CN116520839A

CN116520839A - Vehicle track planning method, device, equipment and medium

Info

Publication number: CN116520839A
Application number: CN202310484626.3A
Authority: CN
Inventors: 李萌; 姜山; 林犀; 郭娅明
Original assignee: Tsinghua University
Current assignee: Tsinghua University
Priority date: 2023-04-28
Filing date: 2023-04-28
Publication date: 2023-08-01

Abstract

The invention discloses a vehicle track planning method, device, equipment and medium. The method comprises the following steps: after a vehicle to be controlled enters a target road network, acquiring vehicle running information of the vehicle to be controlled, and a speed track set, a conflict relation set and a current occupied track set which are preset relative to the target road network, wherein the target road network is a road network formed on the basis of a mixed running scene of an automatic driving vehicle and a manual driving vehicle; and determining the motion trail of the vehicle to be controlled according to the vehicle running information, the speed trail set, the conflict relation set and the current occupied trail set. And planning an optimal path scheme and a corresponding control command set through a preset speed track set, a conflict relation set and a current occupied track set. The off-line preparation and on-line selection mode reduces the pressure of real-time calculation, ensures that the selected track is completely collision-free in the vehicle mixed running scene, and improves the running efficiency of the traffic system and the driving experience of a driver.

Description

Vehicle track planning method, device, equipment and medium

Technical Field

The present invention relates to the technical field of internet protocol vehicles, and in particular, to a vehicle track planning method, apparatus, device and medium.

Background

In the process of transporting goods, the goods are required to be classified and picked up for further transportation or distribution, and in the process, special vehicles are required to transport the goods from large transportation vehicles such as airplanes, ships and the like to a transportation center. For a vehicle for goods transportation on a road network, if no accurate and careful track planning exists, the vehicle can face more times of parking and waiting in the driving process, so that the operation efficiency and the driving experience of a driver are reduced.

In the prior art, a network-connected driving technology is generally adopted, information transmission is carried out through vehicle-to-vehicle communication (V2V) and vehicle-infrastructure communication (V2I), the vehicle can send information such as own position, speed and the like to a dispatching center (cloud platform), and the dispatching center can also send commands such as speed advice, lane change instructions and the like to the vehicle to accurately control the automatic driving vehicle.

But the network connection driving technology is usually used in a scene where only the automatic driving vehicle runs, the situation that the automatic driving vehicle and the manual driving vehicle are mixed is not considered, the planned vehicle track in the complex scene of the mixed driving of the vehicles cannot be ensured to be free from conflict, and the mode of determining the vehicle track planning scheme through the network connection technology also increases the pressure of real-time calculation.

Disclosure of Invention

The invention provides a vehicle track planning method, device, equipment and medium, which are used for controlling vehicles in a mixed running scene of automatic driving vehicles and manual driving vehicles.

According to a first aspect of the present invention, there is provided a vehicle track planning method comprising:

when a vehicle to be controlled enters a target road network, acquiring vehicle running information of the vehicle to be controlled, and a speed track set, a conflict relation set and a current occupied track set which are preset relative to the target road network, wherein the target road network is a road network formed by mixing running scenes based on automatic driving vehicles and manual driving vehicles;

and determining the motion trail of the vehicle to be controlled according to the vehicle running information, the speed trail set, the conflict relation set and the current occupied trail set, and controlling the vehicle to be controlled according to the control command set.

According to a second aspect of the present invention, there is provided a vehicle track planning apparatus comprising:

the information acquisition module is used for acquiring vehicle running information of the vehicle to be controlled, a speed track set, a conflict relation set and a current occupied track set which are preset relative to the target road network after the vehicle to be controlled enters the target road network, wherein the target road network is a road network formed on the basis of a mixed running scene of an automatic driving vehicle and a manual driving vehicle;

And the track determining module is used for determining the movement track of the vehicle to be controlled according to the vehicle running information, the speed track set, the conflict relation set and the current occupied track set.

According to a third aspect of the present invention, there is provided an electronic device comprising:

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein,,

the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the vehicle trajectory planning method according to any one of the embodiments of the present invention.

According to a fourth aspect of the present invention, there is provided a computer readable storage medium storing computer instructions for causing a processor to execute a vehicle track planning method according to any one of the embodiments of the present invention.

According to the technical scheme, after a vehicle to be controlled enters a target road network, vehicle running information of the vehicle to be controlled, a speed track set, a conflict relation set and a current occupied track set which are preset relative to the target road network are obtained, wherein the target road network is a road network formed by mixing running scenes based on automatic driving vehicles and manual driving vehicles; and determining the motion trail of the vehicle to be controlled according to the vehicle running information, the speed trail set, the conflict relation set and the current occupied trail set. And planning an optimal path scheme and a corresponding control command set through a preset speed track set, a conflict relation set and a current occupied track set. The off-line preparation and on-line selection mode reduces the pressure of real-time calculation, ensures that the selected track is completely collision-free in the vehicle mixed running scene, and improves the running efficiency of the traffic system and the driving experience of a driver.

