CN116659538A - Road diameter changing planning method and device and vehicle-mounted equipment - Google Patents
Road diameter changing planning method and device and vehicle-mounted equipment Download PDFInfo
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Abstract
The application relates to a road diameter changing planning method, a road diameter changing planning device and vehicle-mounted equipment. The method comprises the following steps: acquiring first state information of a target vehicle at a lane change starting point, second state information of a lane change entry point and third state information of a lane change ending point; determining a first lane change path from a lane change starting point to a lane change entry point according to the first state information and the second state information; determining a second lane change path from the lane change entry point to the lane change ending point according to the second state information and the third state information; and splicing the first variable road path and the second variable road path to obtain a target variable road path from the variable road starting point to the variable road ending point. According to the method, the variable road diameter is divided into two sections for planning according to the variable road access point, so that the difficulty of variable road diameter planning is reduced, smooth and stable variable road diameter of a target vehicle is ensured, and meanwhile, the calculation power consumption caused by solving a high-order Bezier curve or a B-spline curve is avoided.
Description
Technical Field
The application relates to the technical field of intelligent driving, in particular to a method and a device for planning a variable road diameter and vehicle-mounted equipment.
Background
With the development of artificial intelligence technology, multi-sensor fusion technology and control decision technology, the demand for automatic driving automobiles is also increasing. The national standard automatic classification for automobile driving issued by the website of the industrial and communication department classifies the automatic driving automobiles into five classes according to the use scene, technical capability and the like of the automatic driving automobiles, including class 1-part driving assistance, class 2-combined driving assistance, class 3-conditional automatic driving, class 4-high automatic driving and class 5-full automatic driving. The level 2 and above level automatic driving automobiles need to have the functions of automatic lane changing, ramp up and ramp down and the like in specific scenes, and the functions relate to the road diameter changing planning of the vehicles.
The vehicle automatic lane changing transverse path planning method based on the high-precision map or the lane line positioning can realize automatic lane changing of the vehicle. However, these methods have problems such as a lane changing machine, and a failure to smoothly perform lane changing.
In order to solve the above problems, the conventional method performs path-changing planning through a Bezier curve to increase the stability of vehicle path-changing. However, path planning is performed on a driving path from a current lane where a target vehicle is located to a target lane based on a Bezier curve, and because a plurality of control points need to be determined between a lane change starting point and a lane change ending point, the solution of the whole section of planning path is performed through a high-order Bezier curve formula, so that the calculation force requirement is high, and the effectiveness of the planning path is low.
Disclosure of Invention
In view of the foregoing, it is desirable to provide a path-changing planning method, apparatus, in-vehicle device, computer-readable storage medium, and computer program product that can reduce the consumption of computational resources and improve the rationality of path planning.
In a first aspect, the present application provides a method for path-changing planning. The method comprises the following steps:
acquiring first state information of a target vehicle at a lane change starting point, second state information of a lane change entry point and third state information of a lane change ending point;
determining a first lane change path from the lane change starting point to the lane change entry point according to the first state information and the second state information;
determining a second lane change path from the lane change entry point to the lane change ending point according to the second state information and the third state information;
and splicing the first lane changing path and the second lane changing path to obtain a target lane changing path from the lane changing starting point to the lane changing ending point.
In one embodiment, the method further comprises:
acquiring the transverse position of the center line of the target lane, and determining whether the lane change ending point is positioned on the center line of the target lane according to the transverse position and the ending point position;
If the lane change ending point is determined not to be on the center line of the target lane according to the transverse position and the ending point position, selecting a preset number of splicing characteristic points on the second lane change path, and carrying out coordinate transformation and fitting treatment on the splicing characteristic points to obtain a lane change switching path;
and carrying out smoothing treatment on the lane change switching path, and updating the lane change path to be confirmed according to the smoothed lane change switching path to obtain a target lane change path.
In one embodiment, the first state information includes a start point position of the lane change start point, the second state information includes an entry point position of the lane change entry point, and determining the first lane change path from the lane change start point to the lane change entry point according to the first state information and the second state information includes:
determining a first control point position of a first lane change control point and a second control point position of a second lane change control point according to the first state information and the second state information; the first control point position, the second control point position and the cut-in point position are on a tangent line of a first lane change path;
substituting the starting point position, the first control point position, the second control point position and the cut-in point position into a third-order Bezier curve formula to obtain a first variable road diameter.
In one embodiment, the first state information further includes a speed of the lane change start point, the second state information further includes a speed of the lane change entry point, and determining, according to the first state information and the second state information, a first control point position of the first lane change control point and a second control point position of the second lane change control point includes:
determining a first calibration distance between the lane change starting point and the lane change entry point according to the starting point position and the entry point position;
determining a first distance and a second distance according to the first calibration distance, the speed of the lane change starting point and the speed of the lane change cutting point; wherein the first distance represents a distance between the first control point position and the start point position, the second distance represents a distance between the access point position and the second control point position, and a sum of the first distance and the second distance is equal to the first calibration distance;
determining a first control point position according to the starting point position, the current running direction of the target vehicle and the first distance;
and determining a second control point position according to the position of the cutting point, the direction of the tangent line and the second distance.
In one embodiment, the third state information includes an end point position of the lane-change end point, and determining, according to the second state information and the third state information, a second lane-change path between the lane-change entry point and the lane-change end point includes:
determining a third control point position of a third lane change control point and a fourth control point position of a fourth lane change control point according to the second state information and the third state information; the third control point position and the fourth control point position are on a second tangent line of a second lane change path, and the second tangent line and the first tangent line are the same straight line;
substituting the position of the cutting point, the position of the third control point, the position of the fourth control point and the position of the ending point into a third-order Bezier curve formula to obtain a second lane change path.
