Automatic parking trajectory planning method, electronic equipment and vehicle

Abstract

The present application relates to the field of intelligent parking, and provides an automatic parking trajectory planning method, electronic device, and vehicle, the method comprising: determining the trajectory end point based on the target parking space, and constructing multiple first parking arc trajectories based on the trajectory end point; in response to determining that there is no first parking arc trajectory tangent to the vehicle centerline, determining a second parking arc trajectory that has a tangent point with the first parking arc trajectory based on the parking starting point and posture data; and outputting the spliced ​​trajectory of the first parking arc trajectory and the second parking arc trajectory as the target trajectory. The present application uses a pure geometric algorithm to design a spliced ​​trajectory, without the need for smoothing, which reduces the amount of calculation, saves parking trajectory planning time, and makes the parking process smooth, improving the user experience.

Description

Technical Field

[0001] The present application relates to the technical field of automatic parking, and in particular to an automatic parking trajectory planning method, electronic equipment and vehicle. Background Art

[0002] Automatic parking is an important function in autonomous driving. Existing automatic parking trajectories require the integration of multiple algorithms, which requires large amounts of calculations and long parking times, affecting user experience and need to be improved. Summary of the invention

[0003] In view of this, the purpose of the present application is to propose an automatic parking trajectory planning method, electronic equipment and vehicle to solve the problems of large amount of calculation and long parking time in the existing automatic parking trajectory planning.

[0004] Based on the above objectives, the present application provides an automatic parking trajectory planning method, including:

[0005] Obtain the vehicle's parking starting point, target parking space and position data;

[0006] Determining a trajectory end point based on a target parking space, and constructing a plurality of first parking arc trajectories based on the trajectory end point;

[0007] In response to determining that there is no first parking arc trajectory tangent to the central axis of the vehicle, determining a second parking arc trajectory having a tangent point to the first parking arc trajectory based on the parking starting point and the position data;

[0008] A concatenated trajectory of the first parking arc trajectory and the second parking arc trajectory is output as a target trajectory.

[0009] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0010] Based on the same inventive concept, the present disclosure also provides a vehicle, which includes any of the automatic parking trajectory planning systems described above and the above-mentioned electronic device.

[0011] From the above, it can be seen that the automatic parking trajectory planning method, electronic device and vehicle provided by the present application, wherein in the method, the end point of the trajectory is determined based on the target parking space, and multiple first parking arc trajectories are constructed based on the end point of the trajectory. When there is no first parking arc trajectory tangent to the central axis of the vehicle in the multiple first parking arc trajectories, it means that the current position of the vehicle cannot be parked in the parking space through an arc trajectory, and then a second parking arc trajectory with a tangent point to the first parking arc trajectory can be further determined based on the parking starting point and posture data. When the present embodiment involves a spliced ​​trajectory formed by at least two arcs, the splicing point is the tangent point of two adjacent arc trajectories, and the spliced ​​trajectory can be an S-shaped trajectory (that is, the splicing point of the two arcs has the same heading, and can be smoothly spliced ​​and transitioned), or an arrow-shaped trajectory (that is, the two arcs are at least partially symmetrical, and the headings of the splicing points are opposite). This embodiment uses a pure geometric algorithm to design a parking trajectory composed of two arc trajectories. Since the arc itself is smooth, and the splicing point is also formed by the splicing of two points on two adjacent arcs with the same or opposite headings, that is, the entire spliced ​​trajectory is also smooth or there is a reversing operation itself, which saves the step of trajectory smoothing, reduces the amount of calculation, shortens the parking trajectory planning time, and improves the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0013] Figure 1 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 1 ;

[0014] Figure 2 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 2 ;

[0015] Figure 3 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 3 ;

[0016] Figure 4 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 4 ;

[0017] Figure 5 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 5 ;

[0018] Figure 6 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 6 ;

[0019] Figure 7 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 7 ;

[0020] Figure 8 Schematic diagram of the process of constructing a complete parking trajectory from a first parking arc trajectory according to an embodiment of the present application Figure 1 ;

[0021] Fig. 9 for Figure 8 Complete mooring trajectory constructed;

[0022] Fig.10 Schematic diagram of the process of constructing a complete parking trajectory from a first parking arc trajectory according to an embodiment of the present application Figure 2 ;

[0023] Fig.11 for Fig.10 Complete mooring trajectory constructed;

[0024] Fig.12 Schematic diagram of a process of constructing a complete parking trajectory from a first parking arc trajectory and a second parking arc trajectory when the front of the vehicle points to the first boundary line in an embodiment of the present application Figure 1 ;

[0025] Fig.13 for Fig.12 Complete mooring trajectory constructed;

[0026] Fig.14 Schematic diagram of a process of constructing a complete parking trajectory from a first parking arc trajectory and a second parking arc trajectory when the front of the vehicle points to the first boundary line in an embodiment of the present application Figure 2 ;

[0027] Fig.15 for Fig.14 Complete mooring trajectory constructed;

[0028] Fig.16 Schematic diagram of a process of constructing a complete parking trajectory from a first parking arc trajectory and a second parking arc trajectory when the front of the vehicle is pointing to the second boundary line in an embodiment of the present application Figure 1 ;

[0029] Fig.17 for Fig.16 Complete mooring trajectory constructed;

[0030] Fig.18Schematic diagram of a process of constructing a complete parking trajectory from a first parking arc trajectory and a second parking arc trajectory when the front of the vehicle is pointing to the second boundary line in an embodiment of the present application Figure 2 ;

[0031] Fig.19 for Fig.18 Complete mooring trajectory constructed;

[0032] Fig. 20 A schematic diagram of setting a plurality of track points on a first parking arc track and a second parking arc track according to an embodiment of the present application;

[0033] Fig.21 A schematic diagram of the trajectory end point area of ​​an embodiment of the present application;

[0034] Fig. 22 A schematic diagram of the center axis of a vehicle according to an embodiment of the present application;

[0035] Fig.23 A schematic diagram of an automatic parking trajectory planning device according to an embodiment of the present application;

[0036] Fig.24 A schematic diagram of an electronic device according to an embodiment of the present application.