It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other 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 vehicle trajectory planning method according to a first embodiment of the present invention;

fig. 2 is a flowchart of a vehicle track planning method according to a second embodiment of the present invention;

fig. 3 is a diagram illustrating an example of track adjustment in a vehicle track planning method according to a second embodiment of the present invention;

fig. 4 is a diagram illustrating an example of track adjustment in a vehicle track planning method according to a second embodiment of the present invention;

fig. 5 is a diagram illustrating an example of track adjustment in a vehicle track planning method according to a second embodiment of the present invention;

Fig. 6 is a diagram illustrating an example of track adjustment in a vehicle track planning method according to a second embodiment of the present invention;

fig. 7 is a schematic structural diagram of a vehicle track planning apparatus according to a third embodiment of the present invention;

fig. 8 is a schematic structural diagram of an electronic device implementing an embodiment of the present invention.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Example 1

Fig. 1 is a flowchart of a vehicle track planning method according to an embodiment of the present invention, where the method may be applied to a vehicle control situation when an automatic driving vehicle and a manual driving vehicle are mixed on a road network, and the method may be performed by a vehicle track planning device, where the vehicle track planning device may be implemented in a hardware and/or software form, and the vehicle track planning device may be configured in an electronic device. As shown in fig. 1, the method includes:

s110, after the vehicle to be controlled enters a target road network, vehicle running information of the vehicle to be controlled, a speed track set, a conflict relation set and a current occupied track set which are preset relative to the target road network are obtained, wherein the target road network is a road network formed on the basis of a mixed running scene of an automatic driving vehicle and a manual driving vehicle.

In this embodiment, the vehicle to be controlled may be understood as an automatically driven vehicle or a manually driven vehicle that enters the target road network. The vehicle travel information may be understood as travel information when the vehicle enters the road network, such as path start-stop point information, vehicle type information, vehicle entry time information, and the like. A set of velocity trajectories may be understood as a set of predefined paths for determining the feasible paths. A set of conflicting relationships may be understood as a combination of predefined relationships for determining whether a path is likely to have a vehicle in conflict. The current occupied track set can be understood as a set of tracks occupied by other vehicles in the target road network at the current moment.

Specifically, the processor may receive vehicle travel information uploaded by all vehicles in the target road network in real time. After the vehicle to be controlled enters the target road network, the processor can acquire vehicle running information of the vehicle to be controlled, a speed track set and a conflict relation set which are stored at corresponding cloud positions, and a current occupied track set in the target road network is determined according to running tracks distributed by the processor for other vehicles in the target road network.

S120, determining the motion trail of the vehicle to be controlled according to the vehicle running information, the speed trail set, the conflict relation set and the current occupied trail set.

In the present embodiment, the control command set may be understood as a control command of a speed or acceleration at different periods.

Specifically, the processor may plan a travel path for the vehicle to be controlled according to the vehicle travel information, and because a plurality of lanes may be included in one travel path, the processor may traverse all lanes in the travel path, select available path information in the speed track set according to the vehicle type and lane ID of the vehicle to be controlled, select path information that does not belong to the current occupied track set in the available path information, select, according to the period relative time, path information that has the departure time closest to the departure time of the vehicle to be controlled and is required to be the shortest overall time in the determined path information, obtain a start time, a stop time, a cruise speed, a cruise time length, and a turn time length in the path information, determine control commands of speeds or accelerations in different periods according to the cruise speed, and use the control command set as the control command set, so that the vehicle to be controlled may travel according to the corresponding speeds or accelerations in the control command set.

Example two

Fig. 2 is a flowchart of a vehicle track planning method according to a second embodiment of the present invention, where the present embodiment is further refined based on the foregoing embodiment. As shown in fig. 2, the method includes:

And S210, after the vehicle to be controlled enters the target road network, acquiring vehicle running information of the vehicle to be controlled, a speed track set corresponding to the target road network, a conflict relation set and a current occupied track set.

S220, extracting path starting and ending point information, vehicle type information and vehicle entering time information in the vehicle running information.

In this embodiment, the route start-stop point information may be understood as information in which the current position of the vehicle to be controlled is taken as a start point and the position to be reached is taken as an important point, where the start point may be generated by positioning the vehicle, and the route end point may be generated by driver input or preset, etc. The vehicle type information is understood to be information for determining the performance and appearance of the vehicle, and may include, for example, information such as vehicle width, length, maximum speed, maximum acceleration, sudden braking deceleration, and inter-vehicle distance.

Specifically, since the identifiers of different information in the vehicle running information are different, the processor may extract the trip start-stop point information, the vehicle type information, and the vehicle entry time information included in the vehicle running information according to the identifiers.

S230, determining intermediate path information of the vehicle to be controlled according to the path starting and ending point information.

In the present embodiment, the intermediate path information may be understood as information of a planned path and a lane included in the path.

Specifically, all starting points and ending points of the target road network can be preset, the processor can acquire paths under different combinations of all starting points and ending points, for example, all path sets in the target road network are determined by means of Dijkstra algorithm and the like, and intermediate path information conforming to the information of the starting points and the ending points of the paths is selected from the path sets.

S240, determining candidate path information from a preset speed track set based on the vehicle type information and the lane ID information included in the intermediate path information.

In the present embodiment, the lane ID information may be understood as information for identifying each lane for distinguishing lanes. The candidate route information is understood to be information such as a route, time, and speed that can be traveled.

Specifically, the processor may traverse the lane ID information included in the intermediate path information, and substitute the vehicle type information and the lane ID information into the speed track set, thereby screening candidate path information from the speed track set.

S250, determining target track information meeting time conditions according to the current occupied track set and the candidate path information.

In the present embodiment, the time condition may be understood as a condition for screening out the best path information. The target trajectory information may be understood as the selected optimal path and control speed, which may include start time, arrival time, cruise speed, cruise time length, turn time length, etc.

