CN117774980A - Variable road diameter planning method, device and computer readable storage medium - Google Patents

Abstract

The embodiment of the invention relates to the technical field of auxiliary driving, and discloses a method, a device and a computer-readable storage medium for planning a variable road diameter, wherein the method comprises the steps of obtaining a first position of a current vehicle on a current lane and a second position of a target vehicle on a target lane corresponding to the current lane; determining a relative positional relationship between the target vehicle and the current vehicle based on the first position and the second position; determining a lane change intention of the target vehicle based on the driving state information of the target vehicle; based on the relative positional relationship and the lane change intention, a path of the current vehicle from the current lane to the target lane is determined. By applying the technical scheme of the invention, the relative position relation between the target vehicle and the current vehicle can be combined with the lane change intention of the target vehicle, so that the lane change path of the current vehicle is planned, the influence of the position relation between the current vehicle and the target vehicle on the lane change of the current vehicle is fully considered, and the lane change safety and the traffic efficiency of the vehicle are ensured.

Description

Variable road diameter planning method, device and computer readable storage medium

Technical Field

The embodiment of the invention relates to the technical field of auxiliary driving, in particular to a method and a device for planning a variable road diameter and a computer readable storage medium.

Background

At present, most bus lanes and right-turn lanes are shared, but the driving path of the bus is not controlled independently in the auxiliary driving system, so that the lane change path of the bus cannot be well planned by the existing auxiliary driving system under the condition that the bus needs to be changed from the right-turn lane to the right-turn lane and the bus needs to be changed from the right-turn lane, the traffic efficiency of the bus is reduced, and a certain potential safety hazard exists.

Disclosure of Invention

In view of the above problems, embodiments of the present invention provide a method, an apparatus, and a computer readable storage medium for planning a variable road diameter, which are used for solving the problems of reduced vehicle passing efficiency and potential safety hazard caused by unreasonable variable road diameter planning in the prior art.

According to an aspect of the embodiment of the present invention, there is provided a method for planning a path of a variable road, the method including:

acquiring a first position of a current vehicle on a current lane and a second position of a target vehicle on a target lane corresponding to the current lane; the target lane is an adjacent lane of the current lane;

Determining a relative positional relationship between the target vehicle and the current vehicle based on the first position and the second position;

determining a lane change intention of the target vehicle based on the driving state information of the target vehicle;

based on the relative positional relationship and the lane change intention, a path of the current vehicle from the current lane to the target lane is determined.

In an alternative embodiment, determining a relative positional relationship between the target vehicle and the current vehicle based on the first location and the second location includes:

determining a relative position of the current vehicle and the target vehicle and a relative distance of the current vehicle and the target vehicle in the current road direction based on the first position and the second position;

based on the relative position and the relative distance, a relative positional relationship is determined.

In an alternative embodiment, the relative positional relationship is a travel area of the target vehicle with respect to the current vehicle; determining a relative positional relationship based on the relative position and the relative distance, comprising:

if the relative position is that the target vehicle is positioned in front of the current vehicle and the relative distance is greater than or equal to the preset distance, determining the running area of the target vehicle as a first area;

if the relative position is that the target vehicle is positioned in front of the current vehicle and the relative distance is smaller than the preset distance, determining the running area of the target vehicle as a second area;

And if the relative position is that the target vehicle is positioned behind the current vehicle, determining the running area of the target vehicle as a third area.

In an alternative embodiment, determining a path of the current vehicle from the current lane to the target lane based on the driving area and the lane change intention of the target vehicle includes:

if the target vehicle is located in the first area and the second area, determining a path of the current vehicle from the current lane to the target lane based on the running state information and/or the lane changing intention of the target vehicle;

and if the target vehicle is positioned in the third area, controlling the current vehicle to accelerate and change the road to the front of the target vehicle.

In an alternative embodiment, if the target vehicle is located in the first area, determining the path of the current vehicle from the current lane to the target lane based on the driving status information and/or the lane change intention of the target vehicle includes:

if the target vehicle is in a stop state, controlling the current vehicle to accelerate and change the road to the front of the target vehicle;

and if the target vehicle is in a running state, controlling the current vehicle to decelerate and change the road to the rear of the target vehicle.

In an alternative embodiment, if the target vehicle is located in the second area, determining the path of the current vehicle from the current lane to the target lane based on the driving status information and/or the lane change intention of the target vehicle includes:

If the target vehicle is in a stop state, controlling the current vehicle to accelerate and change the road to the front of the target vehicle;

if the lane change intention of the target vehicle is not to change the lane to the current lane, determining a path of the current vehicle from the current lane to the target lane based on the running speed of the target vehicle and the running speed of the current vehicle;

if the lane change intention of the target vehicle is to change the lane to the current lane, determining a lane change process of the target vehicle based on the lateral acceleration of the target vehicle and/or the distance between the target vehicle and the current lane, and determining a path of the current vehicle from the current lane to the target lane based on the lane change process; the lateral acceleration is the speed of the target vehicle in a direction perpendicular to the current road.

