A Parking Path Planning Method, Device, Equipment and Medium for a Split-Type Vehicle

Abstract

An embodiment of the present application provides a parking path planning method, device, equipment and medium for a split vehicle. This method can be applied to scenarios such as ports, highways, ports, mines, logistics transportation or urban traffic. The method includes: determining a starting point and a target point for the split vehicle to park on a pre-established parking scenario coordinate system; determining a first path between the starting point and the target point; calculating the trailer heading angle and the articulation angle corresponding to each trajectory point on the first path according to the leading vehicle heading angle and the trailer heading angle at the starting point, where the articulation angle is the difference between the trailer heading angle and the leading vehicle heading angle; determining the target parking path of the split vehicle according to the trailer heading angle and the articulation angle. Through this method, the finally obtained target parking path can be adapted to the structure of the split vehicle, so that when the split vehicle reaches the parking position according to the target parking path, the trailer can be straightened, meeting the parking specifications.

Description

Technical Field

[0001] This application belongs to the field of autonomous driving, and particularly relates to a parking path planning method, device, equipment and medium for a split vehicle, which can be applied to scenarios such as ports, highways, logistics, mines, closed parks, or urban traffic. Background Art

[0002] In recent years, with the development of autonomous driving technology, autonomous driving vehicles have been put into operation in scenarios such as ports and highways. In these scenarios, autonomous driving vehicles also need to have the function of autonomous parking on open roads such as parking lots to improve the entire autonomous driving system.

[0003] When an autonomous driving vehicle parks autonomously, first, the autonomous driving vehicle stays at the starting point of parking and selects the autonomous parking function on the vehicle. Then, the parking path planning device of the autonomous driving vehicle obtains the starting point and the parking point of parking, and uses the reeds-shepp curve to generate a parking path between the starting point and the parking point. After that, collision detection is performed on the generated parking path. If there is no collision, the parking path is output so that the autonomous driving vehicle can park according to the parking path. However, different from the body of a compact civilian car, a split vehicle such as a truck is divided into a tractor head and a trailer, and the two are connected by a kingpin of the head vehicle, so that there will be a certain angle between the head vehicle and the trailer of the vehicle during driving. When a split vehicle uses the existing technology for autonomous parking, when the vehicle reaches the parking point according to the parking path, the trailer of the vehicle may not be straightened and may still have a large angle with the head vehicle. This parking state not only does not meet the parking specifications but may also pose a parking risk. Summary of the Invention

[0004] Embodiments of this application provide a parking path planning method, device, equipment and medium for a split vehicle to solve the technical problem that there is a large angle between the head vehicle and the trailer when the split vehicle parks autonomously.

[0005] In a first aspect, this application provides a parking path planning method for a split vehicle. The split vehicle includes a trailer and a head vehicle that drives the trailer, and includes:

[0006] On a pre-established parking scenario coordinate system, determine the starting point and the target point of the split vehicle for parking;

[0007] Determine a first path between the starting point and the target point;

[0008] According to the head vehicle heading angle and the trailer heading angle of the starting point, calculate the trailer heading angle and the articulation angle corresponding to each trajectory point on the first path, where the articulation angle is the difference between the trailer heading angle and the head vehicle heading angle;

[0009] Determine the target parking path of the split vehicle according to the trailer heading angle and the articulation angle.

[0010] In this embodiment, after determining the first path between the starting point and the target point, the target parking path in the first path is determined according to the trailer heading angle and the articulation angle corresponding to the trajectory points on each path. By using the trailer heading angle and the articulation angle to constrain and limit the path, the finally obtained target parking path can be adapted to the structure of the split vehicle, so that when the split vehicle reaches the parking position according to the target parking path, the trailer can be straightened, meeting the parking specifications and avoiding potential parking hazards caused by a large angle between the head vehicle and the trailer.

[0011] In a possible implementation manner, the determining the target parking path of the split vehicle according to the trailer heading angle and the articulation angle specifically includes:

[0012] Sort the first path in ascending order of length to generate a first path sequence;

[0013] Successively determine whether there is a second path in the first path sequence where the articulation angle corresponding to each trajectory point is less than the articulation angle threshold;

[0014] If so, determine the target parking path of the split vehicle according to the trailer heading angle;

[0015] If not, determine the target test point of the starting point according to the preset step size and the loss value, and use the target test point as the new starting point to re - execute the step of determining the first path between the starting point and the target point until the target parking path of the split vehicle is determined.