Specifically, the processor may screen the unoccupied path information from the candidate path information according to the occupied paths in the current occupied path set, screen the path with the departure time closest to the determined period relative time and the travel time shortest according to the period relative time and the travel time included in each unoccupied path information, and use the path information as the target path information under the current period meeting the time condition.

And S260, determining the motion trail of the vehicle to be controlled according to the target trail information and the conflict relation set.

Specifically, the processor may acquire the travel time corresponding to the path, including information such as start time, arrival time, cruising speed, cruising time length, turning time length, and the like, in the target track information, convert the target track information into a speed command or an acceleration command according to the cruising speed, that is, a control command set of the vehicle to be controlled, determine a collision path corresponding to the path of the target track information based on the collision relation set, and update the collision path and the path of the target track information to the current track occupation set.

On the basis of the above embodiment, the step of determining the control command set of the vehicle to be controlled according to the target track information and the conflict relation set may be further optimized as follows:

a1, extracting initial cruising speed and initial acceleration from target track information.

In the present embodiment, the initial cruise speed may be understood as a cruise speed determined without considering the actual situation. The initial acceleration is understood to be the acceleration determined without taking into account the actual situation.

Specifically, since the identifiers of different types of information in the target track information are different, the processor may extract the initial cruising speed and the initial acceleration in the target track information according to the identifiers.

b1, determining conflict track information associated with the target track information in a preset conflict relation set.

In the present embodiment, the conflicting track information may be understood as track information that conflicts with the target track information.

Specifically, the processor may determine the conflict track information associated with the target track information in a correspondence table included in the preset conflict relation set.

For example, if the target track information is path 1, the corresponding relationship table included in the preset conflict relationship set conflicts with path 1 to form path 4 and path 7, and then path 4 and path 7 are taken as conflict track information.

And c1, updating the current occupied track set based on the conflict track in the conflict track information and the target path in the target track information.

Specifically, the processor may update the current occupied track set based on the collision track in the collision track information and the target path in the target track information.

d1, determining target acceleration and control time information meeting the track time condition according to the information of the start and stop points of the path, the initial cruising speed and the initial acceleration.

It should be noted that, when the target track information is determined through the above steps, if there is no suitable track at the current time, the track is searched backward, so the departure time of the vehicle is necessarily earlier than or equal to the actual start time of the target track information, and therefore, only the situation of "early departure" needs to be considered when track adjustment is performed.

In the present embodiment, the target acceleration may be understood as acceleration after the optimization error. The control time information can be understood as an optimized control time. Track time conditions may be understood as the length of time for each stage included in the target track information.

Specifically, the processor may determine a time difference between the start time and the start time according to the start-stop point information of the path and the start time in the target track information, adjust the initial cruising speed or the initial acceleration according to the time difference to obtain an adjusted target cruising speed or target acceleration, and determine the target acceleration only by performing simple algebraic operation on the target cruising speed to obtain the target acceleration and the control time information meeting the track time condition, that is, ensure that the actual running time length is the same as the time length included in the target track information through the target acceleration.

Fig. 3 is an exemplary diagram of track adjustment in a vehicle track planning method according to a second embodiment of the present invention, where fig. 3 refers to a track corresponding to a start point of a path (i.e., an initial speed is 0), and a specific adjustment method is as follows: for the track corresponding to the starting point of the path (namely, the initial speed is 0), the track adjustment does not involve speed adjustment, the acceleration adjustment is carried out, and the adjusted target acceleration is as follows:

wherein a is ₁ For target acceleration, v _c A is the initial cruising speed _m For maximum acceleration, deltat is the time offset, t ₁ To get time, t _c Is the period versus time.

Fig. 4 is a diagram illustrating track adjustment in a vehicle track planning method according to a second embodiment of the present invention, fig. 5 is a diagram illustrating track adjustment in a vehicle track planning method according to a second embodiment of the present invention, and fig. 6 is a diagram illustrating track adjustment in a vehicle track planning method according to a second embodiment of the present invention, where all track adjustment is covered in combination with fig. 3. The cases corresponding to fig. 4-6 are all tracks corresponding to non-path start points (i.e., initial speeds other than 0). As can be seen from the figure, the speed trajectory of each lane actually involves two accelerations/decelerations, and the adjustment involved in the second acceleration/deceleration is similar to that of fig. 3, so that the description thereof will not be repeated here, and only the adjustment manner involved in the first acceleration/deceleration will be considered.

The idea of the adjustment is to ensure that the distance travelled is unchanged when the vehicle executes the target track information in advance, i.e. the left shadow area (the distance travelled by "more" in advance starting) and the right shadow area (the distance travelled by "less") in fig. 3-6 are equal. In the case shown in fig. 3, the target can be reached by decreasing the acceleration; in the case of fig. 4-6, the adjustment of acceleration does not achieve the goal of consistent range, and therefore the initial cruise speed needs to be adjusted. The specific adjustment method is as follows:

for a track corresponding to a non-path start point (i.e., an initial speed other than 0), a speed adjustment Δv is required, and three cases are involved.

When v _c ≤v _t In which v is _t Indicating a preset turning speed. According to whether the deceleration can be completed within the Δt time, two cases are classified.

A when deceleration cannot be completed according to the maximum acceleration within the Δt time ₁ ＝-a _m The speed is adjusted as follows:

wherein v is _m Representing the maximum speed of the vehicle.

A when deceleration can be completed according to the maximum acceleration in the delta t time ₁ ＝-a _m The speed is adjusted as follows:

when v _c >v _t In the case of setting the difference between the transfer speed and the maximum speed to be smaller, the acceleration is completed only in the delta t time ₁ ＝a _m The speed is adjusted as follows:

where x represents the cruise time length.

And e1, taking the target acceleration and the control time information as a control command set of the vehicle to be controlled.

Specifically, the processor may use the target acceleration and the control time information as a set of control commands for the vehicle to be controlled.

S270, controlling the vehicle to be controlled according to the control command set.

Specifically, the processor may issue the control command set to the vehicle to be controlled, so as to control the vehicle to be controlled according to the control command set.

It should be noted that, in real-time operation, the speed track given to the vehicle road cannot be performed well in these cases due to the influence of factors such as a longer response time of the driver, a communication delay, and a communication packet loss, which are called "execution errors". In the face of the execution error, safety redundancy among vehicles can be increased by selecting a longer safety vehicle distance Deltal in design, collision among vehicles is avoided, and vehicles can be prevented from running away from a preset speed track by setting a longer yellow light time to stop in front of a red light at an intersection. In addition to the above "passive" measures, we can perform active robust control after an execution error occurs, so that the vehicle returns to the preset speed trajectory.

Robust control is divided into two layers:

monitoring the position of the vehicle in real time and comparing it with the preset speed track if the error is greater than the preset value _e (m) commanding the vehicle to accelerate/decelerate to return to the preset trajectory under the safety precondition (without colliding with other vehicles); the algorithm used for adjustment is simply changed by using the cases described in fig. 4 to 6, and thus will not be described again.

After the vehicle enters a new lane, judging whether the entering moment has deviation from the preset entering moment, and if the deviation is larger than the command time, re-arranging the speed track of the vehicle on the lane according to the steps.

According to the vehicle track planning method provided by the second embodiment, a preset speed track set and a conflict relation set are formed by calculating a large number of available speed tracks and conflict relations among tracks in an off-line manner, and when the vehicle to be controlled can be provided with available and reasonable speed track planning in negligible calculation time only through simple screening and sorting in real-time control, and the speed is converted into a control command set; when errors occur in execution, a simple track adjustment strategy and a robust control mechanism can prevent a vehicle in the system from being in a chaotic state due to disordered planning. Compared with the traditional control method, the method can greatly reduce the parking times and waiting time of the vehicle, and improves the running efficiency of the traffic system and the driving experience of a driver. The preset trajectory control is simple and easy to perform on the commands of the vehicle, and applies the acceleration/deceleration commands only twice on each lane, so that the control is easy to be performed even for a human driver, and can be suitable for the mixed driving scenes of automatic driving and manual driving. The off-line-on-line combined determination mode reduces the pressure of real-time calculation, ensures that the selected track is completely collision-free in the vehicle mixed running scene, and improves the running efficiency of the traffic system and the driving experience of a driver.

As a first alternative embodiment of the second embodiment, the step of determining the velocity trajectory set may further include, based on the above embodiment:

a2, obtaining road network topological structure information of the target road network, signal timing information of signal lamps in the target road network, a preset vehicle type set and a preset track number.

In this embodiment, the road network topology information may be understood as representing all the tracks in the road network in the form of a topology map. A signal lamp is understood to be a traffic light for indicating whether a vehicle is passing or not. The signal timing information can be understood as information such as red light waiting time, green light passing time and the like of the signal lights of all the intersections. A set of preset vehicle types may be understood as a set of body parameters and performance parameters of different vehicles in the form of types. The preset number of tracks can be understood as a number (e.g. 10) of available tracks calculated for each lane in the road network every 1 second in a signal cycle for each type of vehicle.

Specifically, the processor may receive road network topology information formed according to the target road network, signal timing information of signal lamps in the target road network, a preset vehicle type set, and a preset track number uploaded by corresponding personnel. The road section forms of the target road network comprise a bidirectional multi-lane road section, a bidirectional single-lane road section and a unidirectional lane road section, the road section forms of the target road network can be common four-way intersections, three-way intersections and the like, and vehicles can enter from the edge of the road network or start from the middle of the road network.

And b2, determining a road section connection relation set of the target road network according to the road network topology structure information and the signal timing information.

It should be noted that each road section in the target road network has different lengths, and vehicles traveling on each road section can be classified into three types according to the traveling direction, i.e., left turn, straight turn, right turn, and the road section to be traveled corresponding to the traveling direction is referred to as "road section connection relationship".

Specifically, the green time corresponding to each road section connection relationship is different in one period, wherein the processor defaults that the right turn is passable in one period all the time, the passing time corresponding to the left turn and the straight turn is required to be determined according to the signal timing information, and the road section connection relationship is determined by combining the left turn and the right turn straight lanes included in each road section in the road network topology structure information with the corresponding signal timing information.

And c2, acquiring starting point information of the road section, road section length information and a preset vehicle entrance and exit time set aiming at the road section included in the road section connection relation set.

In this embodiment, the start point information may be understood as a point location at which a path starts. The link length information may be understood as the length of each link included, such as the link lengths of three branches in a three-way junction, and the like. The set of vehicle entrance/exit times may be understood as a set of vehicle entrance/exit sections set at a certain period (for example, n-second intervals, etc., because the red light and the green light are different, the entrance at different times may result in different exit times), and the corresponding vehicle selects a set of output times having exit sections at the earliest possible exit time point.

