CN114407898A - Road changing path planning method and device, intelligent driving automobile and storage medium - Google Patents
Road changing path planning method and device, intelligent driving automobile and storage medium Download PDFInfo
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Abstract
The application provides a road changing path planning method and device, an intelligent driving automobile and a storage medium, and relates to the technical field of intelligent driving control. The road changing path planning method comprises the following steps: after acquiring road information of a target vehicle in the driving process, generating a pre-lane changing path in a lane coordinate system according to the road information and the driving state information of the target vehicle; and mapping the pre-changed road path to a map coordinate system to obtain a target road-changing path, wherein the target road-changing path can be used for guiding a target vehicle to change the road. On the one hand, the intelligent lane changing device realizes safe, comfortable and efficient intelligent lane changing under different vehicle speeds, different lane widths and different road curvatures. On the other hand, in lane changing, as the compression ratio of the lane changing is adjustable, compared with the traditional path changing method, the track is slowly and quickly adjustable on the basis of ensuring the tangential continuity and the curvature continuity, and the personalized lane changing style can be configured; the track changing track is smooth, and the time and space consistency is good.
Description
Technical Field
The invention relates to the technical field of intelligent driving control, in particular to a road changing path planning method and device, an intelligent driving automobile and a storage medium.
Background
The intelligent driving is a product of deep integration of the automobile industry and new-generation information technologies such as artificial intelligence, high-performance computing platforms and the like, and is the upgrading of the automobile industry. More and more automobile host plants, suppliers, science and technology companies and the like shift the research and development emphasis to automobile intelligent driving technology, and by utilizing the respective advantages, industry upgrading opportunities are caught in succession, and the automobile intelligent driving technology is switched into the automatic driving industry.
Because the complexity and the challenge of a lane changing scene in automatic driving are far higher than those of a lane keeping working condition, the existing automatic driving field is rarely designed with an intelligent auxiliary lane changing function. Therefore, in order to realize that the automobile can efficiently and safely complete lane change on the structured road, reduce the psychological and physiological burden of a driver in a lane change scene and improve the driving safety of the automobile under the working condition, a safe and stable lane change path planning method is needed.
Disclosure of Invention
The present invention is directed to provide a method and an apparatus for planning a road change path, a smart car, and a storage medium, so as to provide a safe and stable road change path planning method.
In order to achieve the above purpose, the technical solutions adopted in the embodiments of the present application are as follows:
in a first aspect, an embodiment of the present application provides a method for planning a road changing path, including:
acquiring road information of a target vehicle in a driving process, wherein the road information comprises: a current lane, a target lane, and a road attribute;
generating a pre-lane changing path under a lane coordinate system according to the road information and the running state information of the target vehicle;
mapping the pre-changed road path to a map coordinate system to obtain a target road-changing path; the target lane change path is used to guide the target vehicle to switch from the current lane to the target lane.
Optionally, the generating a lane pre-change path in a lane coordinate system according to the road information and the driving state information of the target vehicle includes:
calculating lane change time, a lane change compression ratio and a lane change area boundary according to the road information and the driving state information of the target vehicle;
and generating the pre-lane changing path in a lane coordinate system according to the lane changing time, the lane changing area boundary, the first vehicle running speed in the running state information and the lane changing compression ratio.
Optionally, before the calculating the lane change compression ratio according to the road information and the driving state information of the target vehicle, the method further includes:
acquiring the course of the target vehicle;
the calculating of the lane change compression ratio according to the road information and the driving state information of the target vehicle comprises the following steps:
and calculating the lane change compression ratio according to the road information, the driving state information and the course.
Optionally, after the pre-road changing path is mapped to a map coordinate system to obtain a target road changing path, the method further includes:
acquiring state deviation information of the target vehicle in a driving process based on the target lane changing path;
judging whether the state deviation information meets a preset lane change success condition or not;
and if the state deviation information does not meet the lane change success condition, re-acquiring the road information of the target vehicle in the driving process to regenerate the target lane change path.
Optionally, the state deviation information includes: speed deviation information; the speed deviation information is the deviation of a second vehicle running speed from a standard running speed in the running state information in the lane changing process;
the judging whether the state deviation information meets a preset lane change success condition comprises the following steps:
judging whether the speed deviation information is within a preset speed deviation range in the lane changing success condition;
and if the speed deviation information is not in the preset speed deviation range, determining that the speed deviation information does not meet the lane change success condition.
Optionally, the state deviation information further includes: position deviation information, wherein the position deviation information is position deviation between the position of a target vehicle in the lane changing process and a preset position point in the target lane changing path;
the judging whether the state deviation information meets a preset lane change success condition further comprises:
if the speed deviation information is within the preset speed deviation range, judging whether the position deviation information is within a preset position deviation range in the lane changing success condition;
and if the position deviation information is not in the preset position deviation range, determining that the position deviation information does not meet the lane change success condition.
Optionally, the method further includes:
determining the execution proportion of the target lane changing path and the historical lane changing planning times aiming at the target lane;
and if the execution proportion is smaller than the preset proportion and the replanning times are smaller than the time threshold, replanning the road path planning.
