection is determined in the detected multiple obstacles, then the target avoidance space containing the target obstacle is determined, path planning is performed according to the target avoidance space, the target obstacle can be bypassed when the vehicle drives away from the intersection according to the planned path, accurate avoidance of the target obstacle is achieved, the probability of collision between the vehicle and the target obstacle in the process of driving away from the intersection is reduced, and therefore the driving safety of the vehicle is improved.
The manner in which the target avoidance space is determined is described below. Referring to fig. 3, a flowchart of a path planning method according to an embodiment of the present application is shown. The method comprises the following procedures. In an alternative embodiment provided based on the embodiment of fig. 2, S203 may alternatively be implemented as S303-S305.
S301, acquiring obstacle information corresponding to a plurality of obstacles when the distance between the vehicle and the intersection is monitored to be smaller than a first preset distance.
S302, a target obstacle is determined among the plurality of obstacles based on obstacle information corresponding to the plurality of obstacles. The target obstacle refers to an obstacle to be avoided in the process of the vehicle driving out of the intersection.
S303, determining the longitudinal extension length based on the target obstacle.
The longitudinal extension represents an extension in a first direction, the first direction representing a direction of travel of the target obstacle. The longitudinal extension length may be understood as a safe distance between the vehicle and the target obstacle in the traveling direction of the target obstacle, that is, a distance between the vehicle and the target obstacle in the traveling direction of the target obstacle needs to be greater than the above-described longitudinal extension length, so that the probability of the vehicle colliding with the target obstacle approaches zero.
In some embodiments, the vehicle obtains a speed of the target obstacle, and determines a product of the speed of the target obstacle and the first coefficient as the longitudinal extension.
The first coefficient is set experimentally or empirically, and is illustratively 2. For example, the target obstacle has a velocity of 8m/s, and the longitudinal extension length is 16m.
In some embodiments, the vehicle detects whether a product of a speed of the target obstacle and the first coefficient is greater than a preset length, determines the preset length as the longitudinally extending length if the product of the speed of the target obstacle and the first coefficient is greater than or equal to the preset length, and determines the speed of the target obstacle and the first coefficient as the longitudinally extending length if the product of the speed of the target obstacle and the first coefficient is less than the preset length.
The preset length is set experimentally or empirically, and is illustratively 20m. In one example, the target obstacle has a velocity of 8m/s, the product of the velocity and the first coefficient is 16m, which is less than the predetermined length, and thus the longitudinal extension is 16m. In another example, if the target obstacle has a velocity of 12m/s, the product of the velocity and the first coefficient is 24m, which is greater than the predetermined length, and thus the longitudinal extension length is 20m (i.e., the predetermined length).
S304, determining the transverse extension length based on the target obstacle.
The lateral extension characterizes an extension in a second direction, the second direction being perpendicular to the first direction. The lateral extension length may be understood as a safe distance between the vehicle and the target obstacle in the second direction (perpendicular to the traveling direction of the target obstacle), i.e. the distance between the vehicle and the target obstacle in the second direction needs to be larger than the above-mentioned longitudinal extension length, so that the probability of collision of the vehicle with the target obstacle approaches zero.
In some embodiments, the vehicle acquires its own guidance path; determining a designated projection point of a center point of a target obstacle on a guide path of a vehicle; acquiring a longitudinal distance between the vehicle and the target obstacle based on the designated projection point; determining the sum of the width of the target obstacle and the preset value as the transverse extension length under the condition that the longitudinal distance is smaller than or equal to a second preset distance; in the case where the longitudinal distance is greater than the second preset distance, the product between the width of the target obstacle and the second coefficient is determined as the lateral extension length.
The guiding path of the vehicle is determined based on the traveling direction of the vehicle. Specifically, the guide path of the vehicle is a path that extends based on the traveling direction of the vehicle.
In some embodiments, the vehicle may determine the distance between the specified proxel and its center as the longitudinal distance between the vehicle and the target obstacle. In other embodiments, the vehicle may determine the distance between the designated projected point and the forward-most point on its own centerline as the longitudinal distance between the vehicle and the target obstacle.