In one embodiment, the second state information further includes a speed of the lane-change entry point, the third state information further includes a speed of the end point, and determining, according to the second state information and the third state information, a third control point position of a third lane-change control point and a fourth control point position of a fourth lane-change control point includes:
Determining a second calibration distance between the lane change plunge and the lane change end point according to the plunge point position and the end point position;
determining a third distance and a fourth distance according to the second calibration distance, the speed of the lane change starting point and the speed of the lane change cutting point; wherein the third distance represents a distance between the third control point position and the cut-in point position, the fourth distance represents a distance between the end point position and the fourth control point, and a sum of the third distance and the fourth distance is equal to the second calibration distance;
determining a third control point position according to the position of the cut-in point, the direction of the tangent line and the third distance;
and determining a fourth control point position according to the end point position, the driving direction of the end point and the fourth distance.
In a second aspect, the application further provides a road diameter changing planning device. The device comprises:
the state information acquisition module is used for acquiring the state information of the target vehicle at the lane change starting point, the state information of the lane change entry point and the state information of the lane change ending point;
the first path determining module is used for determining a first lane changing path from the lane changing starting point to the lane changing entry point according to the state information of the lane changing starting point and the state information of the lane changing entry point;
The second path determining module is used for determining a second lane changing path between the lane changing access point and the lane changing ending point according to the state information of the lane changing access point and the state information of the lane changing ending point;
and the path splicing module is used for splicing the first lane changing path and the second lane changing path to obtain a target lane changing path from the lane changing starting point to the lane changing ending point.
In a third aspect, the present application further provides an in-vehicle apparatus. The vehicle-mounted device comprises a memory and a processor, wherein the memory stores a computer program, and the processor realizes the following steps when executing the computer program:
acquiring first state information of a target vehicle at a lane change starting point, second state information of a lane change entry point and third state information of a lane change ending point;
determining a first lane change path from the lane change starting point to the lane change entry point according to the first state information and the second state information;
determining a second lane change path from the lane change entry point to the lane change ending point according to the second state information and the third state information;
and splicing the first lane changing path and the second lane changing path to obtain a target lane changing path from the lane changing starting point to the lane changing ending point.
In a fourth aspect, the present application also provides a computer-readable storage medium. The computer readable storage medium having stored thereon a computer program which when executed by a processor performs the steps of:
acquiring first state information of a target vehicle at a lane change starting point, second state information of a lane change entry point and third state information of a lane change ending point;
determining a first lane change path from the lane change starting point to the lane change entry point according to the first state information and the second state information;
determining a second lane change path from the lane change entry point to the lane change ending point according to the second state information and the third state information;
and splicing the first lane changing path and the second lane changing path to obtain a target lane changing path from the lane changing starting point to the lane changing ending point.
In a fifth aspect, the present application also provides a computer program product. The computer program product comprises a computer program which, when executed by a processor, implements the steps of:
acquiring first state information of a target vehicle at a lane change starting point, second state information of a lane change entry point and third state information of a lane change ending point;
Determining a first lane change path from the lane change starting point to the lane change entry point according to the first state information and the second state information;
determining a second lane change path from the lane change entry point to the lane change ending point according to the second state information and the third state information;
and splicing the first lane changing path and the second lane changing path to obtain a target lane changing path from the lane changing starting point to the lane changing ending point.
The method, the device, the vehicle-mounted equipment, the storage medium and the computer program product for planning the variable road diameter firstly acquire state information of a variable road starting point, a variable road switching point and a variable road ending point of a target vehicle; and determining a first variable path and a second variable path according to the state information of the points, and splicing the first variable path and the second variable path to obtain a target variable path. The variable road diameter is divided into two sections according to the variable road access point to carry out planning, and path planning is carried out in sections, so that the requirement on calculation force is reduced, the calculation complexity of the variable road diameter planning is further reduced, the calculation force consumption caused by using a high-order Bezier curve or a B-spline curve when the variable road diameter planning is carried out is avoided, and the effectiveness of the planned path is improved.
Drawings
FIG. 1 is an application environment diagram of a path change planning method in one embodiment;
FIG. 2 is a flow chart of a method for path-changing planning in one embodiment;
FIG. 3 is a schematic illustration of a target vehicle path of travel in one embodiment;
FIG. 4 is a flow diagram of a path merge process in one embodiment;
FIG. 5 is a flow diagram of determining a first lane-change path according to one embodiment;
FIG. 6 is a flow chart of determining a first control point location and a second control point location in one embodiment;
FIG. 7 is a flow chart of another embodiment of a method for path-changing planning;
FIG. 8 is a block diagram of a path change planning apparatus according to one embodiment;
FIG. 9 is a block diagram of another embodiment of a path changing planning apparatus;
fig. 10 is an internal structural diagram of the in-vehicle apparatus in one embodiment.
Detailed Description
The present application will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present application more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application.
The road diameter changing planning method provided by the embodiment of the application can be applied to an application environment shown in fig. 1, wherein the application environment comprises a vehicle-mounted terminal 102 and a server 104. The traveling data or the simulated traveling data (which may also be referred to as simulated traveling data) of the target vehicle including the changed road diameter may be interacted with the server 104 by the in-vehicle terminal 102 through the communication network to receive or transmit a message or the like. Various communication client applications, such as an autopilot application, a travel data collection class application, a search class application, etc., may be installed on the in-vehicle terminal 102.