In a second aspect, an embodiment of the present application further provides a road-changing path planning apparatus, including: the device comprises an acquisition module, a generation module and a coordinate conversion module;
the acquisition module is used for acquiring road information of a target vehicle in a driving process, and the road information comprises: a current lane, a target lane, and a road attribute;
the generating module is used for generating a pre-lane changing path under a lane coordinate system according to the road information and the running state information of the target vehicle;
the coordinate conversion module is used for mapping the pre-changed road diameter to a map coordinate system to obtain a target road changing diameter; the target lane change path is used to guide the target vehicle to switch from the current lane to the target lane.
In a third aspect, an embodiment of the present application further provides an intelligent driving automobile, including: the road-changing path planning device is used for storing a road-changing path planning method, when the intelligent driving automobile runs, the intelligent driving automobile and the road-changing path planning device are communicated through a bus, and the road-changing path planning device executes program instructions so as to execute the steps of the road-changing path planning method according to any one of the first aspect.
In a fourth aspect, the present application further provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to perform the steps of the method for planning a road change path according to any one of the first aspect.
The beneficial effect of this application is: the embodiment of the application provides a road changing path planning method, which comprises the steps of generating a pre-changing path under a lane coordinate system according to road information and driving state information of a target vehicle after the road information of the target vehicle in the driving process is acquired; and mapping the pre-changed road path to a map coordinate system to obtain a target road-changing path, wherein the target road-changing path can be used for guiding a target vehicle to change the road. On the one hand, the intelligent lane changing device realizes safe, comfortable and efficient intelligent lane changing under different vehicle speeds, different lane widths and different road curvatures. On the other hand, in lane changing, as the compression ratio of the lane changing is adjustable, compared with the traditional path changing method, the track is slowly and quickly adjustable on the basis of ensuring the tangential continuity and the curvature continuity, and the personalized lane changing style can be configured; the track changing track is smooth, and the time and space consistency is good. In addition, the road changing path planning method carries out pre-road changing path planning based on the lane coordinate system, reduces the complexity of road changing path planning, has high timeliness, small calculation force demand and strong scene adaptation, and can be widely applied to auxiliary road changing path planning of target vehicles.
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In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
Fig. 1 is a flowchart of a road path changing planning method according to an embodiment of the present application;
fig. 2 is a flowchart of a road-changing path planning method according to another embodiment of the present application;
FIG. 3 is a schematic diagram of a track-changing trajectory under the same condition and with different track-changing compression ratios according to an embodiment of the present application;
fig. 4 is a flowchart of a road path changing planning method according to another embodiment of the present application;
fig. 5 is a flowchart of a road path changing planning method according to yet another embodiment of the present application;
fig. 6 is a flowchart of a road path changing planning method according to yet another embodiment of the present application;
fig. 7 is a flowchart of a road path change planning method according to a further embodiment of the present application;
fig. 8 is a flowchart of a road path changing planning method according to yet another embodiment of the present application;
fig. 9 is a schematic diagram of a track-change trajectory re-planning position according to an embodiment of the present application;
FIG. 10 is a schematic view of a re-planned course of a track-changing track according to an embodiment of the present application;
fig. 11 is a schematic diagram of a track-change re-planning curvature according to an embodiment of the present application;
fig. 12 is a schematic view of a road-changing path planning apparatus according to an embodiment of the present application;
fig. 13 is a schematic view of an intelligent driving automobile according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention.
In this application, unless explicitly stated or limited otherwise, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one feature. In the description of the present invention, "a plurality" means at least two, for example, two, three, unless specifically defined otherwise. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
As a product of deep integration of the automobile industry with new-generation information technologies such as artificial intelligence and high-performance computing platforms, intelligent driving is an upgrade of the automobile industry. The intelligent driving technology comprises a plurality of directions, wherein the decision planning technology is more important, mainly relates to the decision of intelligent driving people and the generation of an optimal path, and embodies the high order of the intelligent driving technology. At present, the main stream L2 level functions mainly include lane keeping, adaptive cruise and automatic parking, and the main reason is that the complexity and the challenge of a lane changing scene are far higher than those of a lane keeping working condition, which rarely relates to an intelligent auxiliary lane changing function.
In addition, the current mainstream road changing path planning method is difficult to realize performance balance under the conditions of urgent and slow adjustment of road changing, continuous curvature, time-space consistency, different vehicle speeds, different road curvatures, different lane widths and deviation of track tracking.
Aiming at the current scene requirements of intelligent driving of the automobile, the embodiment of the application provides multiple possible implementation modes to realize that the automobile can efficiently and safely complete lane changing on a structured road, reduce the psychological and physiological burden of a driver under the lane changing scene and improve the driving safety of the automobile under the lane changing working condition. The following is explained by way of a number of examples in connection with the drawings. Fig. 1 is a flowchart of a road path changing planning method according to an embodiment of the present application, where the interactive control method may be implemented by an electronic device running the method, and the electronic device may be, for example, a terminal device or a server. As shown in fig. 1, the method includes:
step 101: acquiring road information of a target vehicle in a driving process, wherein the road information comprises: a current lane, a target lane, and a road attribute.
It should be noted that the current lane represents the lane where the target vehicle is currently located during driving, and may be obtained based on a detection device installed on the target vehicle, such as a visual real-time detection (camera), a sensor, and the like; or may be obtained based on a high-precision map guideline, which is not limited in this application. The current lane can also comprise the offset condition of the target vehicle relative to the center position of the current lane in addition to the lane position information so as to enhance the accuracy of subsequent calculation.
The target lane represents a lane change target lane for changing lanes of the target vehicle in the driving process, and the target lane can be selected by a driver of the target vehicle or an intelligent control device, for example, a user can select the target lane through a human-computer interaction display screen on the target vehicle, a lane change control device on the target vehicle and the like; for another example, after analyzing information of a nearby environment, a vehicle, and the like, the intelligent control device of the target vehicle may intelligently select a target lane to achieve obstacle avoidance or rapid traffic. Since the target lane selection may be performed based on offset information with respect to the current lane (e.g., the target lane is selected as one lane on the right side of the current lane, or two lanes on the left side, etc.), in order to improve the accuracy of the calculation performed based on the target lane, the specific position of the target lane may be acquired based on a detection device (e.g., a visual real-time detection (camera), a sensor, etc.) mounted on the target vehicle, or a high-precision map guide line after the selection. The above is merely an example, and other obtaining manners may be available for the related information of the current lane and the target lane, which is not limited in the present application.
The road attribute represents an inherent attribute of a road in which the target vehicle is traveling, such as information on the width of a lane, the curvature of the road, and the like, and may be obtained by calculation based on a detection device (such as a visual real-time detection (camera), a sensor, and the like), a high-precision map guide line, and the like, which are mounted on the target vehicle. The above is merely an example, and in an actual implementation, the road attribute information may also be obtained in other manners, which is not limited in the present application, and the road attribute information may be obtained.
Step 102: and generating a pre-lane changing path under a lane coordinate system according to the road information and the running state information of the target vehicle.
It should be noted that the traveling state information of the target vehicle is a description of the traveling state of the target vehicle, and may include, for example, a vehicle speed, a yaw rate, and the like. The running state information of the target vehicle can be acquired from the chassis information of the target vehicle, and the specific acquisition mode of the running state information is not limited in the application.
It should also be noted that the lane coordinate system, which describes the position of the vehicle relative to the road, may be, for example, the flennet coordinate system (Frenet coordinate system), in which the distance along the road is taken as the ordinate(s) and the displacement from the longitudinal line is taken as the abscissa (d). It is thus ensured that at each point of the road, the horizontal and vertical axes are vertical, the vertical axis representing the distance travelled in the road and the horizontal axis representing the distance of the vehicle from the centre line. The target vehicle runs forwards under the Frenet coordinate system, and the track of the target vehicle in the lane is a straight line, so that the difficulty of track planning is greatly simplified.
Fig. 2 is a flowchart of a road-changing path planning method according to another embodiment of the present application; as shown in fig. 2, the generating of the lane pre-change route in the lane coordinate system according to the road information and the driving state information of the target vehicle includes:
step 201: and calculating lane change time, a lane change compression ratio and a lane change area boundary according to the road information and the driving state information of the target vehicle.
In a specific implementation, the average curvature of the road in step 101 may be calculated in the Frenet coordinate system by, for example, first defining a preset width range within the detection range of the detection device, based on the curvature of the road calculated by the detection device mounted on the target vehicle, or a high-precision map guideline, etc.; or on the high-precision map, a preset width range is defined by taking the target vehicle as a reference and taking the traveling direction of the target vehicle as an extension. Wherein the range of the predetermined extent can be calculated by the upper and lower boundaries of the sampling time, e.g. by smin、smaxRespectively representing an upper and a lower boundary of a range of a preset extent (in the s direction) in the direction of travel of the target vehicle, tminAnd tmaxRepresenting the upper and lower boundaries of the sample time, respectively, wherein:
smax＝tmax*v；
smin＝tmin*v；
v is the speed of the target vehicle in the Frenet coordinate system.
Through the method, the curvature of the road in the range of the preset breadth can be determined, and a person skilled in the art can understand that when the upper boundary and the lower boundary of the sampling time tend to be infinitely small, the calculated curvature of the road is closer to the curvature of a path curvature point in the range of the preset breadth. Similarly, the curvature of the road at the curvature point of other paths on the road can be determined by repeatedly using the formula, and then the average curvature of the road can be calculated:
wherein, kappaavgRepresenting the curvature of the target road, n representing the total number of points of curvature of the calculated path, kappaiRepresenting the curvature of a point at a longitudinal distance i.
After obtaining the average curvature of the road, the lane change time is calculated, for example, by the following method:
presetting a track-changing time data set TnThe lane change time data set TnRepresenting the time of a lane change at different speeds, from which data set TnCalculating the track-changing time tlc：
tlc＝linearInterpolation(Tn，v)+kkappa*v2*kappaavg；
Wherein k iskappaAs a constant coefficient, linear interpolation is a linear interpolation function with the input being a channel change time data set TnAnd the velocity v of the target vehicle in the Frenet coordinate system.
Next, a track-changing compression ratio is calculated, where the track-changing compression ratio indicates how fast the front half and the back half of the track-changing path are, fig. 3 is a track-changing trace diagram provided in an embodiment of the present application under the same condition, and as shown in fig. 3, the track-changing conditions of three curves that overlap end to end in fig. 3 are the same, for example: the lane change starting point and the lane change end point are the same, the lane change speed is the same, in this case, the difference of the lane change tracks can be seen by adjusting the lane change compression ratio, the lane change compression ratio of the curve positioned in the middle is set to be 0.5, which shows that the degree of urgency of the front half of the lane change path is the same as the degree of urgency of the rear half of the lane change path in this case, so that the front half and the rear half of the lane basically present a central symmetry relationship; the lane change compression ratio of the curve above the middle curve is greater than 0.5, which means that the degree of the curve is greater when the curve is changed from the first step to the second step compared with the middle curve, and the curve at the top of the graph in FIG. 3 shows that the first half of the curve is changed from the first step to the second step when the curve is changed from the second step to the first step; similarly, the track-changing compression ratio of the curve below the middle curve is less than 0.5, which means that the degree of the curve is smaller when the curve is first sharp and then gentle when the curve is second sharp compared with the middle curve, and it is obvious from the curve at the bottom of fig. 3 that the curve is first gentle when the track is changed along the path and second sharp when the track is changed along the path. In order to explain the specific meaning of the lane change compression ratio, the value range of the lane change compression ratio is set to be normalized to be between 0 and 1 in the above implementation, but in other implementation manners, the value of the lane change compression ratio may have other forms, which is not limited in the present application as long as the degree of urgency of the front half and the back half of the lane change path can be embodied. It should be noted that the lane change compression ratio may be set by a user, for example, by setting through an interpersonal interactive display screen or by setting through a joystick of the target vehicle, or may be intelligently set according to a situation such as a daily usage habit through a control system of the target vehicle, which is not limited in this application.
Specifically, the lane change compression ratio may be calculated in the following manner, and fig. 4 is a flowchart of a lane change path planning method according to another embodiment of the present application; as shown in fig. 4, before calculating the lane change compression ratio according to the road information and the driving state information of the target vehicle, the method further includes:
step 401: and acquiring the course of the target vehicle.
According to the road information and the running state information of the target vehicle, calculating a lane change compression ratio, comprising the following steps:
step 402: and calculating the lane change compression ratio according to the road information, the driving state information and the course.
ratio＝a+k0*v2*kappaavg+k1*heading0；
Wherein the header0Indicating a heading, which may be based on a detection device mounted on the target vehicle, high-precision map guidanceLine, a is the ratio constant term, k0Expressed is a quadratic coefficient constant term, k1The first order coefficient constant term is shown.
Then setting the boundary of the lane changing area, namely the head and tail point constraint (l) of the lane changing track0，dl0，ddl0， dddl0) And (l)1，dl1，ddl1，dddl1) Wherein l is0、dlo、ddl0、dddl0Respectively representing the I-axis deviation (lateral deviation between a target vehicle and the central line of the current lane), the deviation first derivative, the deviation second derivative and the deviation third derivative l of the initial position point of the lane change track in a freset coordinate system1(lateral deviation between target end-of-path position of target vehicle and target lane centerline), dl1、ddl1、 dddl1Respectively representing the I-axis deviation, the deviation first derivative, the deviation second derivative and the deviation third derivative of the rail-changing track tail position point in the freset coordinate system.
Optionally, the track-changing track length p may also be calculated as: p ═ tlc*v。
Step 202: and generating a pre-lane changing path under a lane coordinate system according to the lane changing time, the lane changing area boundary, the first vehicle running speed in the running state information and the lane changing compression ratio.
After the information is obtained, a track changing track is solved by head-to-tail point constraint, track length and a track changing compression ratio, and the method specifically comprises the following steps:
the set of coefficients of the seventh-order polynomial for solving the target is set as follows:
Coeff＝[c0，c1，c2，c3，c4，c5，c6，c7]；
wherein, c0，c1，c2，c3，c4，c5，c6，c7Sequentially from low order to high order, setting intermediate control points, determining the distance between the intermediate control points according to the length of the track-changing track and the track-changing compression ratio, and setting the distance p between the intermediate control pointsm＝p*ratio；
The trajectory solution matrix is as follows:
according to the method, the pre-lane changing path under the lane coordinate system is generated, and the zero-order, the first-order and the second-order continuous track changing tracks can be adjusted rapidly and slowly at the same time by adjusting the lane changing compression ratio.
Step 103: mapping the pre-changed road path to a map coordinate system to obtain a target road-changing path; the target lane change path is used to guide the target vehicle to switch from the current lane to the target lane.
The map coordinate system is used to describe map information, and may be, for example, a Cartesian coordinate system (Cartesian coordinates), which is a planar affine coordinate system formed by two axes intersecting at an origin, and is generally used to define the position of a space point by using the map coordinate system. Therefore, after the pre-lane change path is planned in the lane coordinate system, the target lane change path can be obtained by mapping the pre-lane change path to the map coordinate system, and the target lane change path is used for guiding the target vehicle to be switched from the current lane to the target lane.
In a specific implementation manner, the pre-transformed road path in the solved lane coordinate system may be mapped to a map coordinate system, Dead Reckoning (DR Reckoning) may be performed in real time, and a Reckoning result may be issued to a control layer of the target vehicle. The foregoing is merely an example, and other embodiments are possible in practical implementations, and the present application is not limited thereto.