Specifically, the processor may traverse the road segments included in the road segment connection relationship set, and sequentially obtain starting point information of the road segments, road segment length information, and a preset vehicle entrance/exit time set.

d2, aiming at the preset vehicle types included in the preset vehicle type set, determining the road section speed track of the road section according to the preset vehicle types, the vehicle entrance and exit time set and the starting point information.

Specifically, the processor may traverse preset vehicle types included in the preset vehicle type set, sequentially select the preset vehicle types, and determine a road segment speed trajectory of the road segment according to the preset vehicle types, the vehicle entrance/exit time set, and the start point information.

Wherein, the step of determining the road speed track of the road according to the preset vehicle type, the vehicle entrance/exit time set and the starting point information may further be optimized, and the step of determining the road speed track of the road comprises:

d21, extracting geometric parameter information and kinetic parameter information in a preset vehicle type.

In the present embodiment, the geometric parameter information may be understood as information reflecting the vehicle body, such as the vehicle width, the vehicle length, and the like. The kinetic parameter information may be understood as information reflecting the power of the vehicle, such as maximum speed, maximum acceleration, etc.

Specifically, since the identifiers of the different types of information in the preset vehicle type are different, the processor may extract the geometric parameter information and the kinetic parameter information in the preset vehicle type according to the identifiers.

d22, determining the travel time of the road section according to the vehicle driving-in time and the preset waiting period time aiming at the vehicle driving-in time included in the vehicle driving-in and driving-out time set.

In the present embodiment, the waiting period time can be understood as the time consumed in a decelerating manner. Travel time may be understood as the time to traverse a road segment.

Specifically, the processor may determine, according to the vehicle entrance time included in the vehicle entrance/exit time set, the travel time under the road section by sequentially combining the vehicle entrance time and the preset waiting period time through a corresponding calculation method.

For example, travel time may be determined by the following formula

Wherein t is ₂ For the vehicle driving-out time t ₁ For the vehicle drive-in time, mxt is the waiting period time.

d23, determining the first cruising speed according to the kinetic parameter information.

In the present embodiment, the first cruising speed may be understood as an initial cruising speed.

Specifically, the processor may take the maximum speed in the kinetic parameter information as the first cruise speed.

d24, determining the target cruising speed, cruising time length, turning time length and turning speed of the road section according to the starting point information, the travel time and the geometric parameter information.

In the present embodiment, the target cruising speed may be understood as the determined optimal cruising speed. The cruising time length is understood to be the length of time that runs at the optimum cruising speed. The turning time length is the running time length after the turning speed is adjusted, and note that the vehicle will run for a while in accordance with the turning speed and then enter the intersection, so the "turning time length" does not refer to the running time at the intersection only.

Specifically, the processor can determine whether to start at the starting point or not according to the starting point information, and substitutes the travel time and the geometric parameter information into the corresponding speed track form to calculate in combination with the speed track form under the preset starting point starting condition and the speed track form not to start at the starting point, so as to determine the target cruising speed, the cruising time length, the turning time length and the turning speed of the road section.

For example, the vehicle, when starting from the start of the road section, can determine the target cruising speed v of the road section by _c Cruise time length x, turn time length y and turn speed v _t ：

if v _c ≤v _t do

if v _c ＝v _m do

else

Wherein L is the road length, L is the vehicle length, v _cruise In order to achieve this, the first and second,is travel time.

When the vehicle starts not at the starting point of the road section, the target cruising speed v of the road section can be determined by the following method _c Cruise time length x, turn time length y and turn speed v _t 。

if v _c ≤v _t do

if v _c ＝v _m do

else

d25, taking the target cruising speed, cruising time length, turning time length and turning speed of the road section as the road section speed track of the road section.

Specifically, the processor may use the target cruising speed, cruising time length, turning time length, and turning speed of the road as the road speed track of the road.

And e2, determining a speed track set according to the speed tracks of each road section.

Specifically, the processor may integrate the speed trajectories of the road segments to obtain a speed trajectory set under all the road segments of the target road network.

According to the first optional embodiment of the first embodiment, the vehicle speed track is determined through the dynamic parameters and the geometric parameters of different vehicles and the road network information and the signal timing information of the target road network, so that a speed track set which is completely matched with the signal timing information is formed, the vehicles are prevented from stopping before the intersection, the vehicle stopping times and waiting time are greatly reduced, the vehicle parameters of different types are considered in the determination of the speed track, the universality of the determination of the speed track set is improved, and a foundation is laid for the follow-up real-time determination of the control command set.

As a second alternative embodiment of the second embodiment, on the basis of the foregoing embodiment, the step of determining the set of conflict relationships may further be optimized to include:

a3, aiming at the path track information included in the speed track set, determining the associated track information associated with the path track.

In this embodiment, the path trajectory information may be understood as information indicating a passing path in the speed trajectory set. The associated trajectory information may be understood as a path related to a passing path, such as a path corresponding to an intersection included in the path.

Specifically, the processor may sequentially determine intersections included in the path track information with respect to the path track information included in the speed track set, and determine associated track information according to tracks included in the intersections.

For example, if the path 1 includes a right turn intersection, the track corresponding to the right turn intersection is associated track information, and the vehicle enters the path 1 from the right turn intersection; if other vehicles in the path 1 exit the path 1 through the right turn intersection, the right turn intersection is also associated track information; if other vehicles pass in front of the path 1, the front track is also associated track information.

b3, acquiring first road section time information in the path track information and second road section time information in the associated track information.