In an alternative embodiment, determining a path of the current vehicle from the current lane to the target lane based on the travel speed of the target vehicle and the travel speed of the current vehicle includes:

if the running speed of the target vehicle is greater than the running speed of the current vehicle, controlling the current vehicle to decelerate and change the road to the rear of the target vehicle;

and if the running speed of the target vehicle is less than or equal to the running speed of the current vehicle, controlling the current vehicle to accelerate and change the road to the front of the target vehicle.

In an alternative embodiment, determining a path of a current vehicle from a current lane change to a target lane based on a lane change process includes:

if the lane change progress of the target vehicle is about to enter the current lane, controlling the current vehicle to decelerate, and changing the lane to the target lane after the target vehicle enters the current lane;

if the lane change progress of the target vehicle is that the current lane is not close to the current lane, determining a path from the current lane to the target lane of the current vehicle based on lane change space conditions; the lane change space condition is the relative distance between the current vehicle and the target vehicle, and the collision time of the current vehicle colliding with the target vehicle according to the current running speed.

According to another aspect of the embodiment of the present invention, there is provided a path-changing planning apparatus applied to a vehicle-mounted terminal, including:

the system comprises a position acquisition module, a control module and a control module, wherein the position acquisition module is used for acquiring a first position of a current vehicle on a current lane and a second position of a target vehicle on a target lane corresponding to the current lane; the target lane is an adjacent lane of the current lane;

a relative positional relationship determination module configured to determine a relative positional relationship between the target vehicle and the current vehicle based on the first position and the second position;

The lane change intention determining module is used for determining the lane change intention of the target vehicle based on the running state information of the target vehicle;

and the lane changing path determining module is used for determining a path of the current vehicle from the current lane to the target lane based on the relative position relation and the lane changing intention.

According to another aspect of the embodiment of the present invention, there is provided a vehicle-mounted terminal including: the device comprises a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface are communicated with each other through the communication bus;

the memory is configured to store at least one executable instruction that causes the processor to perform the operations of the path change planning method as described in any of the above.

According to yet another aspect of the embodiments of the present invention, there is provided a computer-readable storage medium having stored therein at least one executable instruction that, when run on an in-vehicle terminal/road-path-changing planning apparatus, causes the in-vehicle terminal/road-path-changing planning apparatus to perform the operations of the road-path-changing planning method as any of the above.

According to the embodiment of the invention, the relative position relation between the target vehicle and the current vehicle is combined with the lane change intention of the target vehicle, so that the path from the current lane to the target lane of the current vehicle is planned, the influence of the position relation between the current vehicle and the target vehicle on the lane change of the current vehicle is fully considered, and the lane change safety and the traffic efficiency of the vehicle are ensured.

The foregoing description is only an overview of the technical solutions of the embodiments of the present invention, and may be implemented according to the content of the specification, so that the technical means of the embodiments of the present invention can be more clearly understood, and the following specific embodiments of the present invention are given for clarity and understanding.

Drawings

The drawings are only for purposes of illustrating embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:

FIG. 1 is a schematic diagram of a driving assistance system;

FIG. 2 is a component schematic diagram of a driving assistance system;

fig. 3 is a flow chart of a method for planning a variable road diameter according to an embodiment of the present invention;

FIG. 4 is a flow chart of determining relative positional relationship provided by an embodiment of the present invention;

FIG. 5 is a schematic illustration of determining relative positional relationship provided by an embodiment of the present invention;

FIG. 6 is a schematic flow chart of determining a lane change path according to an embodiment of the present invention;

fig. 7 is a schematic structural diagram of an embodiment of a path-changing planning device according to an embodiment of the present invention;

fig. 8 is a schematic structural diagram of an embodiment of a vehicle-mounted terminal provided by an embodiment of the present invention.

Detailed Description

Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention may be embodied in various forms and should not be limited to the embodiments set forth herein.

Referring to fig. 1 and 2, fig. 1 is a schematic diagram of an auxiliary driving system, fig. 2 is a schematic diagram of components of the auxiliary driving system, and as shown in fig. 1 and 2, the auxiliary driving system includes 3 millimeter wave radars, 10 cameras, an automatic driving controller, a vehicle body stabilizing system, an electric power steering system, a vehicle body controller, a meter, a central control screen, a steering lamp and other related systems, and a sensor unit is in communication with the automatic driving controller.