The in-vehicle terminal 102 may be hardware or software. When the in-vehicle terminal 102 is hardware, it may be various electronic devices with a display screen, including but not limited to a smart phone, a tablet computer, a notebook computer, and the like. When the in-vehicle terminal 102 is software, it can be installed in the above-listed electronic devices. It may be implemented as a plurality of software or software modules (e.g. for implementing an autopilot, variable road path planning service) or as a single software or software module. The present invention is not particularly limited herein.
The server 104 may be a server that provides various services, for example, acquires travel data or simulated travel data of the target vehicle stored in the in-vehicle terminal 102 via a communication network, and acquires therefrom first state information of the target vehicle at the lane change start point, second state information of the lane change entry point, and third state information of the lane change end point. And then determining a first lane change path from the lane change starting point to the lane change entry point according to the first state information and the second state information. And then determining a second lane change path from the lane change entry point to the lane change ending point according to the second state information and the third state information. And splicing the first lane-changing path and the second lane-changing path to obtain a target lane-changing path from a lane-changing start point to a lane-changing end point, so as to finally issue the target lane-changing path to the vehicle-mounted terminal 102, so that the vehicle-mounted terminal 102 controls the target vehicle to execute corresponding lane-changing action according to the target lane-changing path.
It should be noted that, the method for path-changing planning provided in the following embodiments of the present application is generally executed by the vehicle-mounted terminal 102, and accordingly, the device for path-changing planning is generally disposed in the vehicle-mounted terminal 102.
It should be noted that, the driving data or the simulated driving data including the driving data of the variable road section may be directly stored in the vehicle-mounted terminal 102 by the target vehicle, or may be stored in the data storage system of the server 104 according to all possible special requirements in the actual application scenario, and then sent to the vehicle-mounted terminal 102 in real time by the server 104 only when the variable road path planning service needs to be executed. When the in-vehicle terminal 102 is a virtual machine running on the server 104, the application environment may also not include the in-vehicle terminal 102 and the communication network, for example.
It should be further noted that, on the premise that the vehicle-mounted terminal 102 has enough computing power, the above-mentioned path-changing planning method can also be completely executed by an application installed on the vehicle-mounted terminal 102, and the corresponding path-changing action is executed directly based on the locally computed target path-changing path. Accordingly, the means for determining the target lane-change path may also be provided in the in-vehicle terminal 102. At this time, the application environment may not include the server 104 and the communication network.
The server 104 may be hardware or software. When the server 104 is hardware, it may be implemented as a distributed server cluster formed by a plurality of servers, or as a single server. When the server is software, it may be implemented as a plurality of software or software modules (e.g., to provide a variable path planning service), or as a single software or software module. The present invention is not particularly limited herein.
It should be understood that the number of in-vehicle terminals, communication networks, and servers in fig. 1 is merely illustrative. There may be any number of vehicle terminals, communication networks, and servers, as desired for implementation.
In one embodiment, as shown in fig. 2, a method for planning a path of a variable road is provided, and the method is applied to the vehicle-mounted terminal in fig. 1 for illustration, and includes the following steps:
step 202, acquiring first state information of a lane change starting point, second state information of a lane change entry point and third state information of a lane change ending point of a target vehicle.
In this embodiment, the execution subject of the path-changing planning method (e.g., the server 104 shown in fig. 1) may acquire travel data or simulated travel data including the path-changing section from a local or non-local storage device (e.g., the vehicle-mounted terminal 102 shown in fig. 1) so as to extract the state information of the target vehicle in the path-changing section from the travel data or simulated travel data. The local storage device may be a data storage module disposed in the execution body, in which case the running data or the simulated running data may be obtained only by local reading; the non-local storage device may also be a data storage module in another terminal or server for storing the results of the running test or the simulated running test, in which case the execution subject may acquire the running data or the simulated running data returned by the data storage server by sending a data acquisition command to the data storage server.
Specifically, first state information of a lane change start point, second state information of a lane change entry point, and third state information of a lane change end point of the target vehicle are acquired from traveling data or simulated traveling data of the target vehicle and high-precision map information.
The lane change starting point is a driving track point of the target vehicle at the lane change starting time and is generally located on the center line of the current lane. The lane change entry point is an expected running track point of the target vehicle on a road boundary line of the current lane and the target lane. The lane change ending point is an expected driving track point of the target vehicle at the lane change ending time, and is generally located in a preset range near the center line of the target lane. The first state information comprises the speed, the course angle and the starting point position of a lane change starting point of the target vehicle on the lane change planning path, the second state information comprises the speed, the course angle and the cutting-in point position of a lane change cutting-in point of the target vehicle on the lane change planning path, and the third state information comprises the speed, the course angle and the ending point position of a lane change ending point of the target vehicle on the lane change planning path.
Exemplary, as shown in FIG. 3, FIG. 3 is a schematic diagram of a lane change path of a target vehicle from a current lane to a target lane, and the lane change origin P may be determined based on the driving data or the simulated driving data of the target vehicle and the high-precision map information 1,0 Lane change point of entry P 2,0 And a lane change end point P 2,3 State information of (2). With the lane change ending point P therein 2,3 For example, P is determined from speed planning data in the travel data of the target vehicle 2,3 According to the speed of the lane change access point P 2,0 Is the position of P 2,0 Speed of (2) and target vehicle slave P 2,0 Travel to P 2,3 P is determined by the calibration time of (2) 2,3 Obtain P according to the high-precision map information 2,3 Is a course angle of (c).
