CN114715154A

CN114715154A - Lane-changing driving track planning method, device, equipment and medium

Info

Publication number: CN114715154A
Application number: CN202210386283.2A
Authority: CN
Inventors: 李鹤; 谭明伟; 蔡世民; 陈汉尧; 高如杉; 冷长峰; 徐刚; 韩贤贤
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2022-04-13
Filing date: 2022-04-13
Publication date: 2022-07-08

Abstract

The embodiment of the invention discloses a lane-changing driving track planning method, a lane-changing driving track planning device, lane-changing driving track planning equipment and a lane-changing driving track planning medium, wherein the lane-changing driving track planning method comprises the following steps: determining first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switching lane in preset lane changing time based on the millimeter wave radar signal; planning and solving the motion state planning of the current vehicle based on the first motion state information and the second motion state information to obtain an optimal longitudinal speed sequence of the current vehicle in a preset lane change time; the motion state of the current vehicle is planned and solved based on the optimal longitudinal speed sequence and the preset deviation value of at least one transverse motion state parameter, the optimal lane changing driving track of the current vehicle in the preset lane changing time is obtained, the lane changing path is planned in a transverse and longitudinal combined mode, the solution of a quadratic planning problem can be found in the path planning process all the time, and the stability of the path planning is improved.

Description

Lane-changing driving track planning method, device, equipment and medium

Technical Field

The embodiment of the invention relates to the field of automatic driving, in particular to a lane-changing driving track planning method, device, equipment and medium.

Background

When the automatic driving automobile meets an obstacle on a driving road, the automatic driving automobile may be controlled to change lanes to continue driving so as to avoid collision with the obstacle. The lane change path is then planned before the lane change, so that the autonomous vehicle does not influence the travel of neighboring vehicles during and after the lane change.

In the prior art, a reasonable objective function and constraint conditions are set mostly according to known states of a starting point and a terminal point of a lane changing behavior and driving specifications, a track planning problem is converted into a nonlinear optimization solving problem, and positions, speeds and accelerations of lane changing vehicles at different time points are solved by adopting a sequential quadratic programming algorithm, so that efficient and safe lane changing tracks are planned. However, in the path planning process, the horizontal and longitudinal trajectories are expressed by a time polynomial, and then an optimal polynomial coefficient is solved by a nonlinear planning idea, because the coefficient is limited, a situation without solution is easy to occur, that is, a path planning result cannot be obtained, so that the stability of safe driving is not high.

Disclosure of Invention

The embodiment of the invention provides a lane-changing driving path planning method, a lane-changing driving path planning device, lane-changing driving path planning equipment and a lane-changing driving path planning medium, so that a solution of a quadratic planning problem can be always found in a path planning process, and the stability of path planning is improved.

In a first aspect, an embodiment of the present invention provides a lane-changing driving trajectory planning method, where the method includes:

when a lane change instruction of a current vehicle is monitored, determining first motion state information of the vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of the vehicle adjacent to the current vehicle on a target switch lane at each time sequence point within preset lane change time based on a millimeter wave radar signal;

converting the motion state planning of the current vehicle into a first quadratic planning problem based on the first motion state information, the second motion state information and a preset constraint condition, and solving to obtain an optimal longitudinal speed sequence of the current vehicle in the preset lane changing time;

converting the motion state planning of the current vehicle into a second secondary planning problem based on the optimal longitudinal speed sequence and a preset deviation value of at least one transverse motion state parameter, and solving to obtain an optimal lane changing driving track of the current vehicle in the preset lane changing time;

wherein the motion state information includes position, velocity, acceleration, and jerk information of the vehicle in a longitudinal or lateral direction.