Wherein, as shown in the following table 1, the 3 millimeter wave radars include a front millimeter wave radar 1 and an angle millimeter wave radar 2 and an angle millimeter wave radar 3; the front millimeter wave radar is a 77GHz millimeter wave radar, is arranged right in front of the vehicle, the detection distance can reach about 160m, the angle millimeter wave radar is a 77GHz millimeter wave radar, is arranged on the left side and the right side in the rear bumper of the vehicle, and the detection distance can reach about 80 m. The 12 ultrasonic probes, namely, the ultrasonic probes 4 to 15 are distributed around the vehicle body. The 10 cameras include 1 set of front-view intelligent cameras 24 including 2 cameras, 4 side-view cameras (side-view camera 20, side-view camera 21, side-view camera 22, and side-view camera 23), and 4 ring-view cameras (ring-view camera 16, ring-view camera 17, ring-view camera 18, and ring-view camera 19). The side view camera is a two million pixel camera of 100 wide angles, and the side view camera is divided into a side front view camera and a side back view camera again, and the side front view camera, namely side view camera 21 and side view camera 23, is installed in the rear-view mirror, and the side back view camera, namely side view camera 20 and side view camera 22, is installed above the fender, and its detection distance can reach about 70 m. The field of view of the front view intelligent camera group 24 is divided into small, medium and large angles, and the furthest detectable distance can reach about 200 m. The laser radar 25 is installed at the junction of the roof and the windshield, and the furthest detection distance can reach about 250 meters. The autopilot controller 26 may be disposed in any location of the vehicle that meets waterproofing.

TABLE 1

Part name	Quantity of bicycles	Description of the parts
			Forward-looking intelligent camera group	1	120-degree wide-angle camera&30-degree long-focus camera
Side view camera	4	100-degree wide-angle camera
			All-round camera	4	190 wide-angle camera
Front millimeter wave radar	1	77GHz millimeter wave radar
			Angular millimeter wave radar	2	77GHz millimeter wave radar
Automatic driving controller	1	Automatic driving controller module assembly

In the embodiment of the invention, the angular millimeter wave radar and the front millimeter wave radar send out radio waves (radar waves) and receive echoes, the position data of the target is measured according to the time difference between the receiving and the transmitting, and parameters such as the time distance between the obstacle and the vehicle, the relative speed and the like can be accurately detected through millimeter waves. The front-view intelligent camera group can detect obstacles with the distances of about 200m at the farthest positions in front of the outside, recognize lane line information, cut in and cut out vehicles at a short distance, and the like. The side view camera is used for overcoming the defect of poor recognition under the low-speed scene of the angle radar, and can quickly and early capture the cutting trend of other vehicles and the short-distance cutting scene, so that the automatic driving controller can early process the cutting scene. The millimeter wave radar, the cameras and the inertial measurement unit integrated in the vehicle form a sensing module, and the automatic driving controller identifies lane lines, vehicles running on roads, road edges, barriers and the like through an algorithm by acquiring information detected by the sensing module and reasonably plans a track planning of driving assistance based on the lane lines, the vehicles, the road edges, the barriers and the like. The vehicle body stabilizing system is used for receiving a deceleration request instruction sent by the automatic driving controller and feeding back vehicle body data such as deceleration, yaw angle, vehicle speed and wheel speed of the vehicle to the automatic driving controller so that the automatic driving controller can calculate longitudinal control of the vehicle. The electric power steering system is used for executing the steering angle and the steering angle acceleration request sent by the automatic driving controller and controlling the steering wheel to steer to the angle instructed by the automatic driving controller. The whole vehicle controller is used for receiving the torque request of the automatic driving controller, executing acceleration control, feeding back the gear of the vehicle in real time, responding to the torque and the like. The vehicle body controller is used for receiving control requests of steering lamps, danger alarm lamps, wipers, lamplight and the like for automatic driving control. The instrument is used for displaying a man-machine interaction interface, characters, pictures and sound reminding in the process of activating the auxiliary driving function. The central control screen is used for displaying a scene reconstruction interface and a user-defined setting entry and the like of the pilot auxiliary function in the activation process. The steering lamp is used for responding to the lighting request of the vehicle body controller in the automatic driving process to remind other vehicles of driving safety.

The embodiment of the invention provides a variable road diameter planning method which can be used for the auxiliary driving system, and the method comprises the steps of obtaining a first position of a current vehicle on a current lane and a second position of a target vehicle on a target lane corresponding to the current lane; the target lane is an adjacent lane of the current lane; determining a relative positional relationship between the target vehicle and the current vehicle based on the first position and the second position; determining a lane change intention of the target vehicle based on the driving state information of the target vehicle; based on the relative positional relationship and the lane change intention, a path of the current vehicle from the current lane to the target lane is determined. Therefore, the relative position relation between the target vehicle and the current vehicle is combined with the lane change intention of the target vehicle, the path from the current lane to the target lane of the current vehicle is planned, the influence of the position relation between the current vehicle and the target vehicle on the lane change of the current vehicle is fully considered, and the lane change safety and the traffic efficiency of the vehicle are ensured.

In the following, a specific embodiment of a method for planning a variable road diameter according to the present invention is described, and fig. 3 is a schematic flow chart of a method for planning a variable road diameter according to an embodiment of the present invention, and the present specification provides method operation steps as examples or flowcharts, but may include more or fewer operation steps based on conventional or non-creative labor. The order of steps recited in the embodiments is merely one way of performing the order of steps and does not represent a unique order of execution. When implemented in a real system or server product, the methods illustrated in the embodiments or figures may be performed sequentially or in parallel (e.g., in a parallel processor or multithreaded environment). As shown in fig. 3, the method may include:

Step 310: and acquiring a first position of the current vehicle on the current lane and a second position of the target vehicle on the target lane corresponding to the current lane.