In summary, the embodiment of the present application provides a method for planning a lane change path, which includes acquiring road information of a target vehicle in a driving process, and generating a pre-lane change path in a lane coordinate system according to the road information and driving state information of the target vehicle; and mapping the pre-changed road path to a map coordinate system to obtain a target road-changing path, wherein the target road-changing path can be used for guiding a target vehicle to change the road. On the one hand, the intelligent lane changing device realizes safe, comfortable and efficient intelligent lane changing under different vehicle speeds, different lane widths and different road curvatures. On the other hand, in lane changing, as the compression ratio of the lane changing is adjustable, compared with the traditional path changing method, the track is slowly and quickly adjustable on the basis of ensuring the tangential continuity and the curvature continuity, and the personalized lane changing style can be configured; the track changing track is smooth, and the time and space consistency is good. In addition, the road changing path planning method carries out pre-road changing path planning based on the lane coordinate system, reduces the complexity of road changing path planning, has high timeliness, small calculation force demand and strong scene adaptation, and can be widely applied to auxiliary road changing path planning of target vehicles.
Optionally, on the basis of fig. 1, the present application further provides a possible implementation manner of a road changing path planning method, and fig. 5 is a flowchart of a road changing path planning method according to yet another embodiment of the present application; as shown in fig. 5, after the pre-road-changing path is mapped to the map coordinate system and the target road-changing path is obtained, the method further includes:
step 501: and acquiring state deviation information of the target vehicle in the driving process based on the target lane changing path.
After the target road path is obtained, there are some emergency situations in the target vehicle during the driving process based on the target road path, for example, an obstacle (vehicle, pedestrian, object, etc.) occurs on the target road path, and further, for example, when the current lane information is obtained, there is a deviation (for example, there is an error in the lateral deviation in calculation) in positioning the specific position of the target vehicle on the current lane, and further, for example, there is an instrument error in a sensor, etc. when the driving state information of the target vehicle is obtained, there may be a state deviation in the lane change form process. The state deviation information may be, for example, a speed deviation, a position deviation, etc., and the present application does not limit this, as long as the deviation information can provide an accuracy or safety reference for lane change of the target vehicle.
Step 502: and judging whether the state deviation information meets a preset lane change success condition or not.
In a possible implementation manner, if the state deviation information is within a certain range, the lane change driving process is considered reasonable, so that the state deviation information needs to be further judged, the state deviation information is judged according to a preset lane change success condition, and if the state deviation information meets the preset lane change success condition, the lane change driving of the current target vehicle can be judged to be normal based on the state deviation information, and the monitoring and the judgment are only needed to be continuously carried out without intervention and correction.
Step 503: and if the state deviation information does not meet the condition of successful lane change, re-acquiring the road information of the target vehicle in the driving process to regenerate the target lane change path.
If the state deviation information does not meet the condition of successful lane change, it is indicated that if the target vehicle continues to drive lane change according to the current state, the lane change may be unsuccessful or potential safety hazards exist, and other problems, so that the road information of the target vehicle in the driving process needs to be acquired again, and the target road changing path is regenerated according to the road changing path planning method in the above steps.
By judging the running state information, when the state deviation information does not meet the condition of successful lane change, the re-planning is carried out, and the safety of the lane change path planning method is enhanced.
Optionally, on the basis of fig. 5, the present application further provides a possible implementation manner of a road changing path planning method, and fig. 6 is a flowchart of a road changing path planning method provided in yet another embodiment of the present application; as shown in fig. 6, the state deviation information includes: speed deviation information; the speed deviation information is the deviation of the second vehicle running speed and the standard running speed in the running state information in the lane changing process; judging whether the state deviation information meets a preset lane change success condition or not, wherein the judging step comprises the following steps:
step 601: and judging whether the speed deviation information is within a preset speed deviation range in the track changing success condition.
As can be seen from the generation and calculation process of the target lane change path in the above embodiment, the planning of the lane change path in the present application is largely related to the driving speed of the target vehicle, and a very small speed change may not affect the success or failure of the lane change, but if the difference between the lane change driving speed and the planned speed is too large, the success of the lane change may be affected, so that the deviation between the second vehicle driving speed and the standard driving speed needs to be determined, and whether the deviation between the second vehicle driving speed and the standard driving speed is within the preset speed deviation range in the lane change success condition is determined. The standard travel speed may be a travel speed of the target vehicle when the lane change route is planned, or may be a standard speed set in accordance with the travel speed of the target vehicle when the lane change route is planned (for example, a speed range centered on the travel speed of the target vehicle when the lane change route is planned), and the present application does not limit this.
In a specific implementation manner, a speed deviation threshold value spd _ thres is preset, and if the absolute value of the deviation between the second vehicle running speed and the standard running speed is less than or equal to spd _ thres, the speed deviation information is within the preset speed deviation range. The above is merely an example, and in practical implementation, there may be other determination methods for the speed deviation information, which is not limited in the present application.
Step 602: and if the speed deviation information is not in the preset speed deviation range, determining that the speed deviation information does not meet the track changing success condition.
In a specific implementation, a speed deviation threshold value spd _ thres is preset, and if the absolute value of the deviation of the second vehicle running speed from the standard running speed is greater than spd _ thres, the speed deviation information is not within the preset speed deviation range. The above is merely an example, and in practical implementation, there may be other determination methods for the speed deviation information, which is not limited in the present application.
The method realizes the judgment of the abnormal speed state.
Optionally, on the basis of fig. 6, the present application further provides a possible implementation manner of a road changing path planning method, and fig. 7 is a flowchart of a road changing path planning method provided in yet another embodiment of the present application; as shown in fig. 7, the state deviation information further includes: position deviation information, wherein the position deviation information is the position deviation between the position of the target vehicle in the lane changing process and a preset position point in the target lane changing path; judging whether the state deviation information meets a preset lane change success condition or not, and further comprising:
step 701: and if the speed deviation information is within the preset speed deviation range, judging whether the position deviation information is within the preset position deviation range in the track changing success condition.
And judging the speed deviation information, if the speed deviation information is within the preset speed deviation range, ensuring the speed state of the target vehicle to be normal, but ensuring the speed to be normal and still not ensuring the success of lane changing because various position deviations still possibly have the problem of unsuccessful lane changing in the lane changing of the vehicle, and further judging the position deviation information, wherein the position deviation information is the position deviation between the position of the target vehicle in the lane changing process and a preset position point in the target lane changing diameter position which is currently positioned under the guidance of the target lane changing diameter.
However, if the position deviation between the current position of the lane change driving and the preset position point is too large, the lane change success is affected, and therefore, the position deviation between the position of the target vehicle in the lane change process and the preset position point in the target lane change path needs to be judged, and whether the position deviation information between the position of the target vehicle in the lane change process and the preset position point in the target lane change path is within the preset position deviation range in the lane change success condition is judged. It should be noted that the preset position point may be an exact position point on the target lane change path, or may be a coordinate area of a center of the position point, which is not limited in the present application.
In a specific implementation manner, a position deviation threshold err _ thres is preset, and if an absolute value of a deviation between a position of a target vehicle in a lane changing process and a preset position point in a target lane changing path is less than or equal to err _ thres, it indicates that the position deviation information is within a preset position deviation range. The above is merely an example, and in an actual implementation, there may be other determination methods for the position deviation information, which is not limited in the present application.
Step 702: and if the position deviation information is not in the preset position deviation range, determining that the position deviation information does not meet the track changing success condition.
In a specific implementation manner, a position deviation threshold err _ thres is preset, and if an absolute value of a deviation between a position of a target vehicle in a lane changing process and a preset position point in a target lane changing path is greater than err _ thres, it indicates that the position deviation information is not in a preset position deviation range. The above is merely an example, and in practical implementation, there may be other determination methods for the speed deviation information, which is not limited in the present application.
Optionally, on the basis of fig. 5, the present application further provides a possible implementation manner of the road changing path planning method, and fig. 8 is a flowchart of a road changing path planning method provided in yet another four embodiments of the present application; as shown in fig. 8, the method includes:
step 801: and determining the execution proportion of the target lane changing path and the historical lane changing planning times aiming at the target lane.
And when the state deviation information does not meet the lane change success condition, judging the execution proportion of the target lane change path, wherein the execution proportion of the target lane change path represents the ratio between the currently finished target lane change path and the total path of the target lane change path, and the higher the execution proportion of the target lane change path is, the more the currently finished target lane change path is, so that the understanding can be realized.
When the execution proportion of the target lane changing path is smaller than the preset proportion, the historical lane changing planning times for the target lane are judged, it can be understood that lane changing can be completed through planning for a certain number of times under the general lane changing condition, but when the planning for a plurality of times cannot be completed, other unexpected factors exist on the current road or a target vehicle possibly has a fault, etc., and the continuous re-planning not only is difficult to realize lane changing, but also can cause negative effects on driving safety, so that the historical lane changing planning times for the target lane need to be judged.
Step 802: and if the execution proportion is smaller than the preset proportion and the replanning times are smaller than the time threshold, replanning the road path planning.
And if the execution proportion is smaller than the preset proportion and the replanning times are smaller than the time threshold, replanning the road path planning.
If the execution proportion is larger than the preset proportion, the lane change is considered to be completed, and the lane change path planning is not required to be carried out again;
if the execution proportion is smaller than the preset proportion, but the times of re-planning are larger than the time threshold, the current state is considered to be abnormal, and the road changing path planning cannot be carried out again.
When the path change path is planned again, the current position and the track point in the path change path of the last path change planning target can be matched according to the real-time DR calculation, and the track point is set as the starting point constraint of the currently planned path change path (namely, the step (l) in the step0,dl0,ddl0,dddl0) Meanwhile, according to the execution proportion of the target lane change path planned in the previous period, the target end point and the end point constraint are determined, and the pre-lane change path in the lane coordinate system is generated again, and fig. 9 is a schematic diagram of a re-planning position of the lane change track provided by an embodiment of the application; as shown in fig. 9, the lane change is performed at the execution ratio of 50% because the speed difference is large. FIG. 10 is a schematic view of a re-planned course of a track-changing track according to an embodiment of the present application; fig. 11 is a schematic diagram of a track-change re-planning curvature according to an embodiment of the present application; as shown in fig. 10 and 11, the re-planned trajectory has continuous lateral deviation, tangential direction and curvature, so as to effectively ensure the smoothness and comfort of the lane changing process.
By adopting the method, the track changing track can be continuous and smooth, and the track changing track can be adjusted rapidly and slowly; a re-planning mechanism of the track changing track is designed, and the continuity of the track changing track can be still ensured under special scenes (large tracking deviation and the like); the comfort, the smoothness, the safety and the time consistency of the lane changing function are ensured.
The following describes a road-changing path planning apparatus, an electronic device, a storage medium, and the like for implementing the method provided by the present application, and specific implementation processes and technical effects thereof are referred to above, and will not be described again below.
The embodiment of the present application provides a possible implementation example of a road change path planning device, which can execute the road change path planning method provided by the above embodiment. Fig. 12 is a schematic view of a road diameter changing planning device according to an embodiment of the present application. As shown in fig. 12, the road-changing path planning apparatus 100 includes: an acquisition module 121, a generation module 123, and a coordinate conversion module 125;
the acquiring module 121 is configured to acquire road information of a target vehicle during driving, where the road information includes: a current lane, a target lane, and a road attribute;
the generating module 123 is configured to generate a lane pre-changing path in a lane coordinate system according to the road information and the driving state information of the target vehicle;
the coordinate conversion module 125 is configured to map the pre-changed road path to a map coordinate system, so as to obtain a target road-changing path; the target lane change path is used to guide the target vehicle to switch from the current lane to the target lane.
Optionally, the generating module 123 is configured to calculate a lane change time, a lane change compression ratio, and a lane change area boundary according to the road information and the driving state information of the target vehicle; and generating a pre-lane changing path under a lane coordinate system according to the lane changing time, the lane changing area boundary, the first vehicle running speed in the running state information and the lane changing compression ratio.
Optionally, the obtaining module 121 is configured to obtain a heading of the target vehicle;
and the generating module 123 is configured to calculate a lane change compression ratio according to the road information, the driving state information, and the heading.
Optionally, the road-changing path planning apparatus 100 further includes: a judgment module;
an obtaining module 121, configured to obtain state deviation information of a target vehicle in a driving process based on a target lane change path;
the judging module is used for judging whether the state deviation information meets a preset channel change success condition or not; and if the state deviation information does not meet the condition of successful lane change, re-acquiring the road information of the target vehicle in the driving process to regenerate the target lane change path.
Optionally, the state deviation information includes: speed deviation information; the speed deviation information is the deviation of the second vehicle running speed and the standard running speed in the running state information in the lane changing process;
the judging module is used for judging whether the speed deviation information is within a preset speed deviation range in the track changing success condition; and if the speed deviation information is not in the preset speed deviation range, determining that the speed deviation information does not meet the track changing success condition.
Optionally, the state deviation information further includes: position deviation information, wherein the position deviation information is the position deviation between the position of the target vehicle in the lane changing process and a preset position point in the target lane changing path;
the judging module is used for judging whether the position deviation information is within a preset position deviation range in the track changing success condition if the speed deviation information is within the preset speed deviation range; and if the position deviation information is not in the preset position deviation range, determining that the position deviation information does not meet the track changing success condition.
Optionally, the determining module is configured to determine an execution ratio of the target lane change path and a historical lane change planning number for the target lane; and if the execution proportion is smaller than the preset proportion and the replanning times are smaller than the time threshold, replanning the road path planning.
The above-mentioned apparatus is used for executing the method provided by the foregoing embodiment, and the implementation principle and technical effect are similar, which are not described herein again.
These above modules may be one or more integrated circuits configured to implement the above methods, such as: one or more Application Specific Integrated Circuits (ASICs), or one or more microprocessors (DSPs), or one or more Field Programmable Gate Arrays (FPGAs), among others. For another example, when one of the above modules is implemented in the form of a Processing element scheduler code, the Processing element may be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. For another example, these modules may be integrated together and implemented in the form of a system-on-a-chip (SOC).
The embodiment of the application provides a possible implementation example of intelligent driving of an automobile, and the method for planning the road changing path provided by the embodiment can be executed. Fig. 13 is a schematic view of an intelligent driving automobile provided in an embodiment of the present application, where the intelligent driving automobile includes: the road-changing path planning device 131, the intelligent driving automobile 132 and the bus, when the program instructions executable by the road-changing path planning device 131 are operated, the road-changing path planning device 131 and the intelligent driving automobile 132 are communicated through the bus, and the program instructions are executed by the road-changing path planning device 131 so as to execute the steps of the road-changing path planning method. The specific implementation and technical effects are similar, and are not described herein again.
Embodiments of the present application provide possible implementation examples of a computer-readable storage medium, which is capable of executing the method for planning a road change path provided in the foregoing embodiments, where the storage medium stores a computer program, and the computer program is executed by a processor to execute the steps of the method for planning a road change path.
A computer program stored in a storage medium may include instructions for causing a computer device (which may be a personal computer, a server, or a network device) or a processor (which may be a processor) to perform some steps of the methods according to the embodiments of the present invention. And the aforementioned storage medium includes: a U disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
In the embodiments provided in the present invention, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, a division of a unit is merely a logical division, and an actual implementation may have another division, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
Units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, or in a form of hardware plus a software functional unit.
The integrated unit implemented in the form of a software functional unit may be stored in a computer readable storage medium. The software functional unit is stored in a storage medium and includes several instructions to enable a computer device (which may be a personal computer, a server, or a network device) or a processor (processor) to execute some steps of the methods according to the embodiments of the present invention. And the aforementioned storage medium includes: a U disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A road changing path planning method is characterized by comprising the following steps:
acquiring road information of a target vehicle in a driving process, wherein the road information comprises: a current lane, a target lane, and a road attribute;
generating a pre-lane changing path under a lane coordinate system according to the road information and the running state information of the target vehicle;
mapping the pre-changed road path to a map coordinate system to obtain a target road-changing path; the target lane change path is used to guide the target vehicle to switch from the current lane to the target lane.
2. The method of claim 1, wherein generating the pre-lane change path in a lane coordinate system based on the road information and the driving state information of the target vehicle comprises:
calculating lane change time, a lane change compression ratio and a lane change area boundary according to the road information and the driving state information of the target vehicle;
and generating the pre-lane changing path in a lane coordinate system according to the lane changing time, the lane changing area boundary, the first vehicle running speed in the running state information and the lane changing compression ratio.
3. The method of claim 2, wherein before calculating a lane change compression ratio based on the road information and the travel state information of the target vehicle, the method further comprises:
acquiring the course of the target vehicle;
the calculating of the lane change compression ratio according to the road information and the driving state information of the target vehicle comprises the following steps:
and calculating the lane change compression ratio according to the road information, the driving state information and the course.
4. The method of claim 1, wherein after mapping the pre-rerouted path to a map coordinate system to obtain a target rerouted path, the method further comprises:
acquiring state deviation information of the target vehicle in a driving process based on the target lane changing path;
judging whether the state deviation information meets a preset lane change success condition or not;
and if the state deviation information does not meet the lane change success condition, re-acquiring the road information of the target vehicle in the driving process to regenerate the target lane change path.
5. The method of claim 4, wherein the state deviation information comprises: speed deviation information; the speed deviation information is the deviation of a second vehicle running speed from a standard running speed in the running state information in the lane changing process;
the judging whether the state deviation information meets a preset lane change success condition comprises the following steps:
judging whether the speed deviation information is within a preset speed deviation range in the lane changing success condition;
and if the speed deviation information is not in the preset speed deviation range, determining that the speed deviation information does not meet the lane change success condition.
6. The method of claim 5, wherein the state deviation information further comprises: position deviation information, wherein the position deviation information is position deviation between the position of a target vehicle in the lane changing process and a preset position point in the target lane changing path;
the judging whether the state deviation information meets a preset lane change success condition further comprises:
if the speed deviation information is within the preset speed deviation range, judging whether the position deviation information is within a preset position deviation range in the lane changing success condition;
and if the position deviation information is not in the preset position deviation range, determining that the position deviation information does not meet the lane change success condition.
7. The method of claim 4, wherein the method further comprises:
determining the execution proportion of the target lane changing path and the historical lane changing planning times aiming at the target lane;
and if the execution proportion is smaller than the preset proportion and the replanning times are smaller than the time threshold, replanning the road path planning.
8. A trade road footpath planning device characterized by comprising: the device comprises an acquisition module, a generation module and a coordinate conversion module;
the acquisition module is used for acquiring road information of a target vehicle in a driving process, and the road information comprises: a current lane, a target lane, and a road attribute;
the generating module is used for generating a pre-lane changing path under a lane coordinate system according to the road information and the running state information of the target vehicle;
the coordinate conversion module is used for mapping the pre-changed road diameter to a map coordinate system to obtain a target road changing diameter; the target lane change path is used to guide the target vehicle to switch from the current lane to the target lane.
9. An intelligent drive automobile, comprising: a road change path planning apparatus, a smart-driving vehicle and a bus, the road change path planning apparatus storing a road change path planning method, the smart-driving vehicle communicating with the road change path planning apparatus through the bus when the smart-driving vehicle is running, the road change path planning apparatus executing program instructions to perform the steps of the road change path planning method according to any one of claims 1 to 7 when executed.
10. A computer-readable storage medium, characterized in that the storage medium has stored thereon a computer program which, when being executed by a processor, carries out the steps of the method of road change planning according to any of claims 1 to 7.
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| CN202210159774.3A CN114407898B (en) | 2022-02-22 | 2022-02-22 | Road changing path planning method and device, intelligent driving automobile and storage medium |
| PCT/CN2022/102379 WO2023159839A1 (en) | 2022-02-22 | 2022-06-29 | Lane changing path planning method and apparatus, intelligent driving automobile, and storage medium |
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| WO2023159839A1 (en) * | 2022-02-22 | 2023-08-31 | 爱驰汽车（上海）有限公司 | Lane changing path planning method and apparatus, intelligent driving automobile, and storage medium |
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| KR20200075915A (en) * | 2018-12-07 | 2020-06-29 | 현대자동차주식회사 | Apparatus and method for controlling running of vehicle |
| CN111653113A (en) * | 2020-04-20 | 2020-09-11 | 浙江吉利汽车研究院有限公司 | Method, device, terminal and storage medium for determining local path of vehicle |
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| DE102017222563A1 (en) * | 2017-12-13 | 2019-06-13 | Robert Bosch Gmbh | Method and device for communication between several motor vehicles |
| CN112673234B (en) * | 2020-01-17 | 2022-01-14 | 华为技术有限公司 | Path planning method and path planning device |
| CN114407898B (en) * | 2022-02-22 | 2024-04-19 | 爱驰汽车（上海）有限公司 | Road changing path planning method and device, intelligent driving automobile and storage medium |
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| KR20200075915A (en) * | 2018-12-07 | 2020-06-29 | 현대자동차주식회사 | Apparatus and method for controlling running of vehicle |
| CN111653113A (en) * | 2020-04-20 | 2020-09-11 | 浙江吉利汽车研究院有限公司 | Method, device, terminal and storage medium for determining local path of vehicle |
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| WO2023159839A1 (en) * | 2022-02-22 | 2023-08-31 | 爱驰汽车（上海）有限公司 | Lane changing path planning method and apparatus, intelligent driving automobile, and storage medium |
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