CN114407898B - 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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18163—Lane change; Overtaking manoeuvres
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/30—Road curve radius
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/072—Curvature of the road
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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 obtaining road information of a target vehicle in the running process, 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; 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 traffic tool to change a road. On the one hand, the safe, comfortable and efficient intelligent lane changing under different vehicle speeds, different lane widths and different road curvatures is realized. On the other hand, in the channel changing process, as the channel changing compression ratio is adjustable, compared with the traditional channel changing method, the track urgency is adjustable on the basis of ensuring tangential continuity and curvature continuity, and the personalized channel changing style can be configured; the track change is gentle, and the time-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 fusion of the automobile industry, artificial intelligence, a high-performance computing platform and other new generation information technologies, and is an upgrade of the automobile industry. More and more automobile host factories, suppliers, science and technology companies and the like transfer the research and development emphasis to the intelligent driving technology of automobiles, and the intelligent driving technology of automobiles is cut into the automatic driving industry by taking advantage of the respective advantages and catching industrial upgrading opportunities.
Because the complexity and the challenges of the lane changing scene in the automatic driving are far higher than those of the lane keeping working condition, the existing automatic driving field is rarely designed with the intelligent auxiliary lane changing function. Therefore, in order to realize efficient and safe lane changing of the automobile on the structured road, the psychological and physiological burden of a driver under the lane changing scene is reduced, the driving safety of the automobile under the working condition is improved, and a safe and stable lane changing path planning method is needed.
Disclosure of Invention
The invention aims to provide a road changing path planning method, a road changing path planning device, an intelligent driving automobile and a storage medium, so as to provide a safe and stable road changing path planning method.
In order to achieve the above purpose, the technical scheme adopted by the embodiment of the application is as follows:
In a first aspect, an embodiment of the present application provides a method for planning a path of a change, including:
acquiring road information of a target vehicle in a driving process, wherein the road information comprises the following steps: current lane, target lane, and road attribute;
generating a pre-lane change path under a lane coordinate system according to the road information and the running state information of the target vehicle;
Mapping the pre-exchanged road diameter to a map coordinate system to obtain a target exchanged road diameter; the target lane-change path is for guiding the target vehicle to switch from the current lane to the target lane.
Optionally, the generating the pre-exchanged road path in the lane coordinate system according to the road information and the driving state information of the target vehicle includes:
Calculating the lane change time, the lane change compression ratio and the lane change area boundary according to the road information and the running state information of the target vehicle;
and generating the pre-lane-change path under a lane coordinate system according to the lane-change time, the lane-change area boundary, the first vehicle running speed in the running state information and the lane-change compression ratio.
Optionally, 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:
Acquiring the heading of the target vehicle;
the calculating the lane change compression ratio according to the road information and the running 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 heading.
Optionally, after mapping the pre-exchanged road path to the map coordinate system to obtain the target exchanged road path, the method further includes:
Acquiring state deviation information of the target vehicle in the running process based on the target lane change path;
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 lane change success condition, acquiring the road information of the target vehicle in the running process again so as to regenerate the target lane change path.
Optionally, the state deviation information includes: speed deviation information; the speed deviation information is the deviation between the second vehicle running speed and the standard running speed in the running state information in the lane change process;
The judging whether the state deviation information meets the preset channel change success condition comprises the following steps:
judging whether the speed deviation information is in a preset speed deviation range in the channel change success condition or not;
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 the position deviation between the position of a target traffic tool and a preset position point in a target lane change path in the lane change process;
The step of judging whether the state deviation information meets a preset channel change success condition, and the step of further comprising:
If the speed deviation information is in the preset speed deviation range, judging whether the position deviation information is in the preset position deviation range in the lane change 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 channel change success condition.
Optionally, the method further comprises:
Determining the execution proportion of the target lane change path and the historical lane change planning times aiming at the target lane;
And if the execution proportion is smaller than the preset proportion and the re-planning frequency is smaller than the frequency threshold, re-planning the road changing path.
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 obtaining module is configured to obtain road information of a target vehicle during a driving process, where the road information includes: current lane, target lane, and road attribute;
The generation 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-exchanged road diameter to a map coordinate system to obtain a target exchanged road diameter; the target lane-change path is for guiding 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 change path planning device is used for intelligently driving the automobile and the bus, the road change path planning device stores a road change path planning method, when the intelligent driving automobile runs, the intelligent driving automobile and the road change path planning device are communicated through the bus, and the road change path planning device executes program instructions to execute the steps of the road change path planning method according to any one of the first aspect when executing the program instructions.