In this embodiment, the first road segment time information may be understood as ID information corresponding to the driving-in time and the driving-out time corresponding to the path track, the lane where the current road is located, and the lane where the current road is driven out. The second road section time information can be understood as ID information corresponding to the lane where the relevant path track is currently located and the lane where the relevant path track is currently located.

Specifically, the processor may acquire first link time information included in the path trajectory information and second link time information in the associated trajectory information.

And c3, determining a conflict state between the associated track corresponding to the associated track information and the path track corresponding to the path track information according to the first road section time information, the second road section time information and the safety period.

In this embodiment, the safe period may be understood as that two tracks do not collide under the safe period. The conflict state may be understood as information characterizing whether there is a conflict.

Specifically, the processor may classify the situations of the two path tracks according to the current lane ID and the driving-out lane ID in the first road section time information and the second road section time information, determine whether the time difference between the two path tracks in the whole driving process is in a safe period according to the different situations of the two path tracks, the traveling time and the driving-in-out time of the two path tracks, and if the time difference is smaller than the safe period, determine that the conflict state between the associated track corresponding to the associated track information and the path track corresponding to the path track information is a conflict, otherwise, no conflict exists.

The step of determining the conflict state between the associated track corresponding to the associated track information and the path track corresponding to the path track information according to the first road segment time information, the second road segment time information and the safety period may further be optimized, and includes:

c31, extracting a first current lane ID, a first driving-out lane ID, a first driving-in time, a first driving-out time and a first traveling time in the first road section time information, and extracting a second current lane ID, a second driving-out lane ID, a second driving-in time, a second driving-out time and a second traveling time in the second road section time information.

In this embodiment, the first current lane ID and the first outgoing lane ID may be understood as the lane ID of the current lane determined in the path track information and the lane ID of the path when the path is outgoing. The first entry time, the first exit time, and the first travel time are understood to be the time when the path track is entered and the time when the path track is exited, as well as the time spent in the path. The second current lane ID and the second outgoing lane ID may be understood as the lane ID of the current lane determined in the associated track information and the lane ID where the associated path is located when the vehicle exits. The second entry time, the second exit time, and the second travel time can be understood as the time when the path track is entered and the time when the path track is exited, as well as the time spent in the path.

Specifically, since the identifiers of the different types of information in the link time information are different, the processor may extract the first current lane ID, the first driving-out lane ID, the first driving-in time, the first driving-out time, and the first travel time in the first link time information, and the second current lane ID, the second driving-out lane ID, the second driving-in time, the second driving-out time, and the second travel time in the second link time information according to the identifiers.

And c32, if the first current lane ID is the same as the second current lane ID, determining a conflict state between the associated track and the path track according to the first driving-in time, the first driving-out time, the first travel time, the second driving-in time, the second driving-out time and the second travel time.

Specifically, if the first current lane ID is the same as the second current lane ID, the processor may determine a collision status between the associated track and the path track according to the first driving-in time, the first driving-out time, the first traveling time, the second driving-in time, the second driving-out time, and the second traveling time.

Illustratively, the conflict state may be determined by: for convenience of description by t _1,i First time of entry, t, representing path trajectory i _1,j Second representing associated track jTime of driving in, t _s A safe period of time is indicated,representing a first travel time, < >>Representing a second travel time. If |t _1,i -t _1,j |>t _s The path trajectory i and the associated trajectory j collide with each other, where |·| represents the absolute value; if |t _2,i -t _2,j |>t _s The path track i and the associated track j are mutually conflicted; if t _1,i -t _1,j <t _s And is also provided with The path track i and the associated track j collide with each other; if t _1,i -t _1,j >t _s And is also provided withThe path track i and the associated track j collide with each other. />

If the path track i and the associated track j do not belong to the four conditions, the space-time track of the track i and the space-time track of the track j are calculated and compared to determine whether the two tracks conflict, the space-time track calculation calculates the positions corresponding to the two tracks of the integral time point, if the position difference between the two tracks at one moment is smaller than the safety distance, the two tracks have a conflict, otherwise, the two tracks have no conflict.

c33, if the first driving-out lane ID is the same as the second driving-out lane ID, determining a conflict state between the associated track and the path track according to the first driving-in time, the second driving-in time, the first traveling time, the second traveling time and the safety period.

Specifically, if the first outgoing lane ID is the same as the second outgoing lane ID, the processor may determine a collision status between the associated track and the path track according to the first incoming time, the second incoming time, the first travel time, the second travel time, and the safety period.

Illustratively, along the symbol definition in the exemplary representation described above, the conflict state may be determined by: if it isThe path track i and the associated track j collide with each other.

And c34, if the first current lane ID is the same as the second exiting lane ID or the second current lane ID is the same as the first exiting lane ID, determining a conflict state between the associated track and the path track according to the second exiting time, the second traveling time, the first entering time and the safety period.

Specifically, if the first current lane ID is the same as the second driving-out lane ID or the second current lane ID is the same as the first driving-out lane ID, the processor may determine a collision state between the associated track and the path track according to the second driving-out time, the second travel time, the first driving-in time, and the safety period.

Exemplary, if the first current lane ID of the path track i is the same as the second outgoing lane ID of the associated track j, ifThe path track i and the associated track j collide with each other. If the first driving-out lane ID of the path track i is the same as the second current lane ID of the associated track j, if +.>The path track i and the associated track j collide with each other.

d3, taking the associated tracks with the conflict states as the conflict tracks of the path tracks.