In a second aspect, an embodiment of the present invention further provides a lane-changing driving trajectory planning device, where the device includes:

the vehicle motion state simulation analysis module is used for determining first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switching lane at each time sequence point within preset lane changing time based on a millimeter wave radar signal when a lane changing instruction of the current vehicle is monitored;

a longitudinal speed sequence planning module, configured to convert the motion state planning of the current vehicle into a first quadratic planning problem based on the first motion state information, the second motion state information, and a preset constraint condition, and solve to obtain an optimal longitudinal speed sequence of the current vehicle within the preset lane change time;

the transverse displacement sequence planning module is used for converting the motion state planning of the current vehicle into a second secondary planning problem based on the optimal longitudinal speed sequence and a preset deviation value of at least one transverse motion state parameter, and solving to obtain an optimal lane changing driving track of the current vehicle in the preset lane changing time;

In a third aspect, an embodiment of the present invention further provides a computer device, where the computer device includes:

one or more processors;

a memory for storing one or more programs;

when the one or more programs are executed by the one or more processors, the one or more processors implement a lane-changing trajectory planning method according to any embodiment of the present invention.

In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements a lane-changing driving trajectory planning method according to any embodiment of the present invention.

The embodiment of the invention has the following advantages or beneficial effects:

according to the embodiment of the invention, when a lane change instruction of a current vehicle is monitored, on the basis of millimeter wave radar signal analysis, first motion state information of the vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of the vehicle adjacent to the current vehicle on a target switching lane are determined at each time sequence point within a preset lane change time; then, converting the motion state planning of the current vehicle into a first quadratic planning problem based on the first motion state information, the second motion state information and a preset constraint condition, and solving to obtain an optimal longitudinal speed sequence of the current vehicle in a preset lane changing time; and further, based on the optimal longitudinal speed sequence and a preset deviation value of at least one transverse motion state parameter, converting the motion state planning of the current vehicle into a second secondary planning problem, and solving to obtain the optimal lane changing driving track of the current vehicle in the preset lane changing time. In the path planning process, the preset constraint conditions in the vehicle driving process and the motion state information between the current vehicle and other adjacent vehicles are met, and the space for solving the motion track is increased by setting the difference value of the transverse motion state parameters. The technical scheme of the embodiment solves the problem that the number of coefficients in the existing path planning function is limited, the situation of no solution is easy to occur, namely, the path planning result cannot be obtained, so that the stability of safe driving is not high, the lane change path is planned in a horizontal and vertical combined mode, the solution of the secondary planning problem can be found in the path planning process, and the stability of the path planning is improved.

Drawings

Fig. 1 is a flowchart of a lane-changing driving trajectory planning method according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of a lane-changing driving trajectory planning device according to a second embodiment of the present invention;

fig. 3 is a schematic structural diagram of a computer device according to a third embodiment of the present invention.

Detailed Description

The present invention will be described in further detail with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

Example one

Fig. 1 is a flowchart of a lane-changing driving trajectory planning method according to an embodiment of the present invention, which is applicable to a scene in which a driving process of an auto-driven vehicle is controlled, particularly in a lane-changing situation. The method can be executed by a lane-changing driving path planning device, which can be realized by software and/or hardware and is integrated in computer equipment with an application development function.

As shown in fig. 1, the lane-changing driving trajectory planning method includes the following steps:

s110, when a lane change instruction of the current vehicle is monitored, determining first motion state information of the vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of the vehicle adjacent to the current vehicle on a target switch lane at each time sequence point in preset lane change time based on a millimeter wave radar signal.

The millimeter wave radar is often used in an autonomous vehicle due to the advantages of strong signal penetration, little influence of weather, and the like. The entire vehicle on an autonomous vehicle is typically provided with 5 millimeter wave radars at different body positions, for example, one forward millimeter wave radar and four corner radars. The horizontal visual angle of the angle radar is generally about 120-140 degrees, and vehicles of a target lane to be switched can be accurately perceived. The speed, the acceleration and the relative position of the vehicle in front of and behind the current vehicle on a lane where the current vehicle is located and the current vehicle can be determined based on signals acquired by the millimeter wave radar; the speed, acceleration, and relative position of the vehicle adjacent to the current vehicle on a lane adjacent to the lane in which the current vehicle is located may also be determined.

The command to change lanes is also a command that is issued by the control system of the autonomous vehicle by making a determination based on the millimeter wave radar signal. Specifically, the time required for a collision between the current vehicle and the preceding vehicle or other obstacles on the lane may be calculated according to the speed and relative position information of the current vehicle and the preceding vehicle or other obstacles on the lane, for example, the current collision time may be calculated by a safe time distance model. Generally, in the safety guidelines for autonomous driving, it is indicated that a collision warning signal needs to be issued when the time of collision of the vehicle with an obstacle in front of it is less than 3.5 s. In addition, based on the self-recognition driving vehicle experience statistics, in 95% of cases, the collision time values of lane change of the driver are all less than 2.5s, and the collision time less than 2.5s can be used as the lane change activation condition. That is, when the control system of the autonomous vehicle calculates that the time of collision between the current vehicle and the vehicle in front of the current vehicle or other obstacles is less than or equal to 2.5s according to the millimeter wave radar signal, the control system detects a lane change instruction of the current vehicle and further performs lane change path planning according to the lane change instruction of the current vehicle.

Further, when a lane change instruction of the current vehicle is detected, the motion state information of each vehicle adjacent to the current vehicle on the same lane or a target switching lane is determined based on the millimeter wave radar signal collected at the moment, and the motion state information is used as a data basis for the track planning of lane change. Specifically, when the motion state information of each vehicle is determined, the motion state information of each vehicle at each time sequence point in the preset lane change time is determined according to the relative position and the relative speed information of each vehicle adjacent to the current vehicle, which are acquired by the millimeter wave radar, and the state of each vehicle running at a constant speed. For example, the motion state information of the response, such as position, velocity, acceleration, jerk, etc., is determined according to the product of velocity and time or the derivation of velocity and time. The position, speed, acceleration and jerk in the lane change process in the advancing direction of the current vehicle in the longitudinal area in the driving process can be obtained by overlapping in a discrete time domain of the preset lane change time.

It will be appreciated that the target switch lane is typically the lane adjacent to the lane in which the vehicle is currently located. When the two sides of the current lane where the vehicle is located are both provided with adjacent lanes, one lane can be selected as a target lane to be switched according to the vehicle density, the vehicle distance and the like on the adjacent lanes. When the traffic conditions of the lanes on the two sides of the current lane where the vehicle is located are the same, the right lane can be preferably used as the target lane switching. The first motion state information of the vehicle on the lane where the current vehicle is located and adjacent to the current vehicle comprises motion state information of adjacent vehicles in front of and behind the current vehicle on the lane where the current vehicle is located, and the second motion state information of the vehicle adjacent to the current vehicle on the target switching lane comprises motion state information of adjacent vehicles in front of and behind the current vehicle after the current vehicle is switched to the target switching lane.

And S120, converting the motion state planning of the current vehicle into a first quadratic planning problem based on the first motion state information, the second motion state information and a preset constraint condition, and solving to obtain an optimal longitudinal speed sequence of the current vehicle in the preset lane changing time.

In the trajectory planning stage, the influence on the running state of the target lane-switching vehicle after the lane is changed to the target lane needs to be considered, so that the current vehicle needs to gradually transit through acceleration or deceleration in the lane changing process, and therefore, the planning is divided into longitudinal speed planning and transverse position planning. In this step, a longitudinal speed planning is first performed.

Quadratic programming is a special mathematical programming problem in nonlinear programming, and its general expression can be expressed as:

AX＝b，s.t.X_l≤X≤X_u. Wherein J is the cost function, X is the parameter matrix, which in this embodiment is the parameter matrix of the current vehicle motion state, X^TTransposed matrix of X, H Hessian matrix, F^TRepresenting a Jacobi matrix, X, consisting of gradients_lRepresents the lower limit value of X in the solution process, X_uThe expression represents the upper limit value of X in the solution process. In the present embodiment, X corresponds to a motion state information matrix of the current vehicle, where the motion state information matrix includes motion state information at each time sequence point in the preset lane change time.

The preset constraint condition comprises an upper limit which can be executed by an executing mechanism of the current vehicle, for example, the upper limit of an acceleration value in a short time is a, and an acceleration value larger than a cannot be reached. In addition, the driving track of the current vehicle is in a safe area and does not collide with the adjacent vehicle.

Specifically, the motion state planning of the current vehicle is converted into a first quadratic planning problem based on first motion state information and second motion state information, and an optimal longitudinal speed sequence of the current vehicle in the preset lane change time is obtained through solving, and the process is as follows:

firstly, a first cost function for planning the motion state of the current vehicle is defined as

Where x denotes the current direction of travel of the vehicle, i.e. the longitudinal direction,

indicating that the current vehicle is in the longitudinal direction x_kLongitudinal velocity at position, xv₀Indicating the longitudinal speed of the current vehicle at the time of monitoring the lane change command,

indicating that the current vehicle is in the longitudinal direction x_kThe longitudinal acceleration at the location of the vehicle,

indicating that the current vehicle is in the longitudinal direction x_kLongitudinal jerk at a location, k representing the kth time point in the time series within the preset lane change time ts,

and

the weight coefficients of the longitudinal speed, the longitudinal acceleration and the longitudinal acceleration are respectively.

Then, the first cost function is solved to obtainAnd the optimal longitudinal speed sequence of the current vehicle in the preset lane change time ensures that the third motion state information of the current vehicle meets the preset constraint condition while the first cost function value is minimized, and each time sequence point in the preset lane change time meets the numerical relationship with the first motion state information or the second motion state information. Specifically, when the lane change trajectory of the current vehicle is still in the current lane, at the corresponding time sequence point, each parameter value in the third motion state information is compared with the first motion state information, and the value is smaller than the motion state information of the adjacent vehicle in front of the current vehicle in the first motion state information and larger than the motion state information of the adjacent vehicle behind the current vehicle in the first motion state information. When the lane change track of the current vehicle is the track of the target lane switching, the parameter values in the third motion state information are compared with the second motion state information at corresponding time sequence points, and the motion state information is smaller than or equal to the motion state information of the adjacent vehicle in front of the current vehicle in the second motion state information and larger than or equal to the motion state information of the adjacent vehicle behind the current vehicle in the second motion state information. The longitudinal speed sequence obtained by solving and the corresponding parameter value in the first motion state information or the second motion state information can meet the first preset numerical relation without collision. Specifically, an optimal speed sequence, which is expressed as { v'₁,v′₂,...,v′_ts}。

S130, converting the motion state planning of the current vehicle into a second secondary planning problem based on the optimal longitudinal speed sequence and a preset deviation value of at least one transverse motion state parameter, and solving to obtain the optimal lane changing driving track of the current vehicle in the preset lane changing time.

When planning the lateral position of the lane-change path, a second cost function for planning the motion state of the current vehicle may be defined as

Wherein y represents the line with the current vehicleThe direction perpendicular to the direction of travel, i.e. the transverse direction,

indicating that the current vehicle is in the lateral direction y_kThe lateral velocity at the location of the beam,

indicating that the current vehicle is in the lateral direction y_kThe lateral acceleration at the location of the vehicle,

indicating that the current vehicle is in the lateral direction y_kLateral jerk at a location, k representing a kth time point in a time series within a preset lane change time ts,

and

the weight coefficients of the lateral velocity, the lateral acceleration and the lateral jerk are respectively.

Further, the second cost function is solved, the third motion state information of the current vehicle meets the preset constraint condition while the second cost function value is minimum, and the numerical relation between the upper limit value of the preset motion state information and the lower limit value of the preset motion state information is met at each time sequence point in the preset lane changing time, so that the optimal longitudinal displacement sequence of the current vehicle in the preset lane changing time is obtained.