In the embodiment of the invention, the current lane is the lane where the current vehicle is currently running; the target lane is the adjacent lane of the current lane, namely the lane which needs to be changed into the current lane; the target vehicle is a vehicle that travels on a target lane and may have some effect or interference with the current vehicle lane change.

In the embodiment of the invention, the first position is the position of the current vehicle in the current lane at the current time, and the second position is the position of the target vehicle in the target lane at the current time.

Step 320: based on the first position and the second position, a relative positional relationship between the target vehicle and the current vehicle is determined.

In the embodiment of the invention, the relative position relation defines the position relation between the target vehicle and the current vehicle, and the position relation between the target vehicle and the current vehicle can be divided into the following three types by the relative position relation: the position of the target vehicle is closer to the position of the current vehicle, the position of the target vehicle is far beyond the position of the current vehicle, and the position of the target vehicle is behind the position of the current vehicle.

In an alternative implementation, fig. 4 is a schematic flow chart of determining a relative positional relationship according to an embodiment of the present invention, as shown in fig. 4, the step 320 may include the following steps:

step 410: based on the first and second locations, a relative position of the current vehicle and the target vehicle, and a relative distance of the current vehicle and the target vehicle in the current road direction are determined.

In the embodiment of the invention, the relative position is used for representing the front-rear position relation of the current vehicle and the target vehicle in the geographic space, and the relative distance is used for representing the distance between the current vehicle and the target vehicle in the current road direction, namely the driving direction. And according to the relative position and the relative distance, the relative position relation between the current vehicle and the target vehicle in the current road can be clearly obtained.

Step 420: based on the relative position and the relative distance, a relative positional relationship is determined.

In the embodiment of the present invention, the relative positional relationship may be a driving area of the target vehicle with respect to the current vehicle. The determination and division of the phase position relationship can be divided into the following three cases:

in the first case, if the relative position is that the target vehicle is located in front of the current vehicle and the relative distance is greater than or equal to a preset distance, determining a running area of the target vehicle as a first area;

In the second case, if the relative position is that the target vehicle is located in front of the current vehicle and the relative distance is smaller than the preset distance, determining the running area of the target vehicle as a second area;

and in the third case, if the relative position is that the target vehicle is positioned behind the current vehicle, determining the running area of the target vehicle as a third area.

The preset distance is a preset safety distance beyond which the target vehicle and the current vehicle are in a relatively far position relationship with less influence of lane change. Alternatively, the preset distance may be calculated according to the body lengths of the current vehicle and the target vehicle, that is, the preset distance is the sum of the body length of the current vehicle and the body length of the target vehicle.

Fig. 5 is a schematic diagram of determining a relative positional relationship according to an embodiment of the present invention, and the following is a further description of the above three cases with reference to fig. 5: as shown in fig. 5, a preset distance is calculated from the rear of the current vehicle forward, and the obtained one area is the second area. In the second area, the distance between the current vehicle and the target vehicle is relatively close, and various driving conditions of the target vehicle need to be comprehensively considered in the area of lane changing. The second area is divided into a first area in which the current vehicle is behind the target vehicle and in which lane change is required to take into account the travel speed of the target vehicle. The area rearward of the second area is divided into a third area in which the target vehicle is behind the current vehicle and in which the lane change is not affected by the target vehicle. Therefore, the variable road diameter of the current vehicle is planned by adopting different methods in different driving areas, so that the planned variable road diameter is more reasonable.

In an alternative embodiment, in fig. 5, the tail of the current vehicle is taken as a calculated starting point, the driving area is divided, and when the corresponding determination is made on which driving area the target vehicle is located, the determination is also made according to the tail of the target vehicle, for example, the tail of the target vehicle is in the second area, but part of the vehicle body is in the first area, and the target vehicle is divided into the second area. That is, the same criteria are used for the division of the travel area and the determination of the relative positional relationship. In the above embodiment, the tail of the current vehicle is taken as the calculation starting point, and in practical application, the midpoint of the body of the current vehicle or the center of gravity of the vehicle may be taken as the calculation starting point.

Step 330: the lane change intention of the target vehicle is determined based on the running state information of the target vehicle.

In the embodiment of the invention, the running state information of the target vehicle comprises information such as the activation state of a steering lamp, the running speed, the running acceleration and the like. The running speed may be further specifically divided into a lateral speed and a longitudinal speed, and the running acceleration may be further specifically divided into a lateral acceleration and a longitudinal acceleration. The transverse direction is the direction perpendicular to the current road direction, and the longitudinal direction is the direction consistent with the current road direction. The longitudinal speed and the longitudinal acceleration characterize the running state of the vehicle along the current road direction; the lateral speed and the lateral acceleration characterize the driving state of the vehicle in a direction perpendicular to the current road direction, i.e. the formal state of the vehicle in the lane change direction.