Specifically, the processor may poll the conflict state of the associated tracks, and use the associated tracks with the conflict state as the conflict tracks of the path tracks.

And e3, determining a conflict relation set according to each path track and the corresponding conflict track.

Specifically, the processor may establish an association relationship table with each path track and a corresponding conflict track, and use the association relationship table as a conflict relationship set.

In a second alternative embodiment of the first embodiment, collision tracks of each path track are determined according to lane ID conditions in different path tracks, so as to obtain a collision relation set. The track calculated according to different vehicle parameters can use the determination framework of the conflict relation set, and the determination of the conflict relation set has good expansibility, so that the method is suitable for heterogeneous traffic.

Example III

Fig. 7 is a schematic structural diagram of a vehicle track planning apparatus according to a third embodiment of the present invention. As shown in fig. 7, the apparatus includes: the information acquisition module 71 and the trajectory determination module 72. Wherein,,

the information acquisition module 71 is configured to acquire vehicle running information of a vehicle to be controlled, and a speed track set, a conflict relation set and a current occupied track set predetermined with respect to a target road network after the vehicle to be controlled enters the target road network, where the target road network is a road network formed based on a mixed running scene of an automatic driving vehicle and a manual driving vehicle;

The track determining module 72 is configured to determine a motion track of the vehicle to be controlled according to the vehicle driving information, the speed track set, the conflict relation set, and the current occupied track set.

Further, the trajectory determination module 72 includes:

An information extraction unit for extracting path start and stop point information, vehicle type information and vehicle entry time information in the vehicle running information;

the first determining unit is used for determining the middle path information of the vehicle to be controlled according to the path starting and stopping point information;

a second determining unit configured to determine candidate path information from a preset speed track set based on the vehicle type information and lane ID information included in the intermediate path information;

a third determining unit, configured to determine target track information that meets a time condition according to the current occupied track set and the candidate path information;

and the fourth determining unit is used for determining the movement track of the vehicle to be controlled according to the target track information and the conflict relation set.

The fourth determining unit is specifically configured to:

extracting initial cruising speed and initial acceleration from the target track information;

determining conflict track information associated with the target track information in the preset conflict relation set;

updating the current occupied track set based on the conflict track in the conflict track information and the target path in the target track information;

Determining target acceleration and control time information meeting track time conditions according to the path start-stop point information, the initial cruising speed and the initial acceleration;

and taking the target acceleration and the control time information as a control command set of the vehicle to be controlled.

Further, the apparatus further comprises: the first set determination module.

The first set determination module includes:

the information acquisition unit is used for acquiring road network topological structure information of the target road network, signal timing information of signal lamps in the target road network, a preset vehicle type set and a preset track number;

the relation set determining unit is used for determining a road section connection relation set of a target road network according to the road network topological structure information and the signal timing information;

the collection acquisition unit is used for acquiring starting point information, road section length information and a preset vehicle driving-in and driving-out time collection of the road sections included in the road section connection relation collection;

the track determining unit is used for determining a road section speed track of the road section according to the preset vehicle type, the vehicle entrance and exit time set and the starting point information aiming at the preset vehicle type included in the preset vehicle type set;

And the speed set determining unit is used for determining the speed track set according to the speed tracks of the road sections.

The track determining unit is specifically configured to:

extracting geometric parameter information and kinetic parameter information in the preset vehicle type;

aiming at the vehicle entrance time included in the vehicle entrance and exit time set, determining the travel time of the road section according to the vehicle entrance time and the preset waiting period time;

determining a first cruising speed according to the kinetic parameter information;

determining the target cruising speed, cruising time length, turning time length and turning speed of the road section according to the starting point information, the travel time and the geometric parameter information;

and taking the target cruising speed, the cruising time length, the turning time length and the turning speed of the road section as the road section speed track of the road section.

Further, the apparatus further comprises: the second set determination module.

The second set determination module includes:

a fourth determining unit configured to determine, for path trajectory information included in the speed trajectory set, associated trajectory information associated with the path trajectory;

Acquiring first road section time information in the path track information and second road section time information in the associated track information;

the state determining unit is used for determining the conflict state between the associated track corresponding to the associated track information and the path track corresponding to the path track information according to the first road section time information, the second road section time information and the safety period;

a fifth determining unit, configured to use the associated tracks with the collision states that are mutually conflicting as collision tracks of the path tracks;

and a sixth determining unit, configured to determine the set of collision relationships according to each path track and the corresponding collision track.

Wherein, the state determining unit is specifically configured to:

extracting a first current lane ID, a first driving-out lane ID, a first driving-in time, a first driving-out time and a first traveling time in the first road section time information, and a second current lane ID, a second driving-out lane ID, a second driving-in time, a second driving-out time and a second traveling time in the second road section time information;

if the first current lane ID is the same as the second current lane ID, determining a conflict state between the association track and the path track according to the first driving-in time, the first driving-out time, the first traveling time, the second driving-in time, the second driving-out time and the second traveling time;

If the first driving-out lane ID is the same as the second driving-out lane ID, determining a conflict state between the associated track and the path track according to a first driving-in time, a second driving-in time, a first traveling time, a second traveling time and the safety period;

and if the first current lane ID is the same as the second exiting lane ID or the second current lane ID is the same as the first exiting lane ID, determining a conflict state between the association track and the path track according to the second exiting time, the second traveling time, the first entering time and a safety period.

The vehicle track planning device provided by the embodiment of the invention can execute the vehicle track planning method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.