The second preset distance is set experimentally or empirically. The second preset distance is illustratively 5m. The longitudinal distance between the vehicle and the target obstacle is less than or equal to a preset distance, and the target obstacle is a near-end afflux obstacle. The longitudinal distance between the vehicle and the target obstacle is greater than a preset distance, and the target obstacle is a far-end converging obstacle.
The preset value is set experimentally or empirically, and is illustratively 1m. In one example, the longitudinal distance between the vehicle and the target obstacle is 3m, the width of the vehicle is 2m, and the lateral extension length is 3m. The second coefficient is set experimentally or empirically, and is illustratively 1.2. In one example, the longitudinal distance between the vehicle and the target obstacle is 8m, the width of the vehicle is 2m, and the lateral extension length is 2.4m.
Referring to fig. 4 in combination, a schematic diagram of path planning based on a target avoidance space according to an embodiment of the present application is shown. The width of the target obstacle 41 is 2m and the second coefficient is 1.2. In fig. 4, the projected point of the target obstacle 41 on the guide path 43 of the vehicle 42 is Y, the longitudinal distance between the vehicle 42 and the target obstacle 41, which is determined based on the specified projected point Y, is 8m, which is greater than the preset distance, and thus the lateral extension length is the product of the width of the target obstacle 41 and the second coefficient, that is, 2.4m.
S305, determining a target avoidance space based on the longitudinal extension length and the transverse extension length.
The target avoidance space represents a space to be avoided in the process of the vehicle driving away from the intersection. In some embodiments, the vehicle obtains predicted trajectory and shape information of the target obstacle, and determines the target avoidance space based on the longitudinal extension length, the lateral extension length, the predicted trajectory and shape information of the target obstacle.
The predicted track of the target obstacle and the manner of obtaining the shape information may be referred to the description of step S201, and will not be described herein. In some embodiments, determining the target avoidance space based on the longitudinal extension length, the lateral extension length, the predicted trajectory of the target obstacle, and the shape information is embodied as: determining a sub avoidance space based on shape information, a lateral extension length, and a longitudinal extension length of the target obstacle; and determining the target avoidance space based on the sub-avoidance spaces of the target obstacle at a plurality of sampling points in the predicted track.
The sub avoidance space refers to a space to be avoided when the vehicle bypasses the target obstacle, and does not consider the current position of the target obstacle, however, the target obstacle is in a moving state in the process of bypassing the target obstacle, so that the predicted positions of the target obstacle at different moments are predicted based on the predicted track by the vehicle, and the target obstacle respectively corresponds to the sub avoidance intervals at each predicted position to form the target avoidance space required to be avoided when the vehicle bypasses the target obstacle.
Optionally, the determination mode of the sub-avoidance interval is specifically as follows: the vehicle takes the center point of the target obstacle as a first datum point and extends longitudinally for a length in a first direction; respectively extending a first designated length to two sides in the second direction, wherein the first designated length is half of the transverse extension length; the second reference point is a designated intersection point, and extends a second designated length in the opposite direction to the first direction. The designated intersection point is an intersection point between an obstacle of the target obstacle in the first direction and a designated side of the target obstacle, and the designated side is a side perpendicular to the first direction and having the smallest distance from the vehicle, and can be understood as a vehicle tail. The second specified length is experimentally or empirically set, and is illustratively 1m.
Referring again to fig. 4, the target obstacle 41 has a length of 4m, a width of 2m, a longitudinal extension of 12m, a lateral extension of 2.4m, and a second designated length of 1m. The bottom surface of the sub avoidance space 44 is a rectangle ABCD, and the vertical distance d1 between the center point X of the target obstacle 41 and the first side AB of the rectangle is the longitudinal extension length, that is, 12m; the vertical distance d2 between the center point X of the target obstacle 41 and the second side CD is the sum of half the length of the target obstacle 41 and the second specified length, that is, 3m; the vertical distance d3 between the center point X of the target obstacle 41 and the third side AD, and the vertical distance d4 between the center point X of the target obstacle 41 and the fourth side BC are each half the lateral extension distance, that is, 1.2m. That is, the bottom surface of the sub avoidance space is a rectangle having a length of 15m and a width of 2.4m.