In the embodiment of the invention, in order to avoid the situation that the current vehicle does not acquire the turn signal lamp activation state of the target vehicle or a part of vehicles do not turn on the turn signal lamp when changing lanes, the turn signal lamp activation state of the target vehicle is referred to and the running speed and the running acceleration are referred to when determining the lane changing intention of the target vehicle.

In an alternative embodiment, the lane change intention of the target vehicle may be determined to be toward the current lane in the following cases:

first case: the target vehicle indicates turn signal activation of the current vehicle direction, e.g., the target lane is to the right of the current lane, if the target vehicle indicates turn signal activation of a left turn, then indicating that the lane change of the target vehicle is intended to be a lane change to the current lane;

in the second case, if the lateral speed of the target vehicle is equal to or greater than the preset speed and the distance between the target vehicle and the current lane in which the current vehicle is located is continuously shortened, it indicates that the lane change intention of the target lane is to change the lane to the current lane. The distance between the target vehicle and the current lane where the current vehicle is located can be measured by the distance between the left front wheel of the target vehicle and the lane line of the current lane adjacent to the target lane.

In an alternative embodiment, for the case that the lane change intention is to change the lane to the current lane, the lane change progress of the current lane may be further confirmed and divided. Specifically, when the lateral acceleration of the target vehicle is greater than or equal to the preset acceleration or the distance between the target vehicle and the current lane is smaller than or equal to the preset value, the time-varying lane progress is indicated to be about to enter the current lane, and otherwise, the lane-varying progress is not close to the current lane.

Step 340: based on the relative positional relationship and the lane change intention, a path of the current vehicle from the current lane to the target lane is determined.

In an alternative implementation manner, the target vehicle may be a bus, and the lane change path planning provided in this embodiment may be applicable to a case of planning a lane change path for a stop and start of the bus. Under the condition that the bus lane and the right-turn bus lane are shared, the bus needs to stop at the bus station near the side of the right-turn bus lane, restart after getting on or off, change the lane to return to the straight lane to run straight, or continue to run on the current right-turn bus lane. Then, in the running and lane changing process of the current vehicle, the bus is a factor with variable, and by adopting the lane changing path planning method provided by the embodiment, the running state and the position of the bus can be well considered, so that safe and efficient lane changing can be realized.

In an alternative implementation, fig. 6 is a schematic flow chart of determining a lane-changing path according to an embodiment of the present invention, as shown in fig. 6, the step 340 may include:

step 610: and if the target vehicle is positioned in the first area and the second area, determining the path of the current vehicle from the current lane to the target lane based on the running state information and/or the lane changing intention of the target vehicle.

In the embodiment of the invention, if the target vehicle is located in the first area and the second area, the current vehicle directly performs lane change operation and has risk of collision with the target vehicle, so that the path from the current lane to the target lane of the current vehicle is further determined according to the running state information and/or the lane change intention of the target vehicle.

Step 620: and if the target vehicle is positioned in the third area, controlling the current vehicle to accelerate and change the road to the front of the target vehicle.

In the embodiment of the invention, if the target vehicle is located in the third area, the target vehicle is located behind the current vehicle at the moment, and the current vehicle can directly change the lane without risk of collision with the target vehicle. The current vehicle is thus controlled to accelerate and lane to the front of the target vehicle at this time.

In an alternative embodiment, if the target vehicle is located in the first area, in step 520, the path from the current lane to the target lane of the current vehicle may be determined according to the state of the target vehicle, which is specifically as follows:

in the first case, if the target vehicle is in a stopped state, controlling the current vehicle to accelerate and change the road to the front of the target vehicle;

in the second case, if the target vehicle is in a driving state, the current vehicle is controlled to be decelerated and changed to the rear of the target vehicle.

In an alternative embodiment, if the target vehicle is located in the second area, in step 520, the path of the current vehicle from the current lane to the target lane may be determined according to the state, the running speed and the acceleration of the target vehicle, and the lane change intention, which is specifically as follows:

in the first case, if the target vehicle is in a stopped state, the current vehicle is controlled to accelerate and change the road to the front of the target vehicle.

In the second case, if the lane change intention of the target vehicle is not to change the lane to the current lane, the path of the current vehicle from the current lane to the target lane is determined based on the traveling speed of the target vehicle and the traveling speed of the current vehicle. In the second case, according to the magnitude relation between the running speed of the target vehicle and the running speed of the current vehicle, the following two cases are specifically classified:

If the running speed of the target vehicle is greater than the running speed of the current vehicle, the fact that the overtaking of the current vehicle to the target vehicle is difficult to finish at the moment is indicated, and the lane is changed to the rear of the target vehicle, so that the current vehicle is controlled to decelerate and change to the rear of the target vehicle;

if the running speed of the target vehicle is less than or equal to the running speed of the current vehicle, the overtaking of the target vehicle by the current vehicle can be completed, and the lane can be changed to the front of the target vehicle, so that the acceleration of the current vehicle is controlled, and the lane is changed to the front of the target vehicle.