In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored, which when executed by a processor performs the steps of the alternate path planning method according to any one of the first aspects.
The beneficial effects of the application are as follows: the embodiment of the application provides a road changing path planning method, which is characterized in that after road information of a target vehicle in a running process is acquired, a pre-road changing path under a lane coordinate system is generated according to the road information and running 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 traffic tool to change a road. On the one hand, the safe, comfortable and efficient intelligent lane changing under different vehicle speeds, different lane widths and different road curvatures is realized. On the other hand, in the channel changing process, as the channel changing compression ratio is adjustable, compared with the traditional channel changing method, the track urgency is adjustable on the basis of ensuring tangential continuity and curvature continuity, and the personalized channel changing style can be configured; the track change is gentle, and the time-space consistency is good. In addition, the road path changing planning method of the application carries out the pre-road path changing planning based on the lane coordinate system, reduces the complexity of road path changing planning, has high timeliness, small calculation force requirement and strong scene adaptation, and can be widely applied to the auxiliary road path changing planning of the target traffic tool.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for planning a path of a change road according to an embodiment of the present application;
FIG. 2 is a flowchart of a method for path change planning according to another embodiment of the present application;
FIG. 3 is a schematic diagram of a track change path with different track change compression ratios under the same condition according to an embodiment of the present application;
FIG. 4 is a flowchart of a method for path change planning according to another embodiment of the present application;
FIG. 5 is a flowchart of a method for path change planning according to another embodiment of the present application;
FIG. 6 is a flowchart of a method for path change planning according to another embodiment of the present application;
FIG. 7 is a flowchart of a method for path change planning according to a third embodiment of the present application;
FIG. 8 is a flowchart of a method for path change planning according to a fourth embodiment of the present application;
FIG. 9 is a schematic diagram of a re-planning position of a track change track according to an embodiment of the present application;
FIG. 10 is a schematic diagram of a re-planning heading for a lane-change trajectory according to an embodiment of the present application;
FIG. 11 is a diagram illustrating a re-planning curvature of a lane-change trajectory according to an embodiment of the present application;
FIG. 12 is a schematic diagram of a road change path planning apparatus according to an embodiment of the present application;
Fig. 13 is a schematic diagram of an intelligent driving automobile according to an embodiment of the present application.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention.
In the present application, the terms "first," "second," and "second" are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated unless otherwise explicitly specified and defined. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, unless explicitly specified 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 one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an 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 of great importance, mainly relates to intelligent driving person decision and optimal path generation, and reflects the high-order of the intelligent driving technology. At present, the main stream L2 level function mainly comprises lane keeping, self-adaptive cruising and automatic parking, and the intelligent auxiliary lane changing function is rarely involved, and the main reason is that the complexity and the challenges of the lane changing scene are far higher than those of the lane keeping working condition.
In addition, the current mainstream road path changing planning method is difficult to realize performance balance in scenes with deviation of road changing urgency and speed, continuous curvature, time-space consistency, different speeds, different road curvatures, different lane widths and track tracking.
Aiming at the current intelligent driving automobile scene demand, the embodiment of the application provides a plurality of possible implementation modes so as to realize the efficient and safe lane changing of the automobile on the structured road, reduce 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 several examples in connection with the accompanying drawings. Fig. 1 is a flowchart of a road change path 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: current lane, target lane, and road attribute.
The current lane represents the lane where the target vehicle is currently located in the driving process, and may be acquired based on a detection device installed on the target vehicle, for example, a visual real-time detection (camera), a sensor, and the like; or based on high-precision map guideline acquisition, as the application is not limited in this regard. The current lane may include an offset condition of the target vehicle relative to the current lane center position in addition to the lane position information to enhance the accuracy of the subsequent calculation.
The target lane represents a lane change target lane of the target vehicle in the driving process, the target lane can be selected by a driver or intelligent control equipment of the target vehicle, for example, a user can select the target lane through a man-machine 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 such as the surrounding environment and the vehicle, the intelligent control device of the target vehicle can intelligently select the target lane so as to realize obstacle avoidance or rapid passing. Since the target lane selection is performed, it may be selected with respect to the offset information of the current lane (e.g., the target lane is selected as a 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 based on the target lane thereafter, after the selection, the specific position of the target lane may be acquired based on a detection device (e.g., visual real-time detection (camera), sensor, etc.) mounted on the target vehicle, or a high-precision map guide line. The foregoing is merely illustrative, and other methods for obtaining the information about the current lane and the target lane are also possible, which is not limited in the present application.
The road attribute represents an inherent attribute of the road of the target vehicle during traveling, such as information of the width of the lane, the curvature of the road, etc., which can be calculated and obtained based on a detection device (e.g., visual real-time detection (camera), sensor, etc.), a high-precision map guide line, etc., mounted on the target vehicle. The foregoing is merely illustrative, and in practical implementation, there may be other ways to obtain the road attribute information, which the present application is not limited to, and the road attribute information may be obtained.
Step 102: and generating a pre-lane change path under a lane coordinate system according to the road information and the running state information of the target vehicle.
The driving state information of the target vehicle is a description of the driving state of the target vehicle, and may include, for example, a vehicle speed, a yaw rate, and the like. The driving state information of the target vehicle can be obtained through the self-chassis information of the target vehicle, and the specific obtaining mode of the driving state information is not limited.
It should be noted that the lane coordinate system describes the position of the vehicle relative to the road, and may be, for example, a flener coordinate system (Frenet coordinate system) in which a distance along the road is taken as an ordinate(s) and a displacement from the longitudinal line is referred to as an abscissa (d). It is thereby ensured that at each point of the road, both the horizontal and vertical axes are vertical, the ordinate representing the distance travelled in the road and the abscissa representing the distance of the car from the centre line. The target vehicle runs forward under the Frenet coordinate system, and the track of the target vehicle in the lane is in a straight line, so that the difficulty of track planning is greatly simplified.
FIG. 2 is a flowchart of a method for path change planning according to another embodiment of the present application; as shown in fig. 2, generating a pre-exchanged road path in a lane coordinate system from road information and traveling state information of a target vehicle includes:
Step 201: and calculating the lane change time, the lane change compression ratio and the lane change area boundary according to the road information and the running state information of the target vehicle.
In a specific implementation manner, the average curvature of the road in step 101 may be calculated in the Frenet coordinate system, for example, by calculating the curvature of the road based on a detection device or a high-precision map guide line installed on the target vehicle, etc., and first defining a range of a preset breadth within the detection range of the detection device; or the range of the preset breadth is defined by taking the target vehicle as a reference and the travelling direction of the target vehicle as an extension on the high-precision map. The range of the preset extent may be calculated by using the upper and lower boundaries of the sampling time, for example, s min、smax represents the upper and lower boundaries of the range of the preset extent in the traveling direction of the target vehicle (s direction), and t min and t max represent the upper and lower boundaries of the sampling time, respectively, where:
smax＝tmax*v；
smin＝tmin*v；
v is the speed of the target vehicle in the Frenet coordinate system.
In this way, the curvature of the road within a range of a preset extent can be determined, and as a person skilled in the art can understand, when the upper and lower boundaries of the sampling time tend to be infinite hours, the calculated curvature of the road becomes closer to the curvature of a path curvature point within the range of the preset extent. Similarly, the curvature of the road at other path curvature points on the road can be determined by repeatedly using the formula, and then the average curvature of the road can be calculated:
where kappa avg represents the target road curvature, n represents the total number of calculated path curvature points, and kappa i represents the point curvature at a longitudinal distance i.
After obtaining the average curvature of the road, the road change time is calculated, for example, by the following method:
A track change time data set T n is preset, the track change time data set T n represents the track change time at different speeds, and the track change time T lc is calculated according to the track change time data set T n:
tlc＝linearInterpolation(Tn,v)+kkappa*v2*kappaavg；
Where k kappa is a constant coefficient, linearInterpolation is a linear interpolation function with first order, and the inputs are the lane change time dataset T n and the speed v of the target vehicle in the Frenet coordinate system.
Next, a lane change compression ratio is calculated, where the lane change compression ratio indicates the degree of urgency of the front and rear half of the lane change path, and fig. 3 is a schematic diagram of lane change tracks with different lane change compression ratios under the same condition, as shown in fig. 3, where the lane change conditions of three curves overlapping from beginning to end in fig. 3 are the same, for example: the lane change starting point and the lane change ending point are the same, the lane change speed is the same, in this case, the difference of the lane change track 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, and the degree of urgency of the front half of the lane change path is the same as that of the rear half of the lane change path in this case, so that the front half of the lane change path and the rear half of the lane change path basically show a central symmetry relationship from the figure; the higher the channel change compression ratio of the curve above the middle curve is greater than 0.5, which means that compared with the middle curve, the higher the degree of urgency and slowness is, and the uppermost curve in fig. 3 shows that the channel change in the first half of the channel is urgent and the second half is gentle when the channel is changed under the path; similarly, the lower curve of the middle curve has a channel change compression ratio of less than 0.5, which means that the degree of urgency is smaller than that of the middle curve, and the lower curve of fig. 3 shows that the channel change in the first half is gentle and the second half is urgent. In order to explain the specific meaning of the channel changing compression ratio, the value range of the channel changing compression ratio is normalized to be between 0 and 1 in the above implementation mode, but in other implementation modes, the value of the channel changing compression ratio can also have other forms, and the application is not limited to this, so long as the quick and slow degree of the front half and the rear half of the channel changing path can be reflected. The lane change compression ratio may be set by a user, for example, by an interpersonal interaction display screen, or by a joystick of the target vehicle, or may be intelligently set by a control system of the target vehicle according to a daily usage habit, etc., which is not limited in the present application.