Step 204, determining a first lane change path from the lane change start point to the lane change entry point according to the first state information and the second state information.
Specifically, at least one control point may be calculated according to the first state information and the second state information in a plurality of manners, and then the first lane-changing path may be determined according to the start position, the access point position, and the position of the at least one control point.
For example, the control point calculation method based on the combination of the distance between the start point position and the entry point position and the speed of the lane change start point and the speed of the lane change entry point may also calculate the position of the control point based on N equal dividing points (n+1 equal dividing the line, N being a positive integer equal to or greater than 1) on the line between the lane change start point and the lane change entry point, etc., and different control point calculation methods may be adapted to different application scenarios, and the most suitable control point calculation method may be flexibly selected according to practical situations. After determining the position of the control point, a bezier curve or a B-spline curve can be generated as a first lane change path by taking the starting point, the access point and at least one control point as control points of the first lane change path planning.
Step 206, determining a second lane change path from the lane change entry point to the lane change end point according to the second state information and the third state information.
Specifically, at least one control point may be calculated according to the second state information and the third state information in a plurality of manners, and then the second lane-changing path may be determined according to the position of the access point, the position of the end point, and the position of the at least one control point.
The manner of determining the control point refers to step 204, and is not described herein.
And step 208, splicing the first lane-changing path and the second lane-changing path to obtain a target lane-changing path from the lane-changing start point to the lane-changing end point.
Specifically, the first lane changing path and the second lane changing path are spliced according to the second state information of the lane changing access point, so that the curvature of the target lane changing path obtained after splicing at the access point position is 0.
The method for planning the variable road diameter comprises the steps of firstly, obtaining first state information of a target vehicle at a variable road starting point, second state information of a variable road access point and third state information of a variable road ending point; then, according to the first state information and the second state information, determining a first lane change path from a lane change starting point to a lane change entry point; then, determining a second lane change path from the lane change entry point to the lane change ending point according to the second state information and the third state information; and finally, splicing the first variable road path and the second variable road path to obtain a target variable road path from the variable road starting point to the variable road ending point. By adopting the method in the embodiment to carry out the path-changing planning, the path-changing planning is divided into two sections according to the path-changing access point, so that the difficulty of the path-changing planning is reduced, the calculation power consumption caused by solving a high-order Bezier curve or a B-spline curve during the path-changing planning is avoided, and the effectiveness of the path-changing planning is improved.
On the basis of the above embodiment, in order to further improve the effectiveness and accuracy of the lane change planning path, it is also necessary to detect the positional relationship between the end point position of the target lane change path and the center line of the target lane. If the position of the ending point is not on the center line of the target lane, path merging processing is performed to avoid the safety problem caused by unsmooth local path connection when the running track of the target vehicle is suddenly switched from the target variable road path to the central running path of the target lane. As shown in fig. 4, the path-changing planning algorithm in this embodiment further includes:
and step 402, splicing the first variable road path and the second variable road path to obtain the variable road path to be confirmed.
Step 404, acquiring the transverse position of the center line of the target lane, and determining whether the lane change ending point is positioned on the center line of the target lane according to the transverse position of the center line of the target lane and the ending point position.
Specifically, the lateral position of the center line of the target lane is obtained according to the driving data or the simulated driving data of the target vehicle and the high-precision map information, the lateral position of the lane change ending point is determined according to the ending point position, and the lateral position of the lane change ending point is compared with the lateral position of the center line of the target lane to determine whether the lane change ending point is on the center line of the target lane.
Step 406, if it is determined that the lane change ending point is not located on the center line of the target lane according to the lateral position of the center line of the target lane and the ending point position, selecting a preset number of splicing characteristic points on the second lane change path, and performing coordinate transformation and fitting processing on the splicing characteristic points to obtain a lane change switching path.
Specifically, if it is determined that the lane change ending point is not located on the target lane center line according to the lateral position of the target lane center line and the ending point position, selecting a preset number of splicing characteristic points on the second lane change path within a preset range adjacent to the lane change ending point, performing lateral coordinate transformation on the preset number of splicing characteristic points, and performing fitting processing on the splicing characteristic points after coordinate transformation to obtain a lane change switching path from the lane change section to the target lane center line, so that the target lane change path is smoothly connected with the target lane center line.
Illustratively, consider the example of FIG. 3, assuming a lane change ending point P 2,3 And selecting 30 splicing characteristic points at the position 15cm below the center line of the target lane at the tail end of the second planning path, moving each splicing characteristic point upwards by 0.5cm along the transverse direction, namely the direction vertical to the road, based on the original planning position, obtaining 30 splicing characteristic points after coordinate transformation, and fitting the splicing characteristic points after coordinate transformation into a new lane change switching path so as to smoothly connect the target variable road diameter with the center line of the target lane.
And step 408, performing smoothing processing on the lane change switching path, and updating the to-be-confirmed lane change path according to the smoothed lane change switching path to obtain a target lane change path.
The manner of smoothing processing in this embodiment is not limited, and may include, but is not limited to, smoothing the lane change switching path at the splicing position by a cubic spline interpolation algorithm.
In the embodiment, the lane change switching path is obtained by splicing the target lane change path and the central planning path of the target lane, and then the lane change switching path is subjected to smooth processing, so that smooth transition from the lane change section to the center line of the target lane of the target vehicle is realized, the effectiveness and the accuracy of the lane change path planning are improved, and potential safety hazards of the target vehicle when the target vehicle is switched from the lane change path to the center line of the target lane are avoided.