S306, path planning is conducted based on the target avoidance space.
Referring again to fig. 4, the vehicle performs path planning based on a preset path planning algorithm with the target avoidance space as a cost function, so as to obtain a planned path 45. As can be seen from fig. 4, the planned path 45 does not intersect with the bottom surface of the sub avoidance space 44, and the vehicle 42 travels along the planned path 45 to achieve detouring of the target obstacle 41.
In summary, according to the technical scheme provided by the embodiment of the application, the sub avoidance intervals containing the target obstacle are determined based on the shape information, the speed and the like of the target obstacle, the target avoidance space which needs to be avoided when the vehicle bypasses the target obstacle is determined according to the sub avoidance intervals which correspond to the target obstacle at each prediction position, and finally, the path planning is performed based on the target avoidance space, the following vehicle can bypass the target obstacle when driving away from the intersection according to the planned path, the accurate avoidance of the target obstacle is realized, the probability of collision between the vehicle and the target obstacle in the process of driving away from the intersection is reduced, and therefore the driving safety of the vehicle is improved.
The manner in which the target obstacle is determined is explained below. Referring to fig. 5, a flowchart of a path planning method according to an embodiment of the present application is shown. In an alternative embodiment provided based on the embodiment of fig. 2 or 3, S202 or S302 may alternatively be implemented as S502.
S501, acquiring obstacle information corresponding to a plurality of obstacles when the distance between the vehicle and the intersection is monitored to be smaller than a first preset distance.
S502, screening a plurality of barriers based on a preset screening principle to obtain a target barrier.
That is, the vehicle removes the obstacle satisfying the preset screening rule from the plurality of obstacles, and the remaining obstacle is the target obstacle.
The preset screening principle comprises at least one or a combination of the following: the speed of the obstacle is smaller than a first preset speed, the deviation between the course angle of the obstacle and the course angle of the vehicle is larger than a first preset angle, the deviation between the course angle of the obstacle and the course angle of the vehicle is smaller than a second preset angle, the planned acceleration determined based on the predicted path of the obstacle is the preset acceleration, and the interference time between the predicted path of the obstacle and the planned path of the vehicle is longer than a preset time period. The second preset angle is smaller than the first preset angle.
The first preset speed is set experimentally or empirically, and is illustratively 3m/s. The speed of the obstacle is smaller than the first preset speed, which means that the running speed of the obstacle is too slow, so that the probability of collision of the vehicle with the obstacle is extremely small, and therefore the obstacle cannot be determined as the obstacle to be avoided in the process that the vehicle drives away from the intersection, and the vehicle removes the obstacle with the speed smaller than the preset speed from the plurality of obstacles.
The heading angle of the vehicle is used to indicate the direction of travel of the vehicle. The heading angle of the target obstacle is used to indicate the direction of travel of the target obstacle. The first preset angle is experimentally or empirically set, and is, for example, 180 °. The angle deviation between the course angle of the obstacle and the course angle of the vehicle is larger than the first preset angle, which means that the obstacle has larger deviation from the running direction of the vehicle, such as the obstacle is a reverse vehicle of the vehicle, the intersection of the planned path of the vehicle and the predicted path of the obstacle is little or no, that is, the probability of collision of the planned path of the vehicle and the predicted path of the obstacle approaches zero, so that the obstacle cannot be determined as the obstacle to be avoided in the process of the vehicle driving away from the intersection, and the vehicle removes the obstacle with the deviation between the course angle and the course angle of the vehicle being larger than the first preset angle. Referring in conjunction to fig. 6, a schematic diagram of a reverse vehicle is shown as provided in one embodiment of the present application.