In the stage of planning the transverse position, the upper limit value of the preset motion state information and the lower limit value of the preset motion state information are determined by considering the preset condition constraint condition and factors such as transverse position deviation, road adhesion (road friction force) and lateral acceleration of the switched target lane. The vehicle is turned over when the lateral acceleration is too large, the upper limit value of the lateral acceleration of the current vehicle is limited to the minimum value between the acceleration value determined based on the optimal longitudinal speed sequence and the acceleration value determined based on the preset road attachment parameters,can be expressed by the formula:

wherein, the first and the second end of the pipe are connected with each other,

in order to be the lateral acceleration,

in the case of a longitudinal speed, the speed,

is the lateral velocity, R is the turning radius, mu is the ground friction, g is the gravitational acceleration,

is the longitudinal acceleration. It will be appreciated that a vehicle adjacent to the current vehicle, without the need to change lanes, in one directional form, may be considered to have zero lateral acceleration.

In addition, in order to increase the solution range, when the upper limit value and the lower limit value of the motion state parameter in the third motion state information are set, a preset deviation value is set for at least one transverse motion state parameter. And enabling the third state information of the current vehicle to meet the numerical relationship of the first motion state information with at least one transverse motion state parameter provided with a preset deviation value or the second motion state information with at least one transverse motion state parameter provided with a preset deviation value. For example, a deviation value can be set for the motion state parameter of the lateral position, and the starting point and the ending point of a normal lane change path are set at the middle position of the road, but during actual driving, a certain position deviation can be present to avoid collision with a front obstacle and safely change lanes. In the process of solving the second cost function, the transverse position of each time sequence point of the current vehicle in the preset lane change time and the corresponding transverse position value in the first motion state information or the second motion state information meet a second preset non-collision numerical relationship within the numerical range of increasing the preset transverse distance deviation value. It is understood that information such as the width of the road may be acquired by a sensor such as a camera of the autonomous vehicle. In addition, a deviation value can be set for the motion state parameter of the transverse speed, and in the process of solving the second cost function, the transverse speed of the current vehicle at each time sequence point in the preset lane changing time and the corresponding transverse speed value in the first motion state information or the second motion state information meet a third preset non-collision numerical relationship in a numerical range of increasing the preset transverse speed deviation value.

In the process of solving the second cost function, the position information in the third motion state information of the current vehicle obtained by solving based on each constraint condition can be determined as the optimal lane-changing path planning result of the current vehicle.

According to the technical scheme of the embodiment, when a lane change instruction of a current vehicle is monitored, first motion state information of the vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of the vehicle adjacent to the current vehicle on a target switching lane are determined on the basis of millimeter wave radar signal analysis at each time sequence point within preset lane change time; then, converting the motion state planning of the current vehicle into a first quadratic planning problem based on the first motion state information, the second motion state information and a preset constraint condition, and solving to obtain an optimal longitudinal speed sequence of the current vehicle in a preset lane changing time; and further, based on the optimal longitudinal speed sequence and a preset deviation value of at least one transverse motion state parameter, converting the motion state planning of the current vehicle into a second secondary planning problem, and solving to obtain the optimal lane changing driving track of the current vehicle in the preset lane changing time. In the path planning process, the preset constraint conditions in the vehicle driving process and the motion state information between the current vehicle and other adjacent vehicles are met, and the space for solving the motion track is increased by setting the difference value of the transverse motion state parameters. The technical scheme of the embodiment solves the problem that the number of coefficients in the existing path planning function is limited, the situation of no solution is easy to occur, namely, the path planning result cannot be obtained, so that the stability of safe driving is not high, the lane change path is planned in a horizontal and vertical combined mode, the solution of the secondary planning problem can be found in the path planning process, and the stability of the path planning is improved.