Example IV

Fig. 8 shows a schematic diagram of an electronic device 80 that may be used to implement an embodiment of the invention. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. Electronic equipment may also represent various forms of mobile devices, such as personal digital processing, cellular telephones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.

As shown in fig. 8, the electronic device 80 includes at least one processor 81, and a memory, such as a Read Only Memory (ROM) 82, a Random Access Memory (RAM) 83, etc., communicatively connected to the at least one processor 81, in which the memory stores a computer program executable by the at least one processor, and the processor 81 can perform various appropriate actions and processes according to the computer program stored in the Read Only Memory (ROM) 82 or the computer program loaded from the storage unit 88 into the Random Access Memory (RAM) 83. In the RAM 83, various programs and data required for the operation of the electronic device 80 can also be stored. The processor 81, the ROM 82 and the RAM 83 are connected to each other via a bus 84. An input/output (I/O) interface 85 is also connected to bus 84.

Various components in the electronic device 80 are connected to the I/O interface 85, including: an input unit 86 such as a keyboard, mouse, etc.; an output unit 87 such as various types of displays, speakers, and the like; a storage unit 88 such as a magnetic disk, an optical disk, or the like; and a communication unit 89, such as a network card, modem, wireless communication transceiver, etc. The communication unit 89 allows the electronic device 80 to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunications networks.

Processor 81 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 81 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, digital Signal Processors (DSPs), and any suitable processor, controller, microcontroller, etc. The processor 81 performs the various methods and processes described above, such as a vehicle trajectory planning method.

In some embodiments, the vehicle trajectory planning method may be implemented as a computer program tangibly embodied on a computer-readable storage medium, such as the storage unit 88. In some embodiments, part or all of the computer program may be loaded and/or installed onto the electronic device 80 via the ROM 82 and/or the communication unit 89. When the computer program is loaded into RAM 83 and executed by processor 81, one or more steps of the vehicle trajectory planning method described above may be performed. Alternatively, in other embodiments, the processor 81 may be configured to perform the vehicle trajectory planning method by any other suitable means (e.g., by means of firmware).

Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuit systems, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems On Chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs, the one or more computer programs may be executed and/or interpreted on a programmable system including at least one programmable processor, which may be a special purpose or general-purpose programmable processor, that may receive data and instructions from, and transmit data and instructions to, a storage system, at least one input device, and at least one output device.

A computer program for carrying out methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be implemented. The computer program may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.

In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on 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.

To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) through which a user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic input, speech input, or tactile input.

The systems and techniques described here can be implemented in a computing system that includes a background component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such background, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.

The computing system may include clients and servers. The client and server are typically remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical hosts and VPS service are overcome.

It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present invention may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present invention are achieved, and the present invention is not limited herein.

The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.

Claims

1. A vehicle trajectory planning method, comprising:

And determining the motion trail of the vehicle to be controlled according to the vehicle running information, the speed trail set, the conflict relation set and the current occupied trail set.

2. The method of claim 1, wherein the determining the motion profile of the vehicle to be controlled based on the vehicle travel information, the set of speed profiles, the set of conflict relationships, and the set of current occupancy profiles comprises:

extracting path start-stop point information, vehicle type information and vehicle entering time information in the vehicle running information;

determining intermediate path information of the vehicle to be controlled according to the path starting point information;

determining candidate path information from a preset speed track set based on the vehicle type information and lane ID information included in the intermediate path information;

determining target track information meeting time conditions according to the current occupied track set and the candidate path information;

and determining the motion trail of the vehicle to be controlled according to the target trail information and the conflict relation set.

3. The method according to claim 2, wherein the determining the movement track of the vehicle to be controlled according to the target track information and the set of collision relations includes:

4. The method of claim 1, wherein the step of determining the set of velocity traces comprises:

obtaining road network topological structure information of a target road network, signal timing information of signal lamps in the target road network, a preset vehicle type set and a preset track number;

determining a road section connection relation set of a target road network according to the road network topological structure information and the signal timing information;

acquiring starting point information, road section length information and a preset vehicle entrance and exit time set of the road sections included in the road section connection relation set;

Determining a road section speed track of the road section according to the preset vehicle type, the vehicle driving-in and driving-out time set and the starting point information aiming at the preset vehicle type included in the preset vehicle type set;

and determining the speed track set according to the speed tracks of the road sections.

5. The method of claim 4, wherein the determining the link speed trajectory of the link according to the preset vehicle type, the set of vehicle entrance and exit times, and the start point information comprises:

6. The method of claim 1, wherein the step of determining the set of conflicting relationships comprises:

determining associated track information associated with the path track aiming at the path track information included in the speed track set;

according to the first road section time information, the second road section time information and the safety period, determining a conflict state between an associated track corresponding to the associated track information and a path track corresponding to the path track information;

taking the associated tracks with the conflict states as conflict tracks of the path tracks;

and determining the conflict relation set according to each path track and the corresponding conflict track.

7. The method of claim 1, wherein determining a collision state between the associated track corresponding to the associated track information and the path track corresponding to the path track information according to the first road segment time information, the second road segment time information, and the safety period comprises:

8. A vehicle trajectory planning device, characterized by comprising:

9. An electronic device, the electronic device comprising:

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein,,

the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the vehicle trajectory planning method of any one of claims 1-7.

10. A computer readable storage medium storing computer instructions for causing a processor to perform the vehicle trajectory planning method of any one of claims 1 to 7.