The second preset angle is smaller than the first preset angle, and the second preset angle is set according to experiments or experience, and is exemplified by 0.07. The angle deviation between the course angle of the obstacle and the course angle of the vehicle is smaller than a second preset angle, which means that the deviation between the obstacle and the running direction of the vehicle is small, the obstacle is a flat running vehicle of the vehicle with a large probability, the planned path of the vehicle and the predicted path of the obstacle almost have no intersection, namely the probability of collision of the planned path of the vehicle and the predicted path of the obstacle approaches zero, so that the obstacle cannot be determined as the obstacle to be avoided in the process of the vehicle leaving the intersection, and the vehicle removes the obstacle with the deviation between the course angle and the course angle of the vehicle smaller than the second preset angle.
The preset acceleration is set experimentally or empirically, e.g., the preset acceleration is zero. In this embodiment, the vehicle detects whether or not there is an intersection position between the predicted trajectory of the obstacle and the planned path of the vehicle itself, if so, the predicted position of the obstacle when the vehicle reaches the intersection position is acquired, the distance between the predicted position and the intersection position is acquired, if the distance is greater than a third preset distance, the planned acceleration determined based on the predicted path of the obstacle is determined to be the preset acceleration, and if the distance is less than the third preset distance, the planned acceleration determined based on the predicted path of the obstacle is determined not to be the preset acceleration. The third preset distance refers to a safe distance between the vehicle and the obstacle during running, and is set according to experiments or experience, for example, the third preset distance is 10m. If the distance between the predicted position and the intersecting position is greater than the third preset distance, the vehicle is driven according to the original planned path, the probability of collision with the obstacle is close to zero, at the moment, the vehicle does not need to accelerate or decelerate to be planned, and can avoid the obstacle according to the original planned path, so that the vehicle removes the obstacle with the planned acceleration determined based on the predicted path as the preset acceleration.
The preset time period is set according to experiments or experience, and is exemplified by 1.5s. In this embodiment, the vehicle acquires the overlapping length between the predicted path of the obstacle and the planned path of the vehicle, and the length of time required for the vehicle to travel over the overlapping length, that is, the interference length, is longer than the preset length, and then the overlapping length of the predicted path of the obstacle and the planned path of the vehicle is larger, and the obstacle probability is that the vehicle is in front of the vehicle, and the probability of collision between the vehicle and the obstacle approaches zero, so that the interference length between the predicted path and the planned path of the vehicle is longer than the preset length.
In some embodiments, after a vehicle performs screening processing on a plurality of obstacles based on a preset screening principle to obtain a target obstacle, a target obstacle with a deviation between a course angle and a course angle of the vehicle greater than a third preset angle is further screened out to serve as an import obstacle, then a target avoidance space containing the import obstacle is determined, and path planning is performed based on the target avoidance space. The third preset angle is greater than the second preset angle. Illustratively, the third predetermined angle is 0.1.
S503, determining a target avoidance space containing the target obstacle.
The target avoidance space represents a space to be avoided in the process of the vehicle driving away from the intersection.
S504, path planning is conducted based on the target avoidance space.
In summary, according to the technical scheme provided by the embodiment of the application, through screening a plurality of obstacles, the obstacles (including vehicles with too slow speed, reverse vehicles, flat vehicles, front vehicles and the like) with smaller collision probability with the vehicles in the plurality of obstacles are removed, and then the target obstacles which need to be avoided when the vehicles drive away from the intersection are screened out, so that the processing capacity in the path planning process is reduced, and the processing resources of the vehicles are saved.
Referring in conjunction to fig. 6, a block diagram of a path planning apparatus provided in one embodiment of the present application is shown. The device comprises: an information acquisition module 610, a target obstacle determination module 620, an avoidance space determination module 630, and a path planning module 640.
The information obtaining module 610 is configured to obtain obstacle information corresponding to a plurality of obstacles when it is monitored that a distance between the vehicle and the intersection is smaller than a first preset distance.