In one embodiment, as shown in fig. 5, determining a first lane change path between a lane change start point and a lane change entry point based on the first state information and the second state information includes:
step 502, determining a first control point position of the first lane change control point and a second control point position of the second lane change control point according to the first state information and the second state information.
The first control point position, the second control point position and the cut-in point position are on a first tangent line of the first lane-change curve.
It can be understood that, because the longitudinal speed and the transverse speed of the automobile at the lane-changing section have a certain variation trend, the planned first lane-changing path and the planned second lane-changing path are both actually curve paths, and taking the first lane-changing path as an example, at least one control point is selected between the starting point position and the cutting-in point position, and the curve paths can be generated according to the starting point position, the cutting-in point position and the at least one cutting-in point position. The reasonable control point setting can make the variable road diameter smoother, as shown in figure 3, the application selects two control points between the starting point position and the cutting point position, namely a first control point P 1,1 And a second control point P 1,2 And two lane change control points are arranged on the tangent line of the first lane change curve, in this way P can be avoided 1,1 And P 1,2 The distance between the position of the first variable road and the positions of the starting point and the position of the ending point is too short or too long, so that the generated first variable road diameter is smoother.
And step 504, substituting the starting point position, the first control point position, the second control point position and the cut-in point position into a third-order Bezier curve formula to obtain a first variable road diameter.
The third-order Bezier curve formula is shown in the following formula (1):
wherein P is 1_0 Is the starting point coordinate position of a third-order Bezier curve, P 1_1 And P 1_2 For the coordinate positions of two control points in the three-order Bezier curve, P 1_3 And s is the change parameter of the third-order Bezier curve. P(s) is the coordinate position of each point on the third-order Bezier curve determined according to the above parameters, it is understood that when the value of s is 0, P(s) and P 1_0 Equal, when the value of s is 1, P(s) and P 1_3 Equal. The whole third-order Bezier curve can be determined by adjusting the value of the variation parameter s.
Specifically, parameter P in the above formula 1_0 、P 1_1 、P 1_2 And P 1_3 Respectively substituted into the lane change starting point P 1,0 First control point P 1,1 Second control point P 2,3 And an entry point P 2,0 And the value of the parameter s is set to be 0,1]And sliding in the section of the first variable road diameter.
In this embodiment, the variable road diameter is planned by dividing the variable road access point into two sections, and for the first variable road diameter, only two variable road control points are required to be determined between the starting point position and the access point position, so that the first variable road diameter can be obtained according to the bezier curve formula. Therefore, the method of the embodiment reduces the order of the variable road diameter planning and avoids the calculation power consumption caused by the high-order Bezier curve. On the basis, the first lane change control point and the second lane change control point are arranged on the tangent line of the first lane change curve where the lane change entry point is located, so that the first lane change point position and the second lane change point position can be prevented from being too close or too far away from the starting point position and the ending point position, the generated first lane change path is smoother, and the effectiveness of the lane change planning path is improved.
In one embodiment, the method of the present application as shown in fig. 6 provides a step of determining a first control point position of a first lane-change control point and a second control point position of a second lane-change control point based on the first status information and the second status information, comprising:
step 602, determining a first calibration distance between the lane change starting point and the lane change entry point according to the starting point position and the entry point position.
Step 604, determining a first distance and a second distance according to the first calibration distance, the speed of the lane change start point and the speed of the lane change entry point, respectively.
The first distance represents the distance between the first control point position and the starting point position, the second distance represents the distance between the position of the cutting-in point and the position of the second control point, and the sum of the first distance and the second distance is equal to the first calibration distance. The formula for determining the first distance and the second distance is the following formula (2) -formula (4):
in the above formula, d base Represents a first calibrated distance, P 1_0 P 1_1 A first distance is indicated by the first distance,representing the second distance, v 0 Representing the speed of the start of the lane change, v end Indicating the speed of the lane change entry point.
Specifically, referring to the above formula (2), the first calibration distance is determined according to the start point position and the cut-in point position. Referring to the above formula (3), the first distance is determined according to the speed of the lane-changing start point, the speed of the lane-changing entrance point, and the first calibration distance. Referring to the above formula (4), the second distance is determined according to the speed of the lane-changing start point, the speed of the lane-changing entry point, and the first calibration distance.
Step 606, determining a first control point position according to the starting point position, the current traveling direction of the target vehicle and the first distance.
Specifically, a current traveling direction of the target vehicle is determined based on state information of the target vehicle extracted from traveling data or simulated traveling data, and a first control point position is determined based on the starting point position, the current traveling direction, and the first distance.
Step 608, determining a second control point position according to the position of the cut-in point, the tangential direction and the second distance.
Specifically, the tangential direction is determined from the first control point position and the cut point position, and the second control point position is determined from the cut point position, the tangential direction, and the second distance.
Illustratively, the direction of the tangent line may be determined by the following equation (5).
Formula (VI)Middle P 1_3 Representing a lane change entry point P 2,0 ，P 1_1 Representing a first lane change control point. P can be directly extracted according to the driving data or the simulated driving data 2,0 The position of the first control point determined in the previous step is substituted into the above formula (5) together, so that the tangential direction can be obtained.
In the above embodiment, first, a first calibration distance between a lane change start point and a lane change entry point is determined according to the start point position and the entry point position; then, respectively determining a first distance and a second distance according to the first calibration distance, the speed of the lane change starting point and the speed of the lane change cutting point; then determining a first control point position according to the starting point position, the current running direction of the target vehicle and the first distance; and finally, determining a second control point position according to the position of the cut-in point, the tangential direction and the second distance. Because two factors of the speed and the running direction of the target vehicle at the lane change starting point and the lane change entering point are fully considered in the process of determining the control point, the determined position of the control point is more reasonable, and the lane change diameter determined according to the control point is smoother.