Specifically, the lane change compression ratio may be calculated by 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: a target vehicle heading is obtained.
Calculating a lane change compression ratio according to the road information and the running state information of the target vehicle, comprising:
Step 402: and calculating the lane change compression ratio according to the road information, the driving state information and the heading.
ratio＝a+k0*v2*kappaavg+k1*heading0；
The heading 0 is represented by heading, which can be obtained based on a detection device installed on a target vehicle, a high-precision map guide line and the like, a is represented by a ratio constant term, k 0 is represented by a secondary coefficient constant term, and k 1 is represented by a primary coefficient constant term.
Then, lane change region boundaries, i.e., the head-to-tail point constraints (l 0,dl0,ddl0, dddl0) and (l 1,dl1,ddl1,dddl1) of the lane change track are set, wherein l 0、dlo、ddl0、dddl0 represents the I-axis deviation (lateral deviation between the target vehicle and the current lane center line), the first-order deviation, the second-order deviation and the third-order deviation of the head-to-tail point of the lane change track in frenet coordinate system, l 1 (lateral deviation between the target path end position of the target vehicle and the target lane center line), and dl 1、ddl1、 dddl1 represents the I-axis deviation, the first-order deviation, the second-order deviation and the third-order deviation of the head-to-tail point of the lane change track in frenet coordinate system, respectively.
Alternatively, the lane change track length p may also be calculated: p=t lc ×v.
Step 202: and generating a pre-lane-change path under the lane coordinate system according to the lane-change time, the lane-change area boundary, the first vehicle running speed in the running state information and the lane-change compression ratio.
After the information is obtained, solving a lane change track by head-to-tail point constraint, track length and lane change compression ratio, wherein the method comprises the following steps:
Setting a solving target seven-order polynomial coefficient set as follows:
Coeff＝[c0,c1,c2,c3,c4,c5,c6,c7]；
Wherein, c 0,c1,c2,c3,c4,c5,c6,c7 is from low order to high order in turn, and set up the intermediate control point, the distance of the intermediate control point is determined by the track length of changing the way and compression ratio of changing the way, the distance p m = p ratio of the intermediate control point;
The trajectory solving matrix is as follows:
By the method, the pre-lane change path under the lane coordinate system is generated, and the method can realize zero-order, first-order and second-order continuous and rapid and adjustable lane change tracks by adjusting the lane change compression ratio.
Step 103: mapping the pre-exchanged road diameter to a map coordinate system to obtain a target exchanged road diameter; the target lane-change path is used to guide the target vehicle to switch from the current lane to the target lane.
It should be noted that, the map coordinate system is a description of the map information, and the map coordinate system may be, for example, a cartesian coordinate system (CARTESIAN COORDINATES), where the cartesian coordinate system is a plane affine coordinate system formed by two axes intersecting at an origin, and generally, we are familiar with using the map coordinate system to define the position of a spatial point. Therefore, after the pre-change road path is planned in the lane coordinate system, the target change road path can be obtained by mapping the pre-change road path under the map coordinate system, and then the target change road path is used for guiding the target vehicle to switch from the current lane to the target lane.
In a specific implementation, the pre-exchanged road path in the solved lane coordinate system may be mapped to the map coordinate system and dead reckoned (Dead Reckoning, DR reckoned) in real time, and the reckoned result may be issued to the control layer of the target vehicle. The foregoing is merely illustrative, and other manners are possible in actual implementation, and the application is not limited thereto.
In summary, the embodiment of the application provides a road changing path planning method, which is used for generating a pre-road changing path under a lane coordinate system according to road information and running state information of a target vehicle after the road information of the target vehicle in the running 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 traffic tool to change a road. On the one hand, the safe, comfortable and efficient intelligent lane changing under different vehicle speeds, different lane widths and different road curvatures is realized. On the other hand, in the channel changing process, as the channel changing compression ratio is adjustable, compared with the traditional channel changing method, the track urgency is adjustable on the basis of ensuring tangential continuity and curvature continuity, and the personalized channel changing style can be configured; the track change is gentle, and the time-space consistency is good. In addition, the road path changing planning method of the application carries out the pre-road path changing planning based on the lane coordinate system, reduces the complexity of road path changing planning, has high timeliness, small calculation force requirement and strong scene adaptation, and can be widely applied to the auxiliary road path changing planning of the target traffic tool.