A target obstacle determination module 620, configured to determine a target obstacle among the plurality of obstacles based on obstacle information corresponding to the plurality of obstacles; the target obstacle refers to an obstacle to be avoided in the process of the vehicle driving out of the intersection.
The avoidance space determination module 630 is configured to determine a target avoidance space that includes a target obstacle.
The path planning module 640 is configured to perform path planning based on the target avoidance space.
In some embodiments, the avoidance space determination module 630 is configured to determine a longitudinal extension based on the target obstacle, the longitudinal extension being indicative of an extension in a first direction, the first direction being indicative of a direction of travel of the target obstacle; determining a lateral extension length based on the target obstacle, the lateral extension length characterizing an extension length in a second direction, the second direction being perpendicular to the first direction; the target avoidance space is determined based on the longitudinal extension and the lateral extension.
In some embodiments, the avoidance space determination module 630 is configured to obtain a speed of the target obstacle; the product of the velocity of the target obstacle and the first coefficient is determined as the longitudinal extension.
In some embodiments, the avoidance space determination module 630 is configured to obtain a guiding path of the vehicle; determining a designated projection point of a center point of a target obstacle on a guide path of a vehicle; acquiring a longitudinal distance between the vehicle and the target obstacle based on the designated projection point; determining the sum of the width of the target obstacle and the preset value as the transverse extension length under the condition that the longitudinal distance is smaller than or equal to a second preset distance; in the case where the longitudinal distance is greater than the second preset distance, the product between the width of the target obstacle and the second coefficient is determined as the lateral extension length.
In some embodiments, the avoidance space determination module 630 is configured to obtain a predicted trajectory and shape information of the target obstacle; the target avoidance space is determined based on the longitudinal extension length, the lateral extension length, the predicted trajectory of the target obstacle, and the shape information.
In some embodiments, the avoidance space determination module 630 is configured to determine the sub-avoidance space based on shape information, a lateral extension length, a longitudinal extension length of the target obstacle; and determining the target avoidance space based on the sub-avoidance spaces of the target obstacle at a plurality of sampling points in the predicted track.
In some embodiments, the target obstacle determining module 620 is configured to perform a screening process on the plurality of obstacles based on a preset screening principle to obtain a target obstacle; wherein the preset screening principle comprises one or more of the following combinations: the speed of the obstacle is smaller than a first preset speed, the deviation between the course angle of the obstacle and the course angle of the vehicle is larger than a first preset angle, the deviation between the course angle of the obstacle and the course angle of the vehicle is smaller than a second preset angle, the planned acceleration determined based on the predicted path of the obstacle is the preset acceleration, and the interference time between the predicted path of the obstacle and the planned path of the vehicle is longer than a preset time period; the second preset angle is smaller than the first preset angle.
In some embodiments, the apparatus further comprises: a speed acquisition module (not shown). And the speed acquisition module is used for acquiring the speed of the vehicle. And if the speed of the vehicle is greater than the second preset speed, executing the step of determining the target obstacle in the plurality of obstacles based on the obstacle information corresponding to the plurality of obstacles. The target obstacle determining module 620 is configured to perform a step of determining a target obstacle among the plurality of obstacles based on the obstacle information corresponding to the plurality of obstacles if the speed of the vehicle is greater than a second preset speed.
In summary, the technical scheme provided by the embodiment of the application, when the situation that the vehicle is about to drive into the intersection is monitored, the target obstacle (i.e. the remittance obstacle) which needs to be avoided in the process of driving away from the intersection is determined in the detected multiple obstacles, then the target avoidance space containing the target obstacle is determined, the path planning is carried out according to the target avoidance space, the following vehicle can bypass the target obstacle when driving away from the intersection according to the planned path, the accurate avoidance of the target obstacle is realized, the probability of collision between the vehicle and the target obstacle in the process of driving away from the intersection is reduced, and the driving safety of the vehicle is improved.
It will be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working process of the apparatus and modules described above may refer to the corresponding process in the foregoing method embodiment, which is not repeated herein.