In one embodiment, as shown in fig. 7, fig. 7 is a flow chart of another embodiment of the path-changing planning method according to the present application:
step 702, acquiring first state information of a lane change starting point, second state information of a lane change entry point and third state information of a lane change ending point of a target vehicle.
Step 704, determining a first control point position of the first lane change control point and a second control point position of the second lane change control point according to the first state information and the second state information. Substituting the starting point position, the first control point position, the second control point position and the cut-in point position into a third-order Bezier curve formula to obtain a first variable road diameter.
Step 706, determining a third control point position of the third lane change control point and a fourth control point position of the fourth lane change control point according to the second state information and the third state information. Substituting the position of the cutting point, the position of the third control point, the position of the fourth control point and the position of the ending point into a third-order Bezier curve formula to obtain a second lane change path.
The third control point position, the fourth control point position and the cut-in point position are on the tangent line of the second lane change curve, and the second tangent line and the first tangent line are the same straight line.
Specifically, the manner of determining the third control point position and the fourth control point position and obtaining the second lane-changing path may refer to the manner of determining the first control point position and the second control point position and obtaining the first lane-changing path in the above embodiment, which is not described herein.
Step 708, splicing the first variable path and the second variable path to obtain the variable path to be confirmed.
Step 710, acquiring the lateral position of the center line of the target lane, and determining whether the lane change ending point is located at the center line of the target lane according to the lateral position of the center line of the target lane and the ending point position.
And step 712, if it is determined that the lane change ending point is not on the center line of the target lane according to the lateral position of the center line of the target lane and the ending point position, selecting a preset number of splicing characteristic points on the second lane change path, and performing coordinate transformation and fitting processing on the splicing characteristic points to obtain a lane change switching path.
And 714, performing smoothing processing on the lane change switching path, and updating the to-be-confirmed lane change path according to the smoothed lane change switching path to obtain a target lane change path.
In this embodiment, the target variable road diameter of the variable road section is divided into two sections for planning, positions of two control points are respectively determined among the variable road start point, the variable road entry point and the variable road end point, two variable road diameters are obtained according to the third-order bezier curve, and the path merging processing is performed on the target variable road diameter obtained after the splicing and the center line of the target lane. The method for planning the variable road diameter can enable a smooth target variable road diameter to be planned under the condition of low calculation force, and meanwhile, the effectiveness of the variable road planning path is improved.
It should be understood that, although the steps in the flowcharts related to the embodiments described above are sequentially shown as indicated by arrows, these steps are not necessarily sequentially performed in the order indicated by the arrows. The steps are not strictly limited to the order of execution unless explicitly recited herein, and the steps may be executed in other orders. Moreover, at least some of the steps in the flowcharts described in the above embodiments may include a plurality of steps or a plurality of stages, which are not necessarily performed at the same time, but may be performed at different times, and the order of the steps or stages is not necessarily performed sequentially, but may be performed alternately or alternately with at least some of the other steps or stages.
Based on the same inventive concept, the embodiment of the application also provides a variable road diameter planning device for realizing the above related variable road diameter planning method. The implementation of the solution provided by the apparatus is similar to the implementation described in the above method, so the specific limitation of one or more embodiments of the path-changing planning apparatus provided below may be referred to the limitation of the path-changing planning method hereinabove, and will not be repeated here.
In one embodiment, as shown in fig. 8, there is provided a variable road path planning apparatus 800, including a status information acquisition module 801, a first path determination module 802, a second path determination module 803, and a path splicing module 804, wherein:
the state information obtaining module 801 is configured to obtain state information of a target vehicle at a lane change start point, state information of a lane change entry point, and state information of a lane change end point.
The first path determining module 802 is configured to determine a first lane change path from the lane change start point to the lane change entry point according to the state information of the lane change start point and the state information of the lane change entry point.
A second path determining module 803, configured to determine a second lane change path between the lane change entry point and the lane change end point according to the state information of the lane change entry point and the state information of the lane change end point.
The path splicing module 804 is configured to splice the first lane-changing path and the second lane-changing path to obtain a target lane-changing path from the lane-changing start point to the lane-changing end point.
According to the variable road diameter planning device, the variable road diameter is divided into two sections for planning according to the variable road cut-in point, so that the difficulty of variable road diameter planning is reduced, the smooth and stable variable road diameter of a target vehicle is ensured, meanwhile, the calculation power consumption caused by solving a high-order Bezier curve or a B-spline curve is avoided, and the equipment cost is reduced.
In another embodiment, as shown in fig. 9, another lane-changing path planning apparatus 800 is provided, where the apparatus includes, in addition to a status information obtaining module 801, a first path determining module 802, a second path determining module 803, and a path splicing module 804, a path merging module 805 configured to obtain a lateral position of a center line of a target lane, and determine whether a lane-changing end point is located at the center line of the target lane according to the lateral position and the end point position; if the lane change ending point is determined not to be on the center line of the target lane according to the transverse position and the ending point position, selecting a preset number of splicing characteristic points on the second lane change path, and carrying out coordinate transformation and fitting treatment on the splicing characteristic points to obtain a lane change switching path; and carrying out smoothing treatment on the lane change switching path, and updating the lane change path to be confirmed according to the smoothed lane change switching path to obtain the target lane change path.