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 provided by another embodiment of the present application; as shown in fig. 5, after mapping the pre-exchanged road path to the map coordinate system to obtain the target exchanged road path, the method further includes:
step 501: and acquiring state deviation information of the target vehicle in the running process based on the target lane change path.
After the target lane change path is obtained, in the running process based on the target lane change path, some emergency situations exist in the target vehicle, for example, obstacles (vehicles, pedestrians, objects and the like) appear on the target lane change path, for example, when the current lane information is acquired, deviation exists in the positioning of the specific position of the target vehicle on the current lane (for example, errors exist in the lateral deviation in calculation), for example, instrument errors exist in a sensor and the like when the running state information of the target vehicle is acquired, and the like, and the state deviation possibly occurs in the lane change form process. The state deviation information may be, for example, a speed deviation, a position deviation, etc., which is not limited in the present application, as long as the deviation information can provide an accuracy or safety reference for the lane change of the target vehicle.
Step 502: judging whether the state deviation information meets the preset channel change success condition.
In one possible implementation manner, if the state deviation information is within a certain range, the lane change running process can be considered reasonable, so that further judgment is needed, the state deviation information is judged according to a preset lane change success condition, if the state deviation information meets the preset lane change success condition, the current lane change of the target vehicle can be judged to run normally based on the state deviation information, intervention correction is not needed, and only monitoring judgment is needed to be continued.
Step 503: and if the state deviation information does not meet the lane change success condition, acquiring the road information of the target vehicle in the running process again so as to regenerate the target lane change path.
If the state deviation information does not meet the lane change success condition, the problem that if the target vehicle continues to perform lane change according to the current state, lane change may not be successful or potential safety hazard exists is solved, so that the road information of the target vehicle in the driving process needs to be acquired again, and the target lane change path is regenerated according to the lane change path planning method in the steps.
By judging the driving state information, when the state deviation information does not meet the lane change success condition, the lane change path planning method is re-planned, 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 the road changing path planning method, and fig. 6 is a flowchart of a road changing path planning method provided by another two embodiments of the present application; as shown in fig. 6, the state deviation information includes: speed deviation information; the speed deviation information is the deviation between the second vehicle running speed and the standard running speed in the running state information in the lane change process; judging whether the state deviation information meets a preset channel change success condition or not comprises the following steps:
Step 601: judging whether the speed deviation information is in a preset speed deviation range in the channel change success condition.
As can be seen from the calculation process of generating the target lane-changing path in the above embodiment, the present application greatly relates to the driving speed of the target vehicle, and the minimum speed change may not affect whether the lane-changing is successful or not, but if the difference between the lane-changing driving speed and the speed in the planning is too large, the lane-changing success will be affected, so that it is necessary to determine the deviation between the driving speed of the second vehicle and the standard driving speed, and determine whether the deviation between the driving speed of the second vehicle and the standard driving speed is within the preset speed deviation range in the lane-changing success condition. The standard travel speed may be a travel speed of the target vehicle at the time of the route-changing planning, or may be a standard speed (for example, a speed range centering on the travel speed of the target vehicle at the time of the route-changing planning) set in correspondence with the travel speed of the target vehicle at the time of the route-changing planning, and the present application is not limited to this.
In a specific implementation manner, the speed deviation threshold 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 indicated to be within the preset speed deviation range. The foregoing is merely illustrative, and in practical implementation, there may be other ways of determining the speed deviation information, which is not limited by the present application.
Step 602: if the speed deviation information is not in the preset speed deviation range, determining that the speed deviation information does not meet the channel change success condition.
In a specific implementation, the preset speed deviation threshold spd_thres indicates that the speed deviation information is not within the preset speed deviation range if the absolute value of the deviation of the second vehicle running speed from the standard running speed is greater than spd_thres. The foregoing is merely illustrative, and in practical implementation, there may be other ways of determining the speed deviation information, which is not limited by the present application.
The judgment of abnormal speed state is realized by the method.
Optionally, on the basis of fig. 6, the present application further provides a possible implementation manner of the road changing path planning method, and fig. 7 is a flowchart of a road changing path planning method provided in a further embodiment of the present application; as shown in fig. 7, the state deviation information further includes: position deviation information, which is the position deviation between the position of the target traffic tool and a preset position point in the target lane change path in the lane change process; judging whether the state deviation information meets a preset channel change success condition or not, and further comprising:
Step 701: 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 channel change success condition.