In several embodiments provided herein, the coupling of the modules to each other may be electrical, mechanical, or other.
In addition, each functional module in each embodiment of the present application may be integrated into one processing module, or each module may exist alone physically, or two or more modules may be integrated into one module. The integrated modules may be implemented in hardware or in software functional modules.
As shown in fig. 7, the present example also provides a vehicle 700, the vehicle 700 including a processor 710, a memory 720. Wherein the memory 720 stores computer program instructions.
Processor 710 may include one or more processing cores. The processor 77 connects the various parts within the overall battery management system using various interfaces and lines, performs various functions of the battery management system and processes data by executing or executing instructions, programs, code sets, or instruction sets stored in the memory 720, and invoking data stored in the memory 720. Alternatively, the processor 710 may be implemented in hardware in at least one of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), programmable logic array (Programmable Logic Array, PLA). The processor 710 may integrate one or a combination of several of the central processor 77 (Central Processing Unit, CPU), the image processor 710 (Graphics Processing Unit, GPU), and modem, etc. The CPU mainly processes an operating system, a user interface, an application program and the like; the GPU is used for being responsible for rendering and drawing of display content; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 710 and may be implemented solely by a single communication chip.
The Memory 720 may include a random access Memory 720 (Random Access Memory, RAM) or a Read-Only Memory 720 (Read-Only Memory). Memory 720 may be used to store instructions, programs, code, sets of codes, or sets of instructions. The memory 720 may include a stored program area and a stored data area, wherein the stored program area may store instructions for implementing an operating system, instructions for implementing at least one function (such as a touch function, a sound playing function, etc.), instructions for implementing various method examples described below, and the like. The storage data area may also store data created by the vehicle in use, etc.
Referring to fig. 8, there is shown that the embodiment of the present application further provides a computer readable storage medium 800, where the computer readable storage medium 800 stores computer program instructions 810, and the computer program instructions 810 may be invoked by a processor to perform the method described in the above embodiment.
The computer readable storage medium 800 may be an electronic memory such as a flash memory, an EEPROM (electrically erasable programmable read only memory), an EPROM, a hard disk, or a ROM. Optionally, the computer readable storage medium 800 comprises a non-volatile computer readable storage medium (non-transitory computer-readable storage medium). The computer readable storage medium 800 has storage space for computer program instructions 810 that perform any of the method steps described above. The computer program instructions 810 may be read from or written to one or more computer program products. The computer program instructions 810 may be compressed in a suitable form.
The foregoing is merely a preferred embodiment of the present application, and is not intended to limit the present application in any way, and although the present application has been described with reference to the preferred embodiment, it is not intended to limit the present application, and any person skilled in the art shall not depart from the scope of the present application, and make some changes or modifications to the above embodiments without departing from the scope of the present application.
Claims (11)
1. A method of path planning, the method comprising:
acquiring obstacle information corresponding to a plurality of obstacles under the condition that the distance between the vehicle and the intersection is smaller than a first preset distance;
determining a target obstacle among a plurality of obstacles based on obstacle information corresponding to the plurality of obstacles; the target obstacle represents an obstacle to be avoided in the process of driving the vehicle away from the intersection;
determining a target avoidance space containing the target obstacle, wherein the target avoidance space represents a space to be avoided in the process of driving the vehicle away from the intersection;
and planning a path based on the target avoidance space.
2. The method of claim 1, wherein the determining a target avoidance space containing the target obstacle comprises:
determining a longitudinal extension based on the target obstacle, the longitudinal extension being indicative of an extension in a first direction, the first direction being indicative of a direction of travel of the target obstacle;
determining a lateral extension based on the target obstacle, the lateral extension characterizing an extension in a second direction, the second direction being perpendicular to the first direction;
the target avoidance space is determined based on the longitudinal extension and the lateral extension.
3. The method of claim 2, wherein the determining a longitudinal extension based on the target obstacle comprises:
acquiring the speed of the target obstacle;
the product of the velocity of the target obstacle and the first coefficient is determined as the longitudinal extension.