[0037] In the figure, 1, drivable area; 11, first boundary line; 12, second boundary line; 2, vehicle; 3, target parking space; 4, trajectory end point area. DETAILED DESCRIPTION

[0038] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0039] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0040] It should be noted that in the related art, the parking spaces for vehicles are divided into three types: inclined parking spaces, parallel parking spaces, and vertical parking spaces. For example, the inclined length of an inclined parking space is 6 meters, the width is 2.8 meters, and the vertical distance between the two oblique lines is 2.5 meters; the size of a parallel parking space is 6 meters long and 2.5 meters wide; the size of a vertical parking space is 6 meters long and 2.5 meters wide. This application is to improve the path planning of the parking scene of a vehicle parked in an inclined parking space or a vertical parking space, and this application takes a vertical parking space as an example for explanation, such as Figure 8 shown.

[0041] In the related technology, in the planning of parking trajectories, a hybrid A* algorithm and ReedShepp (RS) curve algorithm are generally used to plan a rough trajectory and find a reference solution without collision. Although the hybrid A* algorithm and RS curve planning algorithm meet the vehicle kinematic constraints, the trajectories they plan are composed of multiple arcs and straight lines. There are some sudden changes in curvature at the locations where arcs and arcs connect with straight lines. Therefore, such paths also need to design smoothing algorithms, such as IAPS (Iterative Anchoring Path Smoothing), O-ABC (Particle Swarm Optimization-Artificial Bee Colony), etc., to further smooth the process to meet the requirements of control and ride comfort. Therefore, the setting and superposition of multiple algorithms require relatively high computing power for the controller.

[0042] In addition, in the simulation experiment, for the scene where the vehicle is parked from the drivable area into the parking space, there may be a special situation where the direction of the front of the vehicle is not parallel to the boundary line of the drivable area close to or far from the parking space, that is, the front of the vehicle will point to a boundary line of the drivable area. In this special case, the parking trajectory planning of the vehicle will undoubtedly be more complicated. In the prior art, the parking trajectory is generated using a hybrid A* algorithm and an RS curve algorithm; the trajectory formed above involves a sudden change in curvature, and there will be multiple parking frictions, that is, multiple setbacks. The planning algorithm in this scenario takes a long time to park from the parking space, affecting the user experience.

[0043] Based on the above problems, the applicant found that for the scenario where a vehicle is parked in a parking space from a drivable area, it is possible to abandon the use of hybrid A* algorithms, RS curve planning algorithms, IAPS and OABC algorithms, and instead use a pure geometric algorithm to design a trajectory formed by an arc or a spliced ​​trajectory formed by splicing at least two arc trajectories. When it comes to a spliced ​​trajectory formed by at least two arcs, the splicing point is the tangent point of the two adjacent arc trajectories. The spliced ​​trajectory can be an S-shaped trajectory (that is, the splicing points of the two arcs have the same heading and can be smoothly spliced ​​and transitioned), or an arrow-shaped trajectory (that is, the two arcs are at least partially symmetrical, and the headings of their splicing points are opposite). Because the arc itself is smooth, the splicing point is also spliced ​​by two points on the two adjacent arcs with the same or opposite headings, that is, the entire spliced ​​trajectory is also smooth or there is a reversing operation itself, which saves the step of trajectory smoothing, reduces the amount of calculation, shortens the parking trajectory planning time, and improves the user experience.

[0044] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0045] In some embodiments, reference Figure 1 , an automatic parking trajectory planning method, the method is executed by a vehicle controller or a server independent of the vehicle controller. For the convenience of description, the embodiments of the present application are described by taking the vehicle controller executing the method as an example. The method includes:

[0046] S101, obtaining the parking starting point, target parking space and position data of the vehicle.

[0047] Exemplarily, the position of the vehicle can be acquired through a vehicle camera or a parking space camera connected to the vehicle controller, and based on the position, a target parking space is determined from multiple parking spaces around the position. The determination process can be considered to determine that a drivable area 1 for the vehicle to park in the parking space is determined based on the target parking space. During the simulation process, a vehicle coordinate system can be established based on the drivable area 1. Specifically, a straight line passing through the two end points of the exit of the target parking space is used as the x-axis, a central axis in the direction of the front and rear of the vehicle passing through the parking space is used as the y-axis, a straight line passing through the exit of the parking space is used as the y-axis, the right side of the parking space is used as the positive axis of the x-axis, and the exit direction pointing to the parking space is used as the positive axis of the y-axis, such as Figure 8 shown.

[0048] Among them, reference Fig.21 The drivable area 1 includes a first boundary line 11 away from the target parking space 3 and a second boundary line 12 close to the target parking space. Moreover, the boundary lines of the drivable area mentioned in the present application only include the first boundary line and the second boundary line, and do not involve boundary lines perpendicular to the first boundary line.

[0049] The parking starting point may be the midpoint of the rear axle of the vehicle in the vehicle coordinate system, such as Figure 8 The M point in .

[0050] Among them, the posture data may include the position of the vehicle in the drivable area and the direction of the front of the vehicle. The position is determined based on the shortest distance between the boundary line of the vehicle and the first boundary line or the second boundary line. For example, if the boundary line of the vehicle forms the shortest distance with the first boundary line, it can be said that the vehicle is close to the first boundary line. For another example, if the boundary line of the vehicle forms the shortest distance with the second boundary line, it can be said that the vehicle is close to the second boundary line. The direction of the front of the vehicle is determined based on the pointing direction of the central axis of the vehicle in the direction of the front of the vehicle. In this application, the direction of the front of the vehicle can be a special case of pointing to the first boundary line or the second boundary line, that is, the direction of the front of the vehicle is not parallel to the boundary line of the drivable area.

[0051] S102, determining an end point of a trajectory based on a target parking space, and constructing a plurality of first parking circular arc trajectories based on the end point of the trajectory;

[0052] In this step, since the vehicle is parked in the target parking space from the drivable area, the end point of the trajectory must be located in the target parking space or in the area radiating from the exit of the target parking space to the positive axis of the y-axis, such as Figure 8 Point R in .

[0053] More specifically, the end point of the track should be located in a preset end point area 4, wherein the reference Fig.21 The trajectory end point area 4 is determined based on the boundary line of the target parking space 3 and the width of the vehicle. The boundary line of the target parking space includes a left boundary line and a right boundary line. The exemplary process of determining the trajectory end point area 4 is as follows: the left boundary line is moved toward the center axis of the parking space by 1 / 2 of the vehicle width and extended toward the positive y-axis to form the first end point area boundary line of the trajectory end point area 4; the right boundary line is moved toward the center axis of the parking space by 1 / 2 of the vehicle width and extended toward the positive y-axis to form the second end point area boundary line of the trajectory end point area, as shown in FIG. Fig.21 The two dashed lines on both sides of the y-axis shown in the figure represent the boundary line of the first end point area and the boundary line of the second end point area respectively. That is, only when the end point of the track is within the end point area of ​​the track can it be ensured that the edge lines on the main and co-driver sides of the vehicle will not interfere with the boundary line of the target parking space, or in other words, it can be ensured that the vehicle can be parked in the parking space and keep a safe distance from the vehicles in the adjacent parking spaces to ensure parking safety.

[0054] The plurality of first parking arc trajectories include elliptical arc trajectories and / or true arc trajectories; the true arc trajectories and the elliptical arc trajectories may be true arcs or elliptical arcs with a preset arc starting from the end point of the trajectory, such as half a true arc or half an elliptical arc. The true arc or elliptical arc is based on the pre-stored minimum turning radius R of the vehicle. minThe parameters of the perfect circle and the ellipse are determined by the parameters of the perfect circle, wherein the perfect circle parameter is the radius r, and the ellipse parameter is the major semi-axis a or the minor semi-axis b, and the perfect circle parameter and the ellipse parameter are determined based on the actual vehicle test. That is, the perfect circle parameter and the ellipse parameter are preset in advance based on the actual vehicle test results, avoiding the process of determining the center of the circle in the process of constructing the perfect circle arc and the ellipse arc, and reducing the amount of calculation.

[0055] The step of constructing a plurality of first parking arc trajectories based on the trajectory end points includes:

[0056] S201a, obtaining the minimum turning radius R of the vehicle min , based on the minimum turning radius R min Determine the maximum curvature K max .

[0057] Among them, the minimum turning radius of the vehicle refers to the radius of the circle of the track that the center of the outer steering wheel rolls on the supporting plane when the steering wheel is turned to the extreme position and the vehicle is turning at the lowest stable speed. The minimum turning radius of the vehicle largely characterizes the vehicle's ability to pass through narrow curved areas or bypass insurmountable obstacles. The smaller the turning radius, the better the vehicle's maneuverability. The minimum turning radius of the vehicle is generally set based on the vehicle's wheelbase, track width and the maximum turning angle of the steering wheel, and is a factory-set parameter for the vehicle. Of course, the minimum turning radius can also be set by the user according to the actual situation of the vehicle. For example, the minimum turning radius of the vehicle is 4.5m-5.5m. Specifically, R min =4.7m.

[0058] Among them, the minimum turning radius R min and the maximum curvature K max are reciprocals of each other. For example, K max =1 / 4.7=0.2128.

[0059] It should be noted that in order to ensure vehicle safety, the vehicle's actual maximum turning curvature cannot be used for calculation. A safety buffer value can be subtracted and then calculated to obtain a slightly smaller maximum turning curvature.

[0060] S201b, based on the pre-stored perfect circle parameters, ellipse parameters and the maximum curvature K max Constructing a first parking arc trajectory passing through the trajectory end point;

[0061] Specifically, K max =a / b 2 For example, based on the actual vehicle test, the value range of r and b can be 4.88m-5.20m, and four data of 4.88, 5.00, 5.10, and 5.20 are pre-stored. max=0.2128, the corresponding values ​​of the major semi-axis a are 5.08, 5.32, 5.53, and 6.09. Then, in the vehicle coordinate system of the vertical parking space, four perfect circular arcs and four elliptical arcs can be constructed with the end point of the trajectory as the starting point. The radii r of the four perfect circular arcs are 4.88, 5.00, 5.10, and 5.20 respectively, and the major and minor semi-axis combinations of the four elliptical arcs are (5.08, 4.88) (5.32, 5.00) (5.53, 5.10) (6.09, 5.20) respectively.

[0062] like Figure 8 As shown, the vehicle coordinate system reflects an arc trajectory constructed with the trajectory end point R as the starting point, that is, the first parking arc trajectory, and the end point of the first parking arc trajectory is located on the second boundary line.

[0063] S103, in response to determining that there is no first parking arc trajectory tangent to the central axis of the vehicle, determining a second parking arc trajectory having a tangent point to the first parking arc trajectory based on the parking starting point and the position data;

[0064] It should be noted that the reference Fig. 22 The vehicle center axis mentioned in this application represents the center axis of the vehicle in the front-to-rear direction. The center axis passes through the center point of the rear axle of the vehicle and the center point of the front axle of the vehicle, and the direction pointing to the front of the vehicle is the positive direction of the center axis, and the direction pointing to the parking space is the negative direction of the center axis.

[0065] In this step, if Figure 8-Figure 11 As shown in FIG. 1 , when there is a track tangent to the central axis of the vehicle among the multiple first parking arc tracks, the tangent point can be used as the parking inflection point to construct a track from the parking inflection point to the end point of the track, and the track can be directly output as the target track. That is, the vehicle can park back to the target parking space via a circular arc track. Figure 12-Figure 19 As shown, when there is no trajectory tangent to the central axis of the vehicle among the multiple first parking arc trajectories, it means that the vehicle cannot be parked in the parking space through one arc trajectory, and it is necessary to consider the posture data again, and determine another second parking arc trajectory that has a tangent point with the first parking arc trajectory based on the parking starting point and the posture data, that is, the vehicle may need to park in the parking space through two tangent arc trajectories.

[0066] S104: Output a concatenated trajectory of the first parking arc trajectory and the second parking arc trajectory as a target trajectory.