In one embodiment, the first path determining module 802 is further configured to determine a first control point position of the first lane change control point and a second control point position of the second lane change control point according to the first state information and the second state information; substituting the starting point position, the first control point position, the second control point position and the cut-in point position into a third-order Bezier curve formula to obtain a first variable road diameter.
The first control point position, the second control point position and the cut-in point position are on the tangent line of the first lane change curve.
In one embodiment, the first path determination module 802 is further configured to determine a first calibrated distance between the lane-change start point and the lane-change entry point based on the start point position and the entry point position; determining a first distance and a second distance according to the first calibration distance, the speed of the lane change starting point and the speed of the lane change cutting point; determining a first control point position according to the starting point position, the current running direction of the target vehicle and the first distance; and determining a second control point position according to the position of the cutting point, the direction of the tangent line and the second distance.
The first distance represents the distance between the first control point position and the starting point position, the second distance represents the distance between the position of the cutting-in point and the position of the second control point, and the sum of the first distance and the second distance is equal to the first calibration distance.
In one embodiment, the second path determining module 803 is further configured to determine a third control point position of the third lane change control point and a fourth control point position of the fourth lane change control point according to the second state information and the third state information; substituting the position of the cutting point, the position of the third control point, the position of the fourth control point and the position of the ending point into a third-order Bezier curve formula to obtain a second lane change path.
The third control point position and the fourth control point position are on a second tangent line of the second lane change path, and the second tangent line and the first tangent line are the same straight line.
In one embodiment, the second path determination module 803 is further configured to determine a second calibration distance between the lane-change plunge and the lane-change end point based on the plunge point position and the end point position; respectively determining a third distance and a fourth distance according to the second calibration distance, the speed of the lane change starting point and the speed of the lane change cutting point; determining a third control point position according to the position of the cut-in point, the tangential direction and the third distance; and determining a fourth control point position according to the end point position, the driving direction of the end point and the fourth distance.
The third distance represents the distance between the position of the third control point and the position of the cutting-in point, the fourth distance represents the distance between the position of the ending point and the fourth control point, and the sum of the third distance and the fourth distance is equal to the second calibration distance.
The various modules in the path changing planning device can be realized in whole or in part by software, hardware and a combination thereof. The above modules can be embedded in hardware or independent from a processor in the vehicle-mounted device, or can be stored in a memory in the vehicle-mounted device in software, so that the processor can call and execute the operations corresponding to the above modules.
In one embodiment, an in-vehicle apparatus is provided, which may be a server, and an internal structure thereof may be as shown in fig. 10. The in-vehicle apparatus includes a processor, a memory, an input/output interface, a communication interface, a display unit, and an input device. The processor, the memory and the input/output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input/output interface. Wherein the processor of the in-vehicle device is configured to provide computing and control capabilities. The memory of the in-vehicle apparatus includes a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input/output interface of the in-vehicle device is used for exchanging information between the processor and the external device. The communication interface of the vehicle-mounted device is used for carrying out wired or wireless communication with an external terminal, and the wireless mode can be realized through WIFI, a mobile cellular network, NFC (near field communication) or other technologies. The computer program is executed by a processor to implement a method of path change planning. The display unit of the vehicle-mounted device is used for forming a visual picture and can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the vehicle-mounted device can be a touch layer covered on the display screen, can also be keys, a track ball or a touch pad arranged on the housing of the vehicle-mounted device, and can also be an external keyboard, a touch pad or a mouse and the like.
It will be appreciated by those skilled in the art that the structure shown in fig. 10 is merely a block diagram of a part of the structure related to the present application, and does not constitute a limitation of the in-vehicle apparatus to which the present application is applied, and that a specific in-vehicle apparatus may include more or less components than those shown in the drawings, or may combine some components, or may have a different arrangement of components.
In one embodiment, there is also provided an in-vehicle apparatus including a memory and a processor, the memory storing a computer program, the processor implementing the steps of the method embodiments described above when executing the computer program.
In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored which, when executed by a processor, carries out the steps of the method embodiments described above.
In an embodiment, a computer program product is provided, comprising a computer program which, when executed by a processor, implements the steps of the method embodiments described above. It should be noted that, the user information (including but not limited to user equipment information, user personal information, etc.) and the data (including but not limited to data for analysis, stored data, presented data, etc.) related to the present application are information and data authorized by the user or sufficiently authorized by each party, and the collection, use and processing of the related data need to comply with the related laws and regulations and standards of the related country and region.
Those skilled in the art will appreciate that implementing all or part of the above described methods may be accomplished by way of a computer program stored on a non-transitory computer readable storage medium, which when executed, may comprise the steps of the embodiments of the methods described above. Any reference to memory, database, or other medium used in embodiments provided herein may include at least one of non-volatile and volatile memory. The nonvolatile Memory may include Read-Only Memory (ROM), magnetic tape, floppy disk, flash Memory, optical Memory, high density embedded nonvolatile Memory, resistive random access Memory (ReRAM), magnetic random access Memory (Magnetoresistive Random Access Memory, MRAM), ferroelectric Memory (Ferroelectric Random Access Memory, FRAM), phase change Memory (Phase Change Memory, PCM), graphene Memory, and the like. Volatile memory can include random access memory (Random Access Memory, RAM) or external cache memory, and the like. By way of illustration, and not limitation, RAM can be in the form of a variety of forms, such as Static Random access memory (Static Random access memory AccessMemory, SRAM) or dynamic Random access memory (Dynamic Random Access Memory, DRAM), and the like. The databases referred to in the embodiments provided herein may include at least one of a relational database and a non-relational database. The non-relational database may include, but is not limited to, a blockchain-based distributed database, and the like. The processor referred to in the embodiments provided in the present application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic unit, a data processing logic unit based on quantum computing, or the like, but is not limited thereto.
The technical features of the above embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The foregoing examples illustrate only a few embodiments of the application and are described in detail herein without thereby limiting the scope of the application. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of the application should be assessed as that of the appended claims.
Claims (10)
1. A method of path-changing planning, the method comprising:
acquiring first state information of a target vehicle at a lane change starting point, second state information of a lane change entry point and third state information of a lane change ending point;
determining a first lane change path from the lane change starting point to the lane change entry point according to the first state information and the second state information;
Determining a second lane change path from the lane change entry point to the lane change ending point according to the second state information and the third state information;
and splicing the first lane changing path and the second lane changing path to obtain a target lane changing path from the lane changing starting point to the lane changing ending point.
2. The method of claim 1, wherein the third status information includes an end point position of the lane-change end point, wherein the splicing the first lane-change path and the second lane-change path to obtain the target lane-change path from the lane-change start point to the lane-change end point includes:
splicing the first variable road path and the second variable road path to obtain a variable road path to be confirmed;
acquiring the transverse position of the center line of the target lane, and determining whether the lane change ending point is positioned on the center line of the target lane according to the transverse position and the ending point position;
if the lane change ending point is determined not to be on the center line of the target lane according to the transverse position and the ending point position, selecting a preset number of splicing characteristic points on a second lane change path, and carrying out coordinate transformation and fitting treatment on the splicing characteristic points to obtain a lane change switching path;
And carrying out smoothing treatment on the lane change switching path, and updating the lane change path to be confirmed according to the smoothed lane change switching path to obtain a target lane change path.
3. The method of claim 1, wherein the first state information comprises a start point location of the lane-change start point and the second state information comprises an entry point location of the lane-change entry point, and wherein determining a first lane-change path between the lane-change start point and the lane-change entry point based on the first state information and the second state information comprises:
determining a first control point position of a first lane change control point and a second control point position of a second lane change control point according to the first state information and the second state information; the first control point position, the second control point position and the cut-in point position are on a first tangent line of a first variable road diameter;
substituting the starting point position, the first control point position, the second control point position and the cut-in point position into a third-order Bezier curve formula to obtain a first variable road diameter.
4. The method of claim 3, wherein the first status information further comprises a speed of the lane-change start point and the second status information further comprises a speed of the lane-change entry point, and wherein determining a first control point position of a first lane-change control point and a second control point position of a second lane-change control point based on the first status information and the second status information comprises:
Determining a first calibration distance between the lane change starting point and the lane change entry point according to the starting point position and the entry point position;
determining a first distance and a second distance according to the first calibration distance, the speed of the lane change starting point and the speed of the lane change cutting point; wherein the first distance represents a distance between the first control point position and the start point position, the second distance represents a distance between the access point position and the second control point position, and a sum of the first distance and the second distance is equal to the first calibration distance;
determining a first control point position according to the starting point position, the current running direction of the target vehicle and the first distance;
and determining a second control point position according to the position of the cutting point, the direction of the first tangent line and the second distance.
5. The method of claim 3, wherein the third status information includes an end point position of the lane-change end point, and wherein determining a second lane-change path between the lane-change entry point and the lane-change end point based on the second status information and the third status information includes:
Determining a third control point position of a third lane change control point and a fourth control point position of a fourth lane change control point according to the second state information and the third state information; the third control point position and the fourth control point position are on a second tangent line of a second lane change path, and the second tangent line and the first tangent line are the same straight line;
substituting the position of the cutting point, the position of the third control point, the position of the fourth control point and the position of the ending point into a third-order Bezier curve formula to obtain a second lane change path.
6. The method of claim 5, wherein the second state information further comprises a speed of the lane-change access point, the third state information further comprises a speed of the end point, and determining a third control point location of a third lane-change control point and a fourth control point location of a fourth lane-change control point based on the second state information and the third state information comprises:
determining a second calibration distance between the lane change plunge and the lane change end point according to the plunge point position and the end point position;
determining a third distance and a fourth distance according to the second calibration distance, the speed of the lane change starting point and the speed of the lane change cutting point; wherein the third distance represents a distance between the third control point position and the cut-in point position, the fourth distance represents a distance between the end point position and the fourth control point, and a sum of the third distance and the fourth distance is equal to the second calibration distance;
Determining a third control point position according to the position of the cut-in point, the direction of the tangent line and the third distance;
and determining a fourth control point position according to the end point position, the driving direction of the end point and the fourth distance.
7. A variable road path planning apparatus, the apparatus comprising:
the state information acquisition module is used for acquiring first state information of the target vehicle at the lane change starting point, second state information of the lane change entry point and third state information of the lane change ending point;
the first path determining module is used for determining a first lane change path from the lane change starting point to the lane change entry point according to the first state information and the second state information;
the second path determining module is used for determining a second lane change path from the lane change entry point to the lane change ending point according to the second state information and the third state information;
and the path splicing module is used for splicing the first lane changing path and the second lane changing path to obtain a target lane changing path from the lane changing starting point to the lane changing ending point.
8. An in-vehicle apparatus comprising a memory and a processor, the memory storing a computer program, characterized in that the processor implements the steps of the method of any one of claims 1 to 6 when the computer program is executed.
9. A computer readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, implements the steps of the method of any one of claims 1 to 6.
10. A computer program product comprising a computer program, characterized in that the computer program, when being executed by a processor, implements the steps of the method of any one of claims 1 to 6.
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