Judging the speed deviation information, if the speed deviation information is in the preset speed deviation range, ensuring the normal speed state of the target vehicle, but not ensuring the success of lane changing, wherein the position deviation information is needed to be further judged because various position deviations still possibly exist in lane changing of the vehicle, namely the position deviation between the position of the target vehicle in the lane changing process and the preset position point in the position of the target lane changing path which is currently supposed to be guided according to the target lane changing path.
The minimum position deviation may not affect the success or failure of the lane change, but if the position deviation between the current position of the lane change running and the preset position point is too large, the lane change success will be affected, so that 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 of the target lane-changing path, or may be a coordinate area centered on the position point, which is not limited in the present application.
In a specific implementation manner, the preset position deviation threshold err_thres indicates that the position deviation information is within the preset position deviation range if the absolute value of the deviation between the position of the target vehicle and the preset position point in the target lane-changing path in the lane-changing process is less than or equal to err_thres. The foregoing is merely illustrative, and in practical implementation, there may be other determination manners for the position deviation information, which is not limited by the present application.
Step 702: if the position deviation information is not in the preset position deviation range, determining that the position deviation information does not meet the channel changing success condition.
In a specific implementation manner, the preset position deviation threshold err_thres indicates that the position deviation information is not in the preset position deviation range if the absolute value of the deviation between the position of the target vehicle and the preset position point in the target lane-changing path in the lane-changing process is greater than err_thres. The foregoing is merely illustrative, and in practical implementation, there may be other ways of determining the speed deviation information, which is not limited by 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 by a fourth embodiment of the present application; as shown in fig. 8, the method includes:
Step 801: and determining the execution proportion of the target lane change path and the historical lane change planning times aiming at the target lane.
When the state deviation information does not meet the channel changing success condition, judging the execution proportion of the target channel changing path, wherein the execution proportion of the target channel changing path represents the ratio between the currently completed target channel changing path and the total path of the target channel changing path, and the higher the execution proportion of the target channel changing path is, the more the currently completed target channel changing path is, and it can be understood that when the execution proportion of the target channel changing path reaches a certain preset proportion, the channel changing can be considered to be completed at the time, so that re-planning is not needed.
When the execution proportion of the target lane change path is smaller than the preset proportion, the historical lane change planning times for the target lane are judged, and it can be understood that the lane change can be completed after a certain number of times of planning under the general lane change condition, but when the multiple times of planning cannot be completed, other unexpected factors can be considered to exist on the current road, or the target traffic tool can have faults and the like, the lane change is difficult to realize by continuing to re-plan, the driving safety is possibly negatively influenced, and therefore the historical lane change planning times for the target lane are needed to be judged.
Step 802: and if the execution proportion is smaller than the preset proportion and the re-planning frequency is smaller than the frequency threshold, re-planning the road changing path.
And if the execution proportion is smaller than the preset proportion and the re-planning frequency is smaller than the frequency threshold, re-planning the road changing path.
If the execution proportion is larger than the preset proportion, the current channel change is considered to be completed, and the channel change path planning is not needed to be carried out again;
If the execution proportion is smaller than the preset proportion but the re-planning frequency is larger than the frequency threshold, the current state is considered to be abnormal, and the road changing path planning cannot be carried out again.
When the lane change path planning is performed again, the current position and the track point in the lane change path of the target lane change planning in the previous period can be matched according to the real-time DR calculation, the track point is set as the starting point constraint of the lane change path of the current planning (i.e., (l 0,dl0,ddl0,dddl0) in the above step), meanwhile, the target end point and the end point constraint are determined according to the execution proportion of the lane change path of the target lane change planning in the previous period, the pre-lane change path under the lane coordinate system is generated again, and fig. 9 is a schematic diagram of the re-planning position of the lane change path according to the embodiment of the application; as shown in fig. 9, the lane change is re-planned at the execution ratio of 50% due to the large speed difference. FIG. 10 is a schematic diagram of a re-planning heading for a lane-change trajectory according to an embodiment of the present application; FIG. 11 is a diagram illustrating a re-planning curvature of a lane-change trajectory according to an embodiment of the present application; as shown in fig. 10 and 11, the transverse deviation, tangential direction and curvature of the re-planned track are continuous, so that the smooth and comfortable track changing process is effectively ensured.