Example two

Fig. 2 is a schematic structural diagram of a lane-changing driving trajectory planning device according to a second embodiment of the present invention, where the second embodiment is applicable to a scenario in which a driving process of an autonomous vehicle is controlled, and the device may be implemented in a software and/or hardware manner and integrated in a computer device having an application development function.

As shown in fig. 2, the lane-changing trajectory planning device includes: a vehicle motion state simulation analysis module 210, a longitudinal velocity sequence planning module 220, and a lateral displacement sequence planning module 230.

The vehicle motion state simulation analysis module 210 is configured to, when a lane change instruction of a current vehicle is monitored, determine, based on a millimeter wave radar signal, first motion state information of a vehicle on a lane where the current vehicle is located and adjacent to the current vehicle at each time sequence point within a preset lane change time, and second motion state information of a vehicle adjacent to the current vehicle on a target switch lane; a longitudinal speed sequence planning module 220, configured to convert the motion state planning of the current vehicle into a first quadratic planning problem based on the first motion state information, the second motion state information, and a preset constraint condition, and solve to obtain an optimal longitudinal speed sequence of the current vehicle within the preset lane change time; a transverse displacement sequence planning module 230, configured to transform the motion state planning of the current vehicle into a second quadratic planning problem based on the optimal longitudinal velocity sequence and a preset deviation value of at least one transverse motion state parameter, and solve to obtain an optimal lane changing trajectory of the current vehicle within the preset lane changing time; wherein the motion state information includes position, velocity, acceleration, and jerk information of the vehicle in a longitudinal or lateral direction.

In an alternative embodiment, the longitudinal speed sequence planning module 220 is specifically configured to:

defining a first cost function of the motion state plan of the current vehicle as

Wherein x represents the direction of travel of the current vehicle, i.e. the longitudinal direction,

indicating that the current vehicle is in the longitudinal direction x_kLongitudinal velocity at position, xv₀Indicating that the current vehicle is monitoring the lane change instructionThe speed of the machine direction is controlled by the speed of the machine,

indicating that the current vehicle is in the longitudinal direction x_kLongitudinal jerk at a location, k representing a kth time point in a time series within the preset lane change time ts,

and

weighting coefficients of the longitudinal velocity, the longitudinal acceleration and the longitudinal jerk respectively;

and solving based on the first cost function to obtain an optimal longitudinal speed sequence of the current vehicle in the preset lane changing time, so that the third motion state information of the current vehicle meets the preset constraint condition and simultaneously each time sequence point in the preset lane changing time meets the numerical relationship with the first motion state information or the second motion state information.

In an alternative embodiment, the longitudinal velocity sequence planner module 220 is further configured to:

and enabling the parameter values in the third motion state information at each time sequence point in the preset lane changing time to meet a first preset non-collision numerical value relationship with the corresponding parameter values in the first motion state information or the second motion state information.

In an alternative embodiment, the transverse displacement sequence planning module 230 is specifically configured to:

defining a second cost function of the motion state plan of the current vehicle as

Wherein the content of the first and second substances,y represents a direction perpendicular to the traveling direction of the present vehicle, i.e., a lateral direction,

indicating that the current vehicle is in the lateral direction y_kThe lateral velocity at the location of the position,

indicating that the current vehicle is in the lateral direction y_kLateral jerk at a location, k representing a kth time point in a time series within the preset lane change time ts,

and

the weight coefficients of the transverse speed, the transverse acceleration and the transverse jerk are respectively;

and solving based on the second cost function to obtain an optimal longitudinal displacement sequence of the current vehicle in the preset lane change time, so that the transverse acceleration of each time sequence point of the current vehicle in the preset lane change time is smaller than or equal to the minimum value between the acceleration value determined based on the optimal longitudinal speed sequence and the acceleration value determined based on the preset road attachment parameter, and the third state information of the current vehicle meets the numerical relationship of the first motion state information with at least one transverse motion state parameter provided with the preset deviation value or the second motion state information with at least one transverse motion state parameter provided with the preset deviation value.