In the third case, if the lane change intention of the target vehicle is to change the lane to the current lane, determining a lane change process of the target vehicle based on the lateral acceleration of the target vehicle and/or the distance between the target vehicle and the current lane, and determining a path of the current vehicle from the current lane to the target lane based on the lane change process; the lateral acceleration is an acceleration of the target vehicle in a direction perpendicular to the current road. In the third case, according to the lane change progress of the target vehicle, the following two cases are further specifically divided:

if the lane change progress of the target vehicle is about to enter the current lane, the situation that the target vehicle is very close to the current vehicle in the transverse direction at the moment is indicated, the risk of collision between the target vehicle and the time-varying lane exists, and the lane change space does not exist, so that the current vehicle is controlled to decelerate, and the lane change is carried out to the target lane after the target vehicle enters the current lane;

If the lane change progress of the target vehicle is that the current lane is not close to the current lane, determining a path from the current lane to the target lane of the current vehicle based on lane change space conditions; the lane change space condition is the relative distance between the current vehicle and the target vehicle and the collision time of the current vehicle colliding with the target vehicle according to the current running speed. The relative distance between the current vehicle and the target vehicle, especially when the relative distance in the current road direction is larger than the preset safety distance and the collision time is larger than the preset safety time, the current vehicle is indicated to have enough distance and time to change the road to the front of the target vehicle, the current vehicle is controlled to accelerate and change the road to the front of the target vehicle at the moment, otherwise, the current vehicle is controlled to decelerate and change the road to the rear of the target vehicle.

In an alternative embodiment, when the target vehicle is a bus, under the condition that the lane changing path is the lane changing to the rear of the target vehicle, after the lane changing to the rear of the target vehicle, the running speed of the current vehicle is controlled to be smaller than a preset safety speed, and under the preset safety speed, the current vehicle can be safely braked and stopped by detecting pedestrians in a short range, so that scattered pedestrian groups existing after the bus is started and stopped and the bus gets on and off are avoided, and the running safety is ensured.

According to the road diameter changing planning method provided by the embodiment of the invention, the path from the current lane to the target lane of the current vehicle is planned by combining the relative position relation between the target vehicle and the current vehicle with the lane changing intention of the target vehicle, and the influence of the position relation between the current vehicle and the target vehicle on the lane changing of the current vehicle is fully considered, so that the lane changing safety is ensured and the passing efficiency of the vehicle is ensured.

The embodiment of the invention also provides a variable road path planning device, which can be applied to a vehicle-mounted terminal, and fig. 7 is a schematic structural diagram of an embodiment of the variable road path planning device provided by the embodiment of the invention, as shown in fig. 7, the variable road path planning device 700 includes:

a position obtaining module 710, configured to obtain a first position of a current vehicle on a current lane and a second position of a target vehicle on a target lane corresponding to the current lane; the target lane is an adjacent lane of the current lane;

a relative positional relationship determination module 720 for determining a relative positional relationship between the target vehicle and the current vehicle based on the first position and the second position;

a lane change intention determining module 730 for determining a lane change intention of the target vehicle based on the driving state information of the target vehicle;

The lane change path determining module 740 is configured to determine a path of the current vehicle from the current lane to the target lane based on the relative positional relationship and the lane change intention.

In an alternative embodiment, the relative position relationship determination module 720 includes:

a relative position determining unit configured to determine a relative position of the current vehicle and the target vehicle, and a relative distance of the current vehicle and the target vehicle in a current road direction, based on the first position and the second position;

and a relative positional relationship determination unit configured to determine a relative positional relationship based on the relative position and the relative distance.

In an alternative embodiment, the relative positional relationship is a travel area of the target vehicle with respect to the current vehicle; the relative position relation determining unit is further used for:

if the relative position is that the target vehicle is positioned in front of the current vehicle and the relative distance is greater than or equal to the preset distance, determining the running area of the target vehicle as a first area;

if the relative position is that the target vehicle is positioned in front of the current vehicle and the relative distance is smaller than the preset distance, determining the running area of the target vehicle as a second area;

and if the relative position is that the target vehicle is positioned behind the current vehicle, determining the running area of the target vehicle as a third area.

In an alternative embodiment, the variable road diameter determination module 740 includes:

the path planning unit is used for determining the path of the current vehicle from the current lane to the target lane based on the running state information and/or the lane changing intention of the target vehicle if the target vehicle is positioned in the first area and the second area;

and the vehicle control unit is used for controlling the current vehicle to accelerate and change the road to the front of the target vehicle if the target vehicle is positioned in the third area.

In an alternative embodiment, if the target vehicle is located in the first area, the path planning unit includes:

the vehicle control subunit is used for controlling the current vehicle to accelerate and change the road to the front of the target vehicle if the target vehicle is in a stop state;

and the vehicle control subunit is also used for controlling the current vehicle to decelerate and change the road to the rear of the target vehicle if the target vehicle is in a running state.