[0067] It should be noted that for the general situation where a vehicle is parked in a parking space in the vehicle coordinate system, such as Fig.10 As shown, the vehicle is parked at the starting point M and first moves along the vehicle centerline (such as Fig. 22The vehicle then drives a straight line in the positive or negative direction of the line L in the parking path to the parking turning point S (i.e., the MS segment, hereinafter referred to as the starting straight line trajectory), and then drives along the target trajectory to the end point R (i.e., the SR segment), and finally drives a straight line in the direction parallel to the lane line to the parking end point E (i.e., the RE segment, hereinafter referred to as the ending straight line trajectory). Thus, the complete parking trajectory determination process is as follows:

[0068] Based on the parking starting point and the target trajectory, the starting straight line trajectory and the ending straight line trajectory are determined, and the starting straight line trajectory, the target trajectory and the ending straight line trajectory are spliced ​​into a parking trajectory and output. The two ends of the target trajectory are the parking inflection point and the trajectory end point, respectively. The heading of the parking inflection point S is the same as the heading of the starting straight line trajectory (reference Fig.13 ) or vice versa (reference Fig.15 , Fig.17 , Fig.18 ), the heading of the end point of the trajectory is the same as the heading of the terminal straight line trajectory, that is, the starting straight line trajectory is tangent to the target trajectory at point S, and the target trajectory is tangent to the terminal straight line trajectory at point R.

[0069] The line connecting the parking start point and the parking inflection point is the starting straight line trajectory (i.e., MS segment), and the line connecting the trajectory end point and the parking end point (the parking end point may be a point with a preset distance from the trajectory end point, for example, the parking end point is a point 3m away from the trajectory end point) is the ending straight line trajectory (i.e., RE segment). The starting straight line trajectory, the target trajectory, and the ending straight line trajectory are spliced ​​together to determine the parking trajectory, which can be output and displayed on the vehicle screen.

[0070] In this embodiment, the end point of the trajectory is determined based on the target parking space, and multiple first parking arc trajectories are constructed based on the end point of the trajectory. When there is no first parking arc trajectory tangent to the central axis of the vehicle in the multiple first parking arc trajectories, it means that the current position of the vehicle cannot be parked in the parking space through an arc trajectory, and then a second parking arc trajectory with a tangent point to the first parking arc trajectory can be further determined based on the parking starting point and posture data. In this embodiment, when a splicing trajectory formed by at least two arcs is involved, the splicing point is the tangent point of two adjacent arc trajectories, and the splicing trajectory can be an S-shaped trajectory (i.e., the splicing point of the two arcs has the same heading, and can be smoothly spliced ​​and transitioned), or an arrow-shaped trajectory (i.e., the two arcs are at least partially symmetrical, and the headings of the splicing points are opposite). This embodiment uses a pure geometric algorithm to design a parking trajectory composed of two arc trajectories. Since the arc itself is smooth, and the splicing point is also formed by the splicing of two points on two adjacent arcs with the same or opposite headings, that is, the entire spliced ​​trajectory is also smooth or there is a reversing operation itself, which saves the step of trajectory smoothing, reduces the amount of calculation, shortens the parking trajectory planning time, and improves the user experience.

[0071] In some embodiments, the second parking arc trajectory having a tangent point with the first parking arc trajectory is determined based on the parking starting point and the posture data in S103, referring to Figure 2 ,include:

[0072] S201: In response to determining that the vehicle head direction is not parallel to a boundary line of the drivable area and the vehicle is close to a boundary line of the drivable area, determining a parking inflection point interval on the central axis in a direction away from the boundary line with a parking starting point as a starting point, wherein a plurality of parking inflection points are provided in the parking inflection point interval.

[0073] This step first determines the posture data of the vehicle, that is, the direction of the front of the vehicle and the position of the vehicle in the drivable area. The posture data has been described in the above embodiment and will not be repeated here. When the vehicle is close to a boundary line of the drivable area, if a parking inflection point interval is set on the central axis of the vehicle in the direction close to the boundary line, the generated second parking arc trajectory is likely to interfere with the boundary line, that is, it is difficult to pass the collision check. In other words, the effectiveness of the generated second parking arc trajectory will be very poor. Therefore, when the vehicle is close to a boundary line of the drivable area, the parking inflection point interval can be set on the central axis of the vehicle in the direction away from the boundary line. In this way, it can be ensured that the generated second parking arc trajectory is away from the boundary line, so as to increase the possibility of the second parking arc trajectory passing the collision check, that is, to improve the effectiveness of constructing the second parking arc trajectory.

[0074] S202: Based on at least one of the parking inflection points, construct a second parking arc trajectory on a side of the parking inflection point interval away from the target parking space, the second parking arc trajectory having a tangent point with the first parking arc trajectory.

[0075] Similarly, in order to further improve the effectiveness of constructing the second parking arc trajectory, for the scenario of parking in a vertical parking space or an oblique parking space, the first parking arc trajectory already exists on the side of the parking turning point interval close to the target parking space. If the second parking arc trajectory is constructed on this side, the probability of finding the intersection point of the two arc trajectories is relatively small. Therefore, the second parking arc trajectory can be constructed on the side of the parking turning point interval away from the target parking space, so that the intersection point of the first parking arc trajectory and the second parking arc trajectory can be found more quickly.

[0076] The construction process of the second parking arc trajectory is the same as the construction process of the first parking arc trajectory mentioned in the above embodiment, that is, multiple second parking arc trajectories can be determined based on a parking inflection point. The number of the multiple first parking arc trajectories and the multiple second parking arc trajectories can be the same or different, and the corresponding ellipse parameters and perfect circle parameters can be the same or different, which is not specifically limited.