By adopting the method, the track change is continuous and smooth, and the track change is quick and slow and adjustable; the lane change track re-planning mechanism is designed, and the lane change track can still be ensured to be continuous under special scenes (such as larger tracking deviation and the like); ensuring the comfort, smoothness, safety and time consistency of the lane changing function.
The following describes a road changing path planning device, an electronic device, a storage medium and the like, which are provided by the application, and specific implementation processes and technical effects of the road changing path planning device and the electronic device are referred to above, and are not repeated.
The embodiment of the application provides a possible implementation example of a road changing path planning device, which can execute the road changing path planning method provided by the embodiment. Fig. 12 is a schematic diagram of a road changing path planning apparatus according to an embodiment of the application. As shown in fig. 12, the road change path planning apparatus 100 includes: an acquisition module 121, a generation module 123, and a coordinate conversion module 125;
An obtaining module 121, configured to obtain road information of a target vehicle during a driving process, where the road information includes: current lane, target lane, and road attribute;
A generation module 123, configured to generate a pre-lane-change 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-change road path to a map coordinate system to obtain a target change road 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-change path under the lane coordinate system according to the lane-change time, the lane-change area boundary, the first vehicle running speed in the running state information and the lane-change compression ratio.
Optionally, an obtaining module 121 is configured to obtain a heading of the target vehicle;
the generating module 123 is configured to calculate a lane change compression ratio according to the road information, the driving status information, and the heading.
Optionally, the road change path planning device 100 further includes: a judging module;
An obtaining module 121, configured to obtain state deviation information of a target vehicle during a driving process based on a target lane-changing path;
The judging module is used for judging whether the state deviation information meets the preset channel changing success condition; and if the state deviation information does not meet the lane change success condition, acquiring the road information of the target vehicle in the running process again so as to regenerate the target lane change path.
Optionally, the state deviation information includes: speed deviation information; the speed deviation information is the deviation between the second vehicle running speed and the standard running speed in the running state information in the lane change process;
the judging module is used for judging whether the speed deviation information is in a preset speed deviation range in the channel changing success condition or not; if the speed deviation information is not in the preset speed deviation range, determining that the speed deviation information does not meet the channel change success condition.
Optionally, the state deviation information further includes: position deviation information, which is the position deviation between the position of the target traffic tool and a preset position point in the target lane change path in the lane change process;
the judging module is used for judging whether the position deviation information is in the preset position deviation range in the channel changing success condition if the speed deviation information is in the preset speed deviation range; if the position deviation information is not in the preset position deviation range, determining that the position deviation information does not meet the channel changing success condition.
Optionally, the judging module is used for determining the execution proportion of the target lane change path and the historical lane change planning times aiming at the target lane; and if the execution proportion is smaller than the preset proportion and the re-planning frequency is smaller than the frequency threshold, re-planning the road changing path.
The foregoing apparatus is used for executing the method provided in the foregoing embodiment, and its implementation principle and technical effects are similar, and are not described herein again.
The above modules may be one or more integrated circuits configured to implement the above methods, for example: one or more Application SPECIFIC INTEGRATED Circuits (ASIC), or one or more microprocessors (DIGITAL SINGNAL processor, DSP), or one or more field programmable gate arrays (Field Programmable GATE ARRAY, FPGA), etc. For another example, when a module above 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 (Central Processing Unit, CPU) or other processor that may invoke the program code. For another example, the 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 road changing path planning method provided by the embodiment can be executed. Fig. 13 is a schematic diagram of an intelligent driving automobile according to 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 a bus, wherein the road changing path planning device 131 can execute program instructions, and when in operation, the road changing path planning device 131 and the intelligent driving automobile 132 communicate through the bus, and the road changing path planning device 131 executes the program instructions so as to execute the steps of the road changing path planning method. The specific implementation manner and the technical effect are similar, and are not repeated here.
The embodiment of the application provides a possible implementation example of a computer readable storage medium, which can execute the road changing path planning method provided by the embodiment, the storage medium stores a computer program, and the computer program executes the steps of the road changing path planning method when being run by a processor.
A computer program stored on a storage medium may include instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or a processor (english: processor) to perform some of the steps of the methods of the various embodiments of the invention. And the aforementioned storage medium includes: u disk, mobile hard disk, read-only memory (ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disk, etc.
In the several embodiments provided by the present invention, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of elements is merely a logical functional division, and there may be additional divisions of actual implementation, e.g., multiple elements or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in hardware plus software functional units.
The integrated units implemented in the form of software functional units described above may be stored in a computer readable storage medium. The software functional unit is stored in a storage medium, and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or a processor (english: processor) to perform part of the steps of the methods of the embodiments of the invention. And the aforementioned storage medium includes: u disk, mobile hard disk, read-only memory (ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disk, etc.