In an alternative embodiment, if the target vehicle is located in the second area, the path planning unit includes:

the vehicle control subunit is also used for controlling the current vehicle to accelerate and change the road to the front of the target vehicle if the target vehicle is in a stop state;

A path planning subunit, configured to determine, if the lane change intention of the target vehicle is not to change the lane to the current lane, a path of the current vehicle from the current lane to the target lane based on the running speed of the target vehicle and the running speed of the current vehicle;

the path planning subunit is further used for determining a lane changing process of the target vehicle based on the lateral acceleration of the target vehicle and/or the distance between the target vehicle and the current lane if the lane changing intention of the target vehicle is to change the lane to the current lane, and determining the path of the current vehicle from the current lane to the target lane based on the lane changing process; the lateral acceleration is the speed of the target vehicle in a direction perpendicular to the current road.

In an alternative embodiment, the path planning subunit is further configured to:

if the running speed of the target vehicle is greater than the running speed of the current vehicle, controlling the current vehicle to decelerate and change the road to the rear of the target vehicle;

and if the running speed of the target vehicle is less than or equal to the running speed of the current vehicle, controlling the current vehicle to accelerate and change the road to the front of the target vehicle.

In an alternative embodiment, the path planning subunit is further configured to:

if the lane change progress of the target vehicle is about to enter the current lane, controlling the current vehicle to decelerate, and changing the lane to the target lane after the target vehicle enters the current lane;

If the lane change progress of the target vehicle is that the current lane is not close to the current lane, determining a path from the current lane to the target lane of the current vehicle based on lane change space conditions; the lane change space condition is the relative distance between the current vehicle and the target vehicle, and the collision time of the current vehicle colliding with the target vehicle according to the current running speed.

The apparatus and method embodiments in the embodiments of the present application are based on the same application concept.

Fig. 8 is a schematic structural diagram of an embodiment of a vehicle-mounted terminal according to an embodiment of the present invention, which is not limited to a specific implementation of the vehicle-mounted terminal.

As shown in fig. 8, the in-vehicle terminal may include: a processor (processor) 802, a communication interface (Communications Interface) 804, a memory (memory) 806, and a communication bus 808.

Wherein: processor 802, communication interface 804, and memory 806 communicate with each other via a communication bus 808. A communication interface 804 for communicating with network elements of other devices, such as clients or other servers. The processor 802 is configured to execute the program 810, and may specifically perform the relevant steps in the embodiment of the method for path-changing planning.

In particular, program 810 may include program code including computer-executable instructions.

The processor 802 may be a central processing unit CPU, or a specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present invention. The one or more processors included in the vehicle-mounted terminal may be the same type of processor, such as one or more CPUs; but may also be different types of processors such as one or more CPUs and one or more ASICs.

Memory 806 for storing a program 810. The memory 806 may include high-speed RAM memory or may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

The program 810 may be specifically invoked by the processor 802 to cause the in-vehicle terminal to perform the relevant steps described above for the variable road path planning method embodiment.

It will be appreciated by those skilled in the art that the configuration shown in fig. 8 is merely illustrative and is not intended to limit the configuration of the apparatus described above. For example, the in-vehicle terminal may further include more or fewer components than those shown in fig. 8, or have a different configuration from that shown in fig. 8.

The embodiment of the invention provides a computer readable storage medium, which stores at least one executable instruction, and when the executable instruction runs on a vehicle-mounted terminal/road-changing path planning device, the vehicle-mounted terminal/road-changing path planning device executes the road-changing path planning method in any method embodiment.

The algorithms or displays presented herein are not inherently related to any particular computer, virtual system, or other apparatus. In addition, embodiments of the present invention are not directed to any particular programming language.

In the description provided herein, numerous specific details are set forth. It will be appreciated, however, that embodiments of the invention may be practiced without such specific details. Similarly, in the above description of exemplary embodiments of the invention, various features of embodiments of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. Wherein the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this invention.

Those skilled in the art will appreciate that the modules in the apparatus of the embodiments may be adaptively changed and disposed in one or more apparatuses different from the embodiments. The modules or units or components of the embodiments may be combined into one module or unit or component and, furthermore, they may be divided into a plurality of sub-modules or sub-units or sub-components. Except that at least some of such features and/or processes or elements are mutually exclusive.

It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the words first, second, third, etc. do not denote any order. These words may be interpreted as names. The steps in the above embodiments should not be construed as limiting the order of execution unless specifically stated.

Claims (11)

1. A method of path-changing planning, the method comprising:

acquiring a first position of a current vehicle on a current lane and a second position of a target vehicle on a target lane corresponding to the current lane; the target lane is an adjacent lane of the current lane;

determining a relative positional relationship between the target vehicle and the current vehicle based on the first position and the second position;

determining a lane change intention of the target vehicle based on the driving state information of the target vehicle;

and determining a path of the current vehicle from the current lane to the target lane based on the relative position relationship and the lane change intention.