4. The method of claim 2, wherein determining a lateral extension based on the target obstacle comprises:
acquiring a guide path of the vehicle;
determining a specified projected point of a center point of the target obstacle on a guide path of the vehicle;
acquiring a longitudinal distance between the vehicle and the target obstacle based on the designated projection point;
determining the sum of the width of the target obstacle and a preset value as the transverse extension length under the condition that the longitudinal distance is smaller than or equal to a second preset distance;
and determining the product of the width of the target obstacle and a second coefficient as the transverse extension length when the longitudinal distance is greater than a second preset distance.
5. The method of claim 2, wherein the determining the target avoidance space based on the longitudinally extending length, the laterally extending length comprises:
acquiring the predicted track and shape information of the target obstacle;
the target avoidance space is determined based on the longitudinal extension, the lateral extension, the predicted trajectory of the target obstacle, and shape information.
6. The method of claim 5, wherein determining the target avoidance space based on the longitudinal extension, the lateral extension, the predicted trajectory of the target obstacle, and shape information comprises:
determining a sub avoidance space based on shape information of the target obstacle, the lateral extension length, and the longitudinal extension length;
and determining the target avoidance space based on the sub-avoidance spaces of the target obstacle at a plurality of sampling points in the predicted track.
7. The method according to any one of claims 1 to 6, wherein the determining a target obstacle among a plurality of obstacles based on obstacle information corresponding to the plurality of obstacles includes:
screening a plurality of barriers based on a preset screening principle to obtain the target barrier;
wherein the preset screening principle comprises one or more of the following combinations:
the speed of the obstacle is smaller than a first preset speed, the deviation between the course angle of the obstacle and the course angle of the vehicle is larger than a first preset angle, the deviation between the course angle of the obstacle and the course angle of the vehicle is smaller than a second preset angle, the planned acceleration determined based on the predicted path of the obstacle is the preset acceleration, and the interference time between the predicted path of the obstacle and the planned path of the vehicle is longer than a preset time period; the second preset angle is smaller than the first preset angle.
8. The method according to any one of claims 1 to 6, further comprising, before the determining a target obstacle among the plurality of obstacles based on the obstacle information corresponding to the plurality of obstacles:
acquiring the speed of the vehicle;
and if the speed of the vehicle is greater than a second preset speed, executing the step of determining a target obstacle in the plurality of obstacles based on the obstacle information corresponding to the plurality of obstacles.
9. A path planning apparatus, the apparatus comprising:
the information acquisition module is used for acquiring obstacle information corresponding to a plurality of obstacles under the condition that the distance between the vehicle and the intersection is monitored to be smaller than a first preset distance;
a target obstacle determination module, configured to determine a target obstacle from a plurality of obstacles based on obstacle information corresponding to the plurality of obstacles; the target obstacle is an obstacle to be avoided when the vehicle drives away from the intersection;
the avoidance space determining module is used for determining a target avoidance space containing the target obstacle;
and the path planning module is used for planning a path based on the target avoidance space.
10. A vehicle, characterized in that the vehicle comprises:
one or more processors;
a memory;
one or more applications, wherein one or more of the applications are stored in the memory and configured to be executed by one or more of the processors, the one or more applications configured to perform the method of any of claims 1-8.
11. A computer readable storage medium, characterized in that the computer readable storage medium has stored therein a program code, which is called by a processor to perform the method according to any of claims 1 to 8.
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| CN117962932A (en) * | 2024-04-02 | 2024-05-03 | 福瑞泰克智能系统有限公司 | Obstacle travel track generation method and device, storage medium and electronic equipment |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117962932A (en) * | 2024-04-02 | 2024-05-03 | 福瑞泰克智能系统有限公司 | Obstacle travel track generation method and device, storage medium and electronic equipment |
| CN117962932B (en) * | 2024-04-02 | 2024-06-11 | 福瑞泰克智能系统有限公司 | Obstacle travel track generation method and device, storage medium and electronic equipment |
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