The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily appreciate variations or alternatives within the scope of the present application. Therefore, the protection scope of the application is subject to the protection scope of the claims.
Claims (9)
1. The road changing path planning method is characterized by comprising the following steps of:
acquiring road information of a target vehicle in a driving process, wherein the road information comprises the following steps: current lane, target lane, and road attribute;
generating a pre-lane change path under a lane coordinate system according to the road information and the running state information of the target vehicle;
Mapping the pre-exchanged road diameter to a map coordinate system to obtain a target exchanged road diameter; the target lane-change path is used for guiding the target vehicle to switch from the current lane to the target lane;
the generating a pre-exchanged road path in a lane coordinate system according to the road information and the running state information of the target vehicle includes:
Calculating the lane change time, the lane change compression ratio and the lane change area boundary according to the road information and the running state information of the target vehicle; the lane change compression ratio is used for representing the degree of urgency of the front and rear half of the lane change path;
and generating the pre-lane-change path under a lane coordinate system according to the lane-change time, the lane-change area boundary, the first vehicle running speed in the running state information and the lane-change compression ratio.
2. The method of claim 1, wherein before calculating a lane-change compression ratio based on the road information and the driving state information of the target vehicle, the method further comprises:
Acquiring the heading of the target vehicle;
the calculating the lane change compression ratio according to the road information and the running 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 heading.
3. The method of claim 1, wherein after mapping the pre-change road path to a map coordinate system to obtain a target change road path, the method further comprises:
Acquiring state deviation information of the target vehicle in the running process based on the target lane change path;
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 lane change success condition, acquiring the road information of the target vehicle in the running process again so as to regenerate the target lane change path.
4. The method of claim 3, wherein the state deviation information comprises: speed deviation information; the speed deviation information is the deviation between the second vehicle running speed and the standard running speed in the running state information in the lane change process;
The judging whether the state deviation information meets the preset channel change success condition comprises the following steps:
judging whether the speed deviation information is in a preset speed deviation range in the channel change success condition or not;
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.
5. The method of claim 4, wherein the state deviation information further comprises: position deviation information, wherein the position deviation information is the position deviation between the position of a target traffic tool and a preset position point in a target lane change path in the lane change process;
The step of judging whether the state deviation information meets a preset channel change success condition, and the step of further comprising:
If the speed deviation information is in the preset speed deviation range, judging whether the position deviation information is in the preset position deviation range in the lane change 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 channel change success condition.
6. A method as claimed in claim 3, wherein the method further comprises:
Determining the execution proportion of the target lane change path and the historical lane change planning times aiming at the target lane;
And if the execution proportion is smaller than the preset proportion and the re-planning frequency is smaller than the frequency threshold, re-planning the road changing path.
7. A lane change path planning apparatus, comprising: the device comprises an acquisition module, a generation module and a coordinate conversion module;
the obtaining module is configured to obtain road information of a target vehicle during a driving process, where the road information includes: current lane, target lane, and road attribute;
The generation 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-exchanged road diameter to a map coordinate system to obtain a target exchanged road diameter; the target lane-change path is used for guiding the target vehicle to switch from the current lane to the target lane;
The generation module is further used for calculating the lane changing time, the lane changing compression ratio and the lane changing area boundary according to the road information and the running state information of the target vehicle; the lane change compression ratio is used for representing the degree of urgency of the front and rear half of the lane change path; and generating the pre-lane-change path under a lane coordinate system according to the lane-change time, the lane-change area boundary, the first vehicle running speed in the running state information and the lane-change compression ratio.
8. An intelligent driving car, comprising: the road change path planning device is used for intelligently driving the automobile and the bus, the road change path planning device stores a road change path planning method, when the intelligent driving automobile runs, the intelligent driving automobile and the road change path planning device are communicated through the bus, and the road change path planning device executes program instructions to execute the steps of the road change path planning method according to any one of claims 1 to 6 when executed.
9. A computer-readable storage medium, characterized in that the storage medium has stored thereon a computer program which, when executed by a processor, performs the steps of the road change path planning method according to any one of claims 1 to 6.
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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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| CN117622147A (en) * | 2023-12-29 | 2024-03-01 | 上海保隆汽车科技股份有限公司 | Intelligent driving lane change track generation method, system, electronic equipment and 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 |
| EP4092386A4 (en) * | 2020-01-17 | 2023-02-01 | Huawei Technologies Co., Ltd. | Path planning method and path planning apparatus |
| 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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