[0016] In this embodiment, after determining the first path between the starting point and the target point and sorting it, it can be first determined whether there is a second path in the first path sequence where the articulation angle corresponding to each trajectory point is less than the articulation angle threshold, that is, whether the articulation angle constraint is satisfied. If it exists, it can be further determined whether the trailer heading angle corresponding to each trajectory point on the second path is less than the heading angle threshold, that is, whether the trailer heading angle constraint is satisfied. If the trailer heading angle constraint is satisfied, collision detection can be continued for the second path. If there is no collision between the second path and the obstacle, the second path is the target parking path. Through such a setting, the finally obtained target parking path can meet the preset constraint conditions and collision detection.

[0017] In a possible implementation manner, the determining the target parking path of the split vehicle according to the trailer heading angle specifically includes:

[0018] Determine whether the trailer heading angles corresponding to the trajectory points on the second path are all less than the heading angle threshold;

[0019] If so, perform a collision detection on the second path to determine the target parking path of the split vehicle;

[0020] If not, continue to execute the step of sequentially determining whether there is a second path in the first path sequence where the articulation angles corresponding to the trajectory points are all less than the articulation angle threshold.

[0021] In this embodiment, by determining whether the trailer heading angles corresponding to the trajectory points on the second path are all less than the heading angle threshold, that is, whether the preset trailer heading angle constraint is satisfied, the trailer heading angle of the target parking path is constrained, so that the finally obtained target parking path can meet the preset trailer heading angle constraint. By restricting the trailer heading angle, the trailer heading angle of the split vehicle when it is at the target point can be restricted within a certain range, so that the trailer can be straightened.

[0022] In a possible implementation manner, the performing a collision detection on the second path to determine the target parking path of the split vehicle specifically includes:

[0023] Determine the position information of the obstacles whose distance from the second path is less than the preset distance;

[0024] Determine whether there is a collision between the split vehicle and the obstacle according to the position information of the obstacle and the geometric shape of the split vehicle;

[0025] If so, continue to execute the step of sequentially determining whether there is a second path in the first path sequence where the articulation angles corresponding to the trajectory points are all less than the articulation angle threshold;

[0026] If not, determine the target parking path of the split vehicle according to the second path.

[0027] In this embodiment, when performing a collision detection on the second path, the position information of the obstacles that may pose a collision risk to the vehicle on the second path can be determined first, and then it can be simply and accurately determined whether there is a collision between the split vehicle and the obstacle according to the position information of the obstacle and the geometric shape of the split vehicle.

[0028] In a possible implementation manner, the determining the target test point of the starting point according to the preset step length and the loss value specifically includes:

[0029] Determine the initial test point of the starting point according to the preset step length and the front wheel steering angles of the leading vehicle, and there are multiple front wheel steering angles of the leading vehicle;

[0030] Obtain the status information of the split vehicle at each initial point to be measured. The status information includes the length of the path the split vehicle has traveled, the amplitude of the steering angle of the split vehicle's steering wheel, the increment of the steering angle amplitude, the switching frequency of the split vehicle's gear, the distance from the target point, the articulation angle, and the steering of the steering wheel.

[0031] Determine the sub-loss values corresponding to the status information of each initial point to be measured according to the corresponding relationship between the preset status information and the sub-loss values.

[0032] Perform a summation calculation on the sub-loss values corresponding to each of the initial points to be measured to determine the loss values of each initial point to be measured.

[0033] Determine the target point to be measured according to the initial point to be measured with the smallest loss value.

[0034] In this embodiment, by setting a series of front-wheel deflection angles of the leading vehicle, a series of adjacent points around the starting point, that is, the initial points to be measured, can be determined according to the preset step length and the front-wheel deflection angle of the leading vehicle. Then, by calculating the loss values of each initial point to be measured, the target point to be measured with the smallest loss value can be simply and accurately determined. Further, by adding the articulation angle and the steering of the steering wheel to the status information to limit the size of the articulation angle and the driving posture, the initial points to be measured with a large articulation angle or incorrect steering of the steering wheel are excluded, improving the efficiency of obtaining the target point to be measured with the smallest loss value from a series of initial points to be measured.

[0035] In a possible implementation manner, the determination of the initial points to be measured of the starting point according to the preset step length and the front-wheel deflection angle of the leading vehicle specifically includes:

[0036] Determine the abscissa of the initial point to be measured according to the preset step length, the abscissa of the starting point, and the heading angle of the leading vehicle at the starting point.

[0037] Determine the ordinate of the initial point to be measured according to the preset step length, the ordinate of the starting point, and the heading angle of the leading vehicle at the starting point.

[0038] Determine the heading angle of the leading vehicle of the initial point to be measured according to the preset step length, the heading angle of the leading vehicle at the starting point, the wheelbase of the leading vehicle, and the front-wheel deflection angle.