[0077] This embodiment is intended to construct an effective second parking arc trajectory. The specific construction process of the second parking arc trajectory is similar to that of the first parking arc trajectory, that is, a positive arc or elliptical arc determined by the parking inflection point and the preset arc parameters or elliptical arc parameters. That is, if the parking inflection point is unknown, the position problem of the parking inflection point must be solved first. In general, a parking inflection point interval can be determined first, and then the parking inflection point can be determined from the parking inflection point interval. The parking inflection point interval is generally based on the parking starting point as the starting point, and a parking inflection point interval is determined in the positive or negative direction of the vehicle's central axis. In this embodiment, the parking inflection point interval is set on the vehicle's central axis in a direction away from the boundary line (a boundary line where the vehicle is close to the drivable area) to ensure that the generated second parking arc trajectory can be away from the boundary line, reduce the probability of failure of the collision check, and improve the effectiveness of the second parking arc trajectory. In addition, the purpose of constructing the second parking arc trajectory in this embodiment is to find the tangent point with the first parking arc trajectory. To this end, this embodiment also chooses to construct the second parking arc trajectory on the side of the parking turning point interval away from the target parking space, so as to find the tangent point between the first parking arc trajectory and the second parking arc trajectory more quickly, that is, to further improve the effectiveness of constructing the second parking arc trajectory.

[0078] The above embodiments mention how to construct the parking inflection point interval and the construction position of the constructed second parking arc trajectory relative to the parking inflection point interval. After the construction position is determined, since the heading of the parking inflection point can be the positive direction pointing to the center axis of the vehicle (i.e., the direction from the center axis of the vehicle to the front of the vehicle, also referred to as the second direction), or the negative direction pointing to the center axis of the vehicle (i.e., the direction from the center axis of the vehicle to the rear of the vehicle, also referred to as the first direction), the lengths of the second parking arc trajectory constructed in different directions are different, and the subsequent calculation amount for the trajectory points thereon will also be different. How to find a shorter and more effective second parking arc trajectory remains to be solved.

[0079] To solve the above problem, in some embodiments, in S202, based on at least one of the parking inflection points, a second parking arc trajectory is constructed on a side of the parking inflection point interval away from the target parking space, which has a tangent point with the first parking arc trajectory, with reference to Figure 3 , further comprising:

[0080] S301, in response to determining that the vehicle head direction points to the first boundary line, constructing a second parking arc trajectory in a first direction with the parking inflection point as a starting point and having a tangent point with the first parking arc trajectory;

[0081] After a lot of simulation tests, it was found that Figure 12-Figure 15When the vehicle head is pointing to the first boundary line of the drivable area away from the target parking space, the second parking arc trajectory and the first parking arc trajectory are more likely to be spliced ​​into an S-shaped trajectory. Therefore, in this step, the second parking arc trajectory is constructed with the parking inflection point as the starting point and in accordance with the preset positive arc parameters or elliptical arc parameters in the direction pointing to the rear of the vehicle from the center axis of the vehicle (i.e., the first direction) until it intersects with the first boundary line, i.e., the end point of the second parking arc trajectory is located on the first boundary line.

[0082] refer to Figure 4 , the S301 can be further described as:

[0083] S401, constructing a second parking arc trajectory in a first direction with one of the parking inflection points as a starting point;

[0084] S402, determining a plurality of first trajectory points on the first parking arc trajectory; determining a plurality of second trajectory points on the second parking arc trajectory;

[0085] S403, determining the headings of each of the first trajectory points and each of the second trajectory points;

[0086] S404: In response to determining that the first trajectory point and the second trajectory point have the same heading, the second parking arc trajectory is constructed.

[0087] For example, Fig.12 As shown, the direction of the front of the vehicle points to the first boundary line of the drivable area, then the second parking arc trajectory is constructed with the parking inflection point S as the starting point, in the direction from the center axis of the vehicle to the rear of the vehicle (i.e., the first direction), and a plurality of first trajectory points and a plurality of second trajectory points are determined on the first parking arc trajectory and the second parking arc trajectory respectively, and the headings of the first trajectory points and the second trajectory points are determined, and it is determined whether there are trajectory points with the same heading. If it is determined that the headings of the J point on the first parking arc trajectory and the J point on the second parking arc trajectory are the same, and the two J points themselves coincide, then the construction of the second parking arc trajectory is completed.

[0088] For example, Fig. 20 As shown, a plurality of first trajectory points can be determined on the first parking arc trajectory according to a preset step value by a point division method, and a plurality of second trajectory points can be determined on the second parking arc trajectory according to a preset step value.

[0089] S302: In response to determining that the vehicle head direction points to the second boundary line, constructing a second parking arc trajectory in a second direction with the parking inflection point as a starting point and having a tangent point with the first parking arc trajectory.

[0090] After a lot of simulation tests, it was found that Figure 16-Figure 19As shown, when the vehicle head is pointing to the second boundary line of the drivable area, the second parking arc trajectory and the first parking arc trajectory are more easily spliced ​​into an arrow-shaped trajectory (the two trajectories are partially symmetrical). Therefore, in this step, the second parking arc trajectory is constructed with the parking inflection point as the starting point and in accordance with the preset positive arc parameters or elliptical arc parameters in the direction of the vehicle center axis pointing to the vehicle head (i.e., the second direction, or the opposite direction of the first direction) until it intersects with the first boundary line, i.e., the end point of the second parking arc trajectory is located on the first boundary line.

[0091] refer to Figure 5 , the S302 can be further described as:

[0092] S501, constructing a second parking arc trajectory in a second direction with one of the parking inflection points as a starting point;

[0093] S502, determining a plurality of first trajectory points on the first parking arc trajectory; determining a plurality of second trajectory points on the second parking arc trajectory;

[0094] S503, determining the headings of each of the first trajectory points and each of the second trajectory points;

[0095] S504: In response to determining that the first trajectory point and the second trajectory point have opposite headings, the second parking arc trajectory is constructed.

[0096] For example, Fig.16 As shown, the front direction of the vehicle points to the first boundary line of the drivable area, then the second parking arc trajectory is constructed with the parking inflection point S as the starting point, in the direction of the vehicle center axis pointing to the front direction (i.e., the second direction), and multiple first trajectory points and multiple second trajectory points are determined on the first parking arc trajectory and the second parking arc trajectory respectively, and the headings of each of the first trajectory points and each of the second trajectory points are determined, and it is determined whether there are trajectory points with opposite headings. If it is determined that the headings of the J point on the first parking arc trajectory and the J point on the second parking arc trajectory are opposite, and the two J points themselves coincide, then the second parking arc trajectory is constructed. The J point in this step is the tangent point, which can also be called the shift point. When the vehicle is parked according to the target trajectory, it will shift gears at this shift point. Taking the rear end of the vehicle parking in the target parking space as an example, the vehicle will change from the forward gear to the reverse gear at the shift point.

[0097] This embodiment first determines which boundary line of the drivable area the vehicle head direction points to. When the vehicle head direction points to the first boundary line, the second parking arc trajectory is constructed from the parking inflection point as the starting point according to the preset positive arc parameters or elliptical arc parameters in the direction from the vehicle center axis to the vehicle tail, so as to form an S-shaped splicing trajectory with the first parking arc trajectory; when the vehicle head direction points to the second boundary line, the second parking arc trajectory is constructed from the parking inflection point as the starting point according to the preset positive arc parameters or elliptical arc parameters in the direction from the vehicle center axis to the vehicle head, so as to form an arrow-shaped splicing trajectory with the first parking arc trajectory. The second parking arc trajectory constructed in this way is shorter, and the shorter second parking arc trajectory is easier to determine the tangent point with the first parking arc trajectory, which is conducive to the rapid generation of the target trajectory.

[0098] The first parking arc trajectory and the second parking arc trajectory mentioned in the above embodiment have overlapping tangent points at the beginning of construction, that is, the points with the same heading on the two trajectories overlap. However, the situation where there is a distance between two points with the same heading on the two arc trajectories needs to be further solved.

[0099] To solve the above problem, in some embodiments, before the second parking arc trajectory is constructed in S404 or S504, refer to Figure 6 , also includes:

[0100] S601, in response to determining that the two trajectory points do not overlap, translating the first parking arc trajectory until the two trajectory points overlap;

[0101] S602, re-determining the end point of the first parking arc trajectory after translation;

[0102] S603, in response to the re-determined trajectory end point being located within the preset trajectory end point region, determining that the second parking arc trajectory is completed;

[0103] The trajectory end point area is determined based on the boundary line of the target parking space and the width of the vehicle. The method for determining the trajectory end point area has been mentioned in the above embodiment and will not be repeated in this embodiment.

[0104] For example, Fig. 20 As shown in FIG. 1 , the J1 point of the first parking arc trajectory and the J2 point of the second parking arc trajectory have the same heading. Fig.21 As shown, the J1 point of the first parking arc trajectory and the J2 point of the second parking arc trajectory have opposite headings, but there is a distance between the J1 point and the J2 point, and they do not coincide (whether they coincide can be determined based on the coordinates of the two trajectory points). In order to make the two points tangent, the first parking arc trajectory is moved until the J1 point coincides with the J2 point (as shown in FIG. Fig.21As shown, in order to make the RJ1 arc segment tangent to the SJ2 arc segment, RJ1 needs to be translated, and the dotted line R'J2 arc segment is formed after the translation. However, the end point of the first parking arc trajectory after the movement changes from point R to point R', but point R' has exceeded the trajectory end point area, so it cannot be determined that the second parking arc trajectory is completed, and it is necessary to iterate other parking inflection points within the parking inflection point interval and reconstruct a new second parking arc trajectory.

[0105] In this embodiment, when there is a distance between two points on the first parking arc trajectory and the second parking arc trajectory with the same or opposite headings, how to determine whether the second parking arc trajectory is completed is further limited. That is, when there is a distance between two trajectory points with the same or opposite headings, the first parking arc trajectory needs to be moved until the two trajectory points coincide (it needs to be ensured that the moving process is only a translation rather than a rotation), but the trajectory end point of the first parking arc trajectory after translation will inevitably change. If the trajectory end point is still located in the trajectory end point area, it is determined that the second parking arc trajectory is completed. If it is no longer located in the trajectory end point area, it is necessary to iterate another parking inflection point and construct a new second parking arc trajectory. In this embodiment, the trajectory end point of the first parking arc trajectory after translation is used as a marker point, and the marker point is first subjected to a region check of the trajectory end point area. The check process is simple and fast, and can quickly and accurately determine whether the second parking arc trajectory is completed and whether it can enter the subsequent target trajectory splicing and collision check process, which is conducive to saving the planning time of trajectory planning and improving user experience.

[0106] The second parking arc trajectory has been determined in the above embodiment, and the following embodiment further describes how to generate the target trajectory.

[0107] In some embodiments, the concatenation trajectory of the first parking arc trajectory and the second parking arc trajectory is output as the target trajectory in step S104. Figure 7 , further comprising:

[0108] S701, determining an arc segment between the parking inflection point and the tangent point on the first parking arc trajectory as a first arc segment to be checked;

[0109] S702, determining the arc segment between the tangent point and the end point of the trajectory on the second parking arc trajectory as the second arc segment to be checked;

[0110] S703: In response to determining that both the first arc segment to be checked and the second arc segment to be checked pass the collision check, outputting a concatenated trajectory of the first arc segment to be checked and the second arc segment to be checked as a target trajectory.

[0111] like Fig.19As shown, SJ is the first arc segment to be checked, and JR is the second arc segment to be checked, wherein the collision check process of the first arc segment to be checked is the same as that of the second arc segment to be checked. The first arc segment to be checked is used as an example for explanation below. Whether the first arc segment to be checked can pass the collision check is mainly determined by the vehicle boundary parking trajectory corresponding to the first arc segment to be checked. Specifically, the vehicle has left and right sides in the forward direction. Taking the vehicle with the main driver on the left and the co-driver on the right as an example, the boundary parking trajectory of the rear-parked vehicle includes the boundary parking trajectory on the co-driver side and the boundary parking trajectory on the main driver side. The boundary parking trajectory on the co-driver side, the boundary parking trajectory on the main driver side and the target trajectory are parallel trajectories. If the boundary parking trajectory of the vehicle overlaps with the boundary line of the obstacle, it means that the test verification has failed. If there is no overlap, it means that the collision verification has passed.