In an alternative embodiment, the lateral shift sequence planning module 230 is further configured to:

and enabling the transverse position of each time sequence point of the current vehicle in the preset lane changing time and the corresponding transverse position value in the first motion state information or the second motion state information to meet a second preset numerical relationship without collision within a numerical range of increasing a preset transverse distance deviation value.

In an alternative embodiment, the transverse displacement sequence planning module 230 is further configured to:

and enabling the transverse speed of each time sequence point of the current vehicle in the preset lane changing time and the corresponding transverse speed value in the first motion state information or the second motion state information to meet a third preset numerical relation of no collision within a numerical range of increasing a preset transverse speed deviation value.

In an alternative embodiment, the vehicle motion state simulation analysis module 210 is specifically configured to:

and determining the motion state information of each vehicle at each time sequence point in the preset lane changing time according to the relative position and the relative speed information of each vehicle adjacent to the current vehicle, which are acquired by the millimeter wave radar, and the state of each vehicle running at a constant speed.

The lane-changing driving path planning device provided by the embodiment of the invention can execute the lane-changing driving path planning method provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.

EXAMPLE III

Fig. 3 is a schematic structural diagram of a computer device according to a third embodiment of the present invention. FIG. 3 illustrates a block diagram of an exemplary computer device 12 suitable for use in implementing embodiments of the present invention. The computer device 12 shown in FIG. 3 is only an example and should not impose any limitation on the scope of use or functionality of embodiments of the present invention. The computer device 12 may be any terminal device having computing capabilities.

As shown in FIG. 3, computer device 12 is in the form of a general purpose computing device. The components of computer device 12 may include, but are not limited to: one or more processors or processing units 16, a system memory 28, and a bus 18 that couples various system components including the system memory 28 and the processing unit 16.

Bus 18 represents one or more of any of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, and a processor or local bus using any of a variety of bus architectures. By way of example, such architectures include, but are not limited to, Industry Standard Architecture (ISA) bus, micro-channel architecture (MAC) bus, enhanced ISA bus, Video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnect (PCI) bus.

Computer device 12 typically includes a variety of computer system readable media. Such media may be any available media that is accessible by computer device 12 and includes both volatile and nonvolatile media, removable and non-removable media.

The system memory 28 may include computer system readable media in the form of volatile memory, such as Random Access Memory (RAM)30 and/or cache memory 32. The computer device 12 may further include other removable/non-removable, volatile/nonvolatile computer system storage media. By way of example only, storage system 34 may be used to read from and write to non-removable, nonvolatile magnetic media (not shown in FIG. 3, and commonly referred to as a "hard drive"). Although not shown in FIG. 3, a magnetic disk drive for reading from and writing to a removable, nonvolatile magnetic disk (e.g., a "floppy disk") and an optical disk drive for reading from or writing to a removable, nonvolatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 18 by one or more data media interfaces. System memory 28 may include at least one program product having a set (e.g., at least one) of program modules that are configured to carry out the functions of embodiments of the invention.

A program/utility 40 having a set (at least one) of program modules 42 may be stored, for example, in system memory 28, such program modules 42 including but not limited to an operating system, one or more application programs, other program modules, and program data, each of which or some combination of which may comprise an implementation of a network environment. Program modules 42 generally carry out the functions and/or methodologies of the described embodiments of the invention.

Computer device 12 may also communicate with one or more external devices 14 (e.g., keyboard, pointing device, display 24, etc.), with one or more devices that enable a user to interact with computer device 12, and/or with any devices (e.g., network card, modem, etc.) that enable computer device 12 to communicate with one or more other computing devices. Such communication may be through an input/output (I/O) interface 22. Also, computer device 12 may communicate with one or more networks (e.g., a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network such as the Internet) via network adapter 20. As shown, network adapter 20 communicates with the other modules of computer device 12 via bus 18. It should be understood that although not shown in FIG. 3, other hardware and/or software modules may be used in conjunction with computer device 12, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, among others.

The processing unit 16 executes various functional applications and data processing by running a program stored in the system memory 28, for example, to implement the lane-changing driving trajectory planning method provided by the embodiment of the present invention, the method includes:

when a lane change instruction of a current vehicle is monitored, determining first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switch lane at each time sequence point in a preset lane change time based on a millimeter wave radar signal;

Example four

A fourth embodiment provides a computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements a lane-changing driving trajectory planning method according to any embodiment of the present invention, including:

Computer storage media for embodiments of the invention may employ any combination of one or more computer-readable media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer-readable storage medium may be, for example but not limited to: an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, fiber optic cable, RF, etc., or any suitable combination of the foregoing.

Computer program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).

It will be understood by those skilled in the art that the modules or steps of the invention described above may be implemented by a general purpose computing device, they may be centralized on a single computing device or distributed across a network of computing devices, and optionally they may be implemented by program code executable by a computing device, such that it may be stored in a memory device and executed by a computing device, or it may be separately fabricated into various integrated circuit modules, or it may be fabricated by fabricating a plurality of modules or steps thereof into a single integrated circuit module. Thus, the present invention is not limited to any specific combination of hardware and software.

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A lane-changing driving trajectory planning method is characterized by comprising the following steps:

2. The method according to claim 1, wherein the converting the motion state planning of the current vehicle into a first quadratic planning problem based on the first motion state information, the second motion state information and a preset constraint condition, and solving to obtain an optimal longitudinal speed sequence of the current vehicle within the preset lane change time comprises:

indicating that the current vehicle is in the longitudinal direction x_kLongitudinal velocity at position, xv₀Indicating a longitudinal speed of the current vehicle at the time the lane change instruction is monitored,

is shown inSaid current vehicle being in longitudinal direction x_kThe longitudinal acceleration at the location of the vehicle,

and

3. The method according to claim 2, wherein the causing of the third moving state information of the current vehicle to satisfy a numerical relationship with the first moving state information or the second moving state information at each time-series point within the preset lane change time includes:

and enabling parameter values in the third motion state information at each time sequence point in the preset lane changing time to meet a first preset non-collision numerical value relationship with corresponding parameter values in the first motion state information or the second motion state information.

4. The method of claim 1, wherein the converting the motion state planning of the current vehicle into a second quadratic planning problem based on the optimal longitudinal velocity sequence and a preset deviation value of at least one lateral motion state parameter, and solving to obtain an optimal lane change trajectory of the current vehicle within the preset lane change time comprises:

Wherein y represents a direction perpendicular to the traveling direction of the current vehicle, i.e., a lateral direction,

and

5. The method of claim 4, wherein said causing the third state information of the current vehicle to satisfy a numerical relationship with the first moving state information with the at least one laterally moving state parameter set with the predetermined offset value or the second moving state information with the at least one laterally moving state parameter set with the predetermined offset value comprises:

6. The method of claim 4, wherein said causing the third state information of the current vehicle to satisfy a numerical relationship with the first moving state information with the at least one laterally moving state parameter set with the predetermined offset value or the second moving state information with the at least one laterally moving state parameter set with the predetermined offset value further comprises:

7. The method according to claim 1, wherein the determining, based on the millimeter wave radar signal, first moving state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second moving state information of a vehicle adjacent to the current vehicle on a target switching lane at each time-series point within a preset lane change time includes:

8. A lane-changing driving trajectory planning device, characterized in that the device comprises:

9. A computer device, characterized in that the computer device comprises:

one or more processors;

a memory for storing one or more programs;

when executed by the one or more processors, cause the one or more processors to implement the lane-change trajectory planning method of any of claims 1-7.

10. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out a lane-change trajectory planning method according to any one of claims 1 to 7.