2. The method of claim 1, wherein the determining a relative positional relationship between the target vehicle and the current vehicle based on the first location and the second location comprises:

determining a relative position of the current vehicle and the target vehicle, and a relative distance of the current vehicle and the target vehicle in a current road direction, based on the first position and the second position;

the relative positional relationship is determined based on the relative position and the relative distance.

3. The method according to claim 2, wherein the relative positional relationship is a traveling area of the target vehicle with respect to the current vehicle; the determining the relative positional relationship based on the relative position and the relative distance includes:

if the relative position is that the target vehicle is positioned in front of the current vehicle and the relative distance is greater than or equal to a preset distance, determining a running area of the target vehicle as a first area;

if the relative position is that the target vehicle is positioned in front of the current vehicle and the relative distance is smaller than the preset distance, determining a running area of the target vehicle as a second area;

and if the relative position is that the target vehicle is positioned behind the current vehicle, determining the running area of the target vehicle as a third area.

4. The method of claim 3, wherein the determining a path of the current vehicle from the current lane to the target lane based on the travel area and lane change intention of the target vehicle comprises:

if the target vehicle is located in the first area and the second area, determining a path of the current vehicle from the current lane to the target lane based on the running state information and/or lane changing intention of the target vehicle;

And if the target vehicle is positioned in the third area, controlling the current vehicle to accelerate and change the road to the front of the target vehicle.

5. The method of claim 4, wherein if the target vehicle is located in the first area, the determining the path of the current vehicle from the current lane to the target lane based on the driving status information and/or lane change intention of the target vehicle comprises:

if the target vehicle is in a stop state, controlling the current vehicle to accelerate and change the road to the front of the target vehicle;

and if the target vehicle is in a running state, controlling the current vehicle to decelerate and change the road to the rear of the target vehicle.

6. The method of claim 4, wherein if the target vehicle is located in the second area, the determining the path of the current vehicle from the current lane to the target lane based on the driving status information and/or lane change intention of the target vehicle comprises:

if the target vehicle is in a stop state, controlling the current vehicle to accelerate and change the road to the front of the target vehicle;

If the lane change intention of the target vehicle is not to change the lane to the current lane, determining a path of the current vehicle from the current lane to the target lane based on the running speed of the target vehicle and the running speed of the current vehicle;

if the lane change intention of the target vehicle is to change the lane to the current lane, determining a lane change process of the target vehicle based on the lateral acceleration of the target vehicle and/or the distance between the target vehicle and the current lane, and determining a path of the current vehicle from the current lane to the target lane based on the lane change process; the lateral acceleration is a speed of the target vehicle in a direction perpendicular to the current road.

7. The method of claim 6, wherein the determining a path of the current vehicle from the current lane change to the target lane based on the travel speed of the target vehicle and the travel speed of the current vehicle comprises:

if the running speed of the target vehicle is greater than the running speed of the current vehicle, controlling the current vehicle to decelerate and change the road to the rear of the target vehicle;

And if the running speed of the target vehicle is less than or equal to the running speed of the current vehicle, controlling the current vehicle to accelerate and change the road to the front of the target vehicle.

8. The method of claim 6, wherein the determining a path of the current vehicle from the current lane-change to the target lane based on the lane-change procedure comprises:

if the lane change progress of the target vehicle is about to enter the current lane, controlling the current vehicle to decelerate, and changing the lane to the target lane after the target vehicle enters the current lane;

if the lane change progress of the target vehicle is that the current lane is not close to the current lane, determining a path of the current vehicle from the current lane to the target lane based on lane change space conditions; the lane change space condition is the relative distance between the current vehicle and the target vehicle and the collision time of the current vehicle colliding with the target vehicle according to the current running speed.

9. A variable road path planning device, characterized in that it is applied to a vehicle-mounted terminal, the device comprising:

the system comprises a position acquisition module, a control module and a control module, wherein the position acquisition module is used for acquiring a first position of a current vehicle on a current lane and a second position of a target vehicle on a target lane corresponding to the current lane; the target lane is an adjacent lane of the current lane;

A relative positional relationship determination module configured to determine a relative positional relationship between the target vehicle and the current vehicle based on the first position and the second position;

the lane change intention determining module is used for determining the lane change intention of the target vehicle based on the running state information of the target vehicle;

and the lane changing path determining module is used for determining a path of the current vehicle from the current lane to the target lane based on the relative position relation and the lane changing intention.

10. A vehicle-mounted terminal, characterized by comprising: the device comprises a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface complete communication with each other through the communication bus;

the memory is configured to store at least one executable instruction that causes the processor to perform the operations of the path change planning method of any one of claims 1-8.

11. A computer readable storage medium, characterized in that at least one executable instruction is stored in the storage medium, which executable instruction, when run on a vehicle terminal/road-changing path planning device, causes the vehicle terminal/road-changing path planning device to perform the operations of the road-changing path planning method according to any one of claims 1-8.