[0112] In addition, the above-mentioned collision check can also be used to determine the iteration order of the parking inflection point. If the parking trajectory of the passenger side boundary overlaps with the boundary line of the obstacle, the parking inflection point will be moved up in the vehicle coordinate system so that the new passenger side boundary parking trajectory can be away from the boundary line of the obstacle; if the driver side boundary parking trajectory overlaps with the boundary line of the obstacle, the parking inflection point will be moved down in the vehicle coordinate system so that the new driver side boundary parking trajectory can be away from the boundary line of the obstacle. The above-mentioned upward or downward movement of the parking inflection point is to keep the vehicle away from the obstacle, avoid the risk of collision, and maintain a reasonable distance from the obstacle. This process also determines the new iteration position through geometric relationships, which is simple and fast, and is conducive to iterating out the appropriate initial iteration inflection point as soon as possible and quickly generating the target splicing trajectory.

[0113] In some embodiments, in response to determining that there is a first parking arc trajectory tangent to the central axis of the vehicle, the first parking arc trajectory is output as the target trajectory.

[0114] like Figure 8-Figure 11 As shown, when there is a trajectory point tangent to the vehicle's center axis in the multiple first parking arc trajectories constructed by the trajectory end points, the tangent point can be determined as the parking inflection point S, and the rear axle center point M of the vehicle can travel to point S and enter the target parking space through the first parking arc trajectory.

[0115] Similarly, if the first parking arc trajectory has a trajectory point parallel to the vehicle's central axis, but there is a distance between the trajectory point and the central axis, the first parking arc trajectory is translated, and it is necessary to determine whether the trajectory end point of the first parking arc trajectory after the translation is located within the trajectory end point interval. Only when the trajectory end point is within the trajectory end point interval can the translated first parking arc trajectory be output as the target trajectory. In addition, the first parking arc trajectory also needs to be collided before being output as the target trajectory. Only the first parking arc trajectory that passes the collision check can be output as the target trajectory.

[0116] In addition, it should be noted that the overall concept of the present application is that when all the constructed first parking arc trajectories do not have a point tangent to the vehicle's central axis, it is necessary to determine a parking inflection point interval on the central axis, and construct a second parking arc trajectory based on at least one parking inflection point in the parking inflection point interval. When all the constructed second parking arc trajectories do not have a tangent point with all the first parking arc trajectories, or when the number of iterations of the parking inflection point reaches a preset upper limit, a conventional hybrid A* algorithm and RS curve planning algorithm can be used to construct a target trajectory to meet the user's parking trajectory planning needs.

[0117] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0118] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0119] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides an automatic parking trajectory planning device.

[0120] refer to Fig.23 , the automatic parking trajectory planning device comprises:

[0121] The acquisition module 901 is configured to acquire the parking starting point, target parking space and position data of the vehicle;

[0122] A first trajectory module 902 is configured to determine a trajectory end point based on a target parking space, and construct a plurality of first parking arc trajectories based on the trajectory end point;

[0123] The second trajectory module 903 is configured to determine, in response to determining that there is no first parking arc trajectory tangent to the center axis of the vehicle, a second parking arc trajectory having a tangent point with the first parking arc trajectory based on the parking starting point and the posture data;

[0124] The splicing module 904 is configured to output a spliced ​​trajectory of the first parking arc trajectory and the second parking arc trajectory as a target trajectory.

[0125] Further, the second trajectory module 903 is configured as follows:

[0126] In response to determining that the vehicle head direction is not parallel to a boundary line of the drivable area and the vehicle is close to a boundary line of the drivable area, a parking inflection point interval is determined on the central axis in a direction away from the boundary line with a parking starting point as a starting point, wherein a plurality of parking inflection points are provided in the parking inflection point interval;

[0127] Based on at least one of the parking inflection points, a second parking arc trajectory is constructed on a side of the parking inflection point interval away from the target parking space and having a tangent point with the first parking arc trajectory.

[0128] Further, the second trajectory module 903 is configured as follows:

[0129] In response to determining that the vehicle head direction points to the first boundary line, taking the parking inflection point as a starting point, constructing a second parking arc trajectory in a first direction that has a tangent point with the first parking arc trajectory;

[0130] In response to determining that the vehicle head direction points to the second boundary line, taking the parking inflection point as a starting point, constructing a second parking arc trajectory in a second direction that has a tangent point with the first parking arc trajectory;

[0131] The first direction is the direction from the center axis of the vehicle to the rear of the vehicle, the second direction is opposite to the first direction, and the end point of the second parking arc trajectory is located on the first boundary line.

[0132] Further, the second trajectory module 903 is configured as follows:

[0133] Taking the parking inflection point as a starting point, constructing a second parking arc trajectory in the first direction;

[0134] Determine a plurality of first trajectory points on the first parking arc trajectory; determine a plurality of second trajectory points on the second parking arc trajectory;

[0135] Determining the heading of each of the first trajectory points and each of the second trajectory points;

[0136] In response to determining that the first trajectory point and the second trajectory point have the same heading, the construction of the second parking arc trajectory is completed.

[0137] Further, the second trajectory module 903 is configured as follows:

[0138] Taking the parking inflection point as a starting point, constructing a second parking arc trajectory in a second direction;

[0139] Determine a plurality of first trajectory points on the first parking arc trajectory; determine a plurality of second trajectory points on the second parking arc trajectory;

[0140] Determining the heading of each of the first trajectory points and each of the second trajectory points;

[0141] In response to determining that the first trajectory point and the second trajectory point have opposite headings, the second parking arc trajectory is constructed.

[0142] Further, the second trajectory module 903 is configured as follows:

[0143] Obtain the trajectory point coordinates of the two trajectory points;

[0144] In response to determining that the trajectory point coordinates of the two trajectory points are different, translating the first parking arc trajectory until the two trajectory points overlap;

[0145] Re-determine the end point of the first parking arc trajectory after translation;

[0146] In response to the re-determined trajectory end point being located within the preset trajectory end point region, determining that the second parking arc trajectory is constructed;

[0147] The trajectory end point area is determined based on the boundary line of the target parking space and the width of the vehicle.

[0148] Further, the splicing module 904 is configured as follows:

[0149] Determine an arc segment between the parking inflection point and the tangent point on the first parking arc trajectory as a first arc segment to be verified;

[0150] Determine the arc segment between the tangent point and the end point of the trajectory on the second parking arc trajectory as the second arc segment to be checked;

[0151] In response to determining that both the first arc segment to be checked and the second arc segment to be checked pass the collision check, a concatenated trajectory of the first arc segment to be checked and the second arc segment to be checked is output as a target trajectory.

[0152] Further, the second trajectory module 903 is configured as follows:

[0153] In response to determining that there is a first parking arc trajectory tangential to the vehicle center axis, the first parking arc trajectory is output as a target trajectory.

[0154] The system of the above embodiment is used to implement the corresponding automatic parking trajectory planning method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0155] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the automatic parking trajectory planning method described in any of the above embodiments is implemented.

[0156] Fig.24 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0157] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0158] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0159] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0160] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WFI, Bluetooth, etc.).

[0161] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0162] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0163] The electronic device of the above embodiment is used to implement the corresponding automatic parking trajectory planning method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0164] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the automatic parking trajectory planning method described in any of the above embodiments.

[0165] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be achieved by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static access memory (SRAM), dynamic access memory (DRAM), other types of access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0166] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the automatic parking trajectory planning method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0167] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0168] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0169] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0170] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0171] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0172] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power / ground connections to the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device may be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0173] Although the present application has been described in conjunction with specific embodiments of the present application, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0174] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. An automatic parking trajectory planning method, characterized in that: include: Obtain the vehicle's parking starting point, target parking space and position data; Determining a trajectory end point based on a target parking space, and constructing a plurality of first parking arc trajectories based on the trajectory end point; In response to determining that there is no first parking arc trajectory tangent to the center axis of the vehicle, determining a second parking arc trajectory having a tangent point to the first parking arc trajectory based on the parking starting point and the position data; Outputting a concatenated trajectory of the first parking arc trajectory and the second parking arc trajectory as a target trajectory; The position data includes the position of the vehicle in the drivable area and the direction of the vehicle head; The determining, based on the parking starting point and the position and posture data, of a second parking arc trajectory having a tangent point with the first parking arc trajectory comprises: In response to determining that the vehicle head direction is not parallel to a boundary line of the drivable area and the vehicle is close to a boundary line of the drivable area, a parking inflection point interval is determined on the central axis in a direction away from the boundary line with a parking starting point as a starting point, wherein a plurality of parking inflection points are provided in the parking inflection point interval; Based on at least one of the parking inflection points, constructing a second parking arc trajectory at a side of the parking inflection point interval away from the target parking space and having a tangent point with the first parking arc trajectory; Wherein, the drivable area includes a first boundary line away from the target parking space and a second boundary line close to the target parking space; The step of constructing a second parking arc trajectory having a tangent point with the first parking arc trajectory on a side of the parking arc interval away from the target parking space based on at least one parking inflection point comprises: In response to determining that the vehicle head direction points to the first boundary line, taking the parking inflection point as a starting point, constructing a second parking arc trajectory in a first direction that has a tangent point with the first parking arc trajectory; In response to determining that the vehicle head direction points to the second boundary line, taking the parking inflection point as a starting point, constructing a second parking arc trajectory in a second direction that has a tangent point with the first parking arc trajectory; The first direction is the direction from the center axis of the vehicle to the rear of the vehicle, the second direction is opposite to the first direction, and the end point of the second parking arc track is located on the first boundary line; The step of taking the parking inflection point as a starting point and constructing a second parking arc trajectory in a first direction and having a tangent point with the first parking arc trajectory comprises: Taking the parking inflection point as a starting point, constructing a second parking arc trajectory in the first direction; Determine a plurality of first trajectory points on the first parking arc trajectory; determine a plurality of second trajectory points on the second parking arc trajectory; Determining the heading of each of the first trajectory points and each of the second trajectory points; In response to determining that the first trajectory point and the second trajectory point have the same heading, the second parking arc trajectory is constructed; The step of taking the parking inflection point as a starting point and constructing a second parking arc trajectory in a second direction and having a tangent point with the first parking arc trajectory comprises: Taking the parking inflection point as a starting point, constructing a second parking arc trajectory in a second direction; Determine a plurality of first trajectory points on the first parking arc trajectory; determine a plurality of second trajectory points on the second parking arc trajectory; Determining the heading of each of the first trajectory points and each of the second trajectory points; In response to determining that the first trajectory point and the second trajectory point have opposite headings, the second parking arc trajectory is constructed; The step of constructing a plurality of first parking arc trajectories based on the trajectory end points includes: Acquiring a minimum turning radius of the vehicle, and determining a maximum turning curvature based on the minimum turning radius; A first parking arc trajectory passing through the trajectory end point is constructed based on pre-stored perfect circle parameters, ellipse parameters and the maximum turning curvature.

2. The method according to claim 1, characterized in that: Before the second parking arc trajectory is constructed, the method further includes: Obtain the trajectory point coordinates of the two trajectory points; In response to determining that the trajectory point coordinates of the two trajectory points are different, translating the first parking arc trajectory until the two trajectory points overlap; Re-determine the end point of the first parking arc trajectory after translation; In response to the re-determined trajectory end point being located within the preset trajectory end point region, determining that the second parking arc trajectory is constructed; The trajectory end point area is determined based on the boundary line of the target parking space and the width of the vehicle.

3. The method according to claim 1, characterized in that The step of outputting a concatenated trajectory of the first parking arc trajectory and the second parking arc trajectory as a target trajectory comprises: Determine an arc segment between the parking inflection point and the tangent point on the first parking arc trajectory as a first arc segment to be verified; Determine the arc segment between the tangent point and the end point of the trajectory on the second parking arc trajectory as the second arc segment to be checked; In response to determining that both the first arc segment to be checked and the second arc segment to be checked pass the collision check, a concatenated trajectory of the first arc segment to be checked and the second arc segment to be checked is output as a target trajectory.

4. The method according to claim 1, characterized in that: Also includes: In response to determining that there is a first parking arc trajectory tangential to the vehicle center axis, the first parking arc trajectory is output as a target trajectory.

5. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 4 is implemented.

6. A vehicle, characterized in that: The vehicle comprises the electronic device as claimed in claim 5.

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