[0039] Determine the heading angle of the trailer of the initial point to be measured according to the preset step length, the heading angle of the leading vehicle at the starting point, the heading angle of the trailer at the starting point, and the wheelbase of the trailer.

[0040] In this embodiment, the position coordinates can be first calculated according to the preset step length, the coordinates of the starting point, and the heading angle of the leading vehicle at the starting point; the heading angle of the leading vehicle can be calculated according to the preset step length, the heading angle of the leading vehicle at the starting point, the wheelbase of the leading vehicle, and the front wheel steering angle of the leading vehicle; the heading angle of the trailer can be calculated according to the preset step length, the heading angle of the leading vehicle at the starting point, the heading angle of the trailer at the starting point, and the wheelbase of the trailer. After calculating the position coordinates, the heading angle of the leading vehicle, and the heading angle of the trailer, the initial measurement point of the starting point can be simply and accurately determined based on these three items.

[0041] In a possible implementation manner, calculating the heading angle of the trailer and the articulation angle corresponding to each trajectory point on the first path according to the heading angle of the leading vehicle and the heading angle of the trailer at the starting point specifically includes:

[0042] Determining the heading angle of the leading vehicle corresponding to each trajectory point according to the angle between the tangent direction of each trajectory point on the first path and the horizontal axis;

[0043] Determining the heading angle of the trailer corresponding to each trajectory point according to the preset step length, the wheelbase of the trailer, the heading angle of the leading vehicle corresponding to each trajectory point, the heading angle of the leading vehicle at the starting point, and the heading angle of the trailer;

[0044] Determining the articulation angle corresponding to each trajectory point according to the difference between the heading angle of the leading vehicle and the heading angle of the trailer corresponding to each trajectory point.

[0045] In this embodiment, when the first path, that is, the curve, is known, the tangents of each trajectory point on the first path can be obtained, so that the angle between the tangent of each trajectory point and the horizontal axis of the coordinate system can be calculated, that is, the heading angle of the leading vehicle corresponding to each trajectory point. After establishing the parking scenario coordinate system and determining the starting point, the heading angle of the leading vehicle and the heading angle of the trailer at the starting point can be obtained accordingly and can be considered as known. When the preset step length, the wheelbase of the trailer, the heading angle of the leading vehicle at the starting point, the heading angle of the trailer, and the heading angle of the leading vehicle corresponding to each trajectory point are known, the heading angle of the trailer corresponding to each trajectory point can be simply and accurately calculated based on this. When the heading angle of the leading vehicle and the heading angle of the trailer corresponding to each trajectory point are known, the articulation angle corresponding to each trajectory point can be simply and accurately calculated based on this.

[0046] In a second aspect, the present application provides a parking path planning device for a split vehicle, including:

[0047] A position determination module, configured to determine a starting point and a target point for parking the split vehicle on a pre-established parking scenario coordinate system;

[0048] A path generation module, configured to determine a first path between the starting point and the target point;

[0049] An angle calculation module, configured to calculate the trailer heading angle and the articulation angle corresponding to each trajectory point on the first path according to the leading vehicle heading angle and the trailer heading angle of the starting point, where the articulation angle is the difference between the trailer heading angle and the leading vehicle heading angle;

[0050] A path determination module, configured to determine the target parking path of the split vehicle according to the trailer heading angle and the articulation angle.

[0051] In a possible implementation manner, the path planning device is used to implement the first aspect or any possible implementation manner in the first aspect.

[0052] In a third aspect, the present application provides a parking path planning device for a split vehicle, including: a processor, and a memory communicatively connected to the processor;

[0053] The memory stores computer-executable instructions;

[0054] The processor executes the computer-executable instructions stored in the memory to implement the above method.

[0055] In a fourth aspect, the present application provides a computer-readable storage medium, in which computer-executable instructions are stored, and when the computer-executable instructions are executed by a processor, they are used to implement the above method.

[0056] In a fifth aspect, the present application provides a computer program product, including a computer program, and when the computer program is executed by a processor, it implements the above method. Description of the Drawings

[0057] Figure 1 It is a schematic diagram of the process of autonomous parking for a split vehicle;

[0058] Figure 2 It is a schematic diagram of the autonomous parking process according to an embodiment of the present application;

[0059] Figure 3 It is a flowchart of the parking path planning method for a split vehicle according to an embodiment of the present application;

[0060] Figure 4 It is a flowchart of the parking path planning method for a split vehicle according to another embodiment of the present application;

[0061] Figure 5 It is a schematic diagram of the maximum allowable articulation angle;

[0062] Figure 6 It is a schematic diagram of the trailer heading;

[0063] Figure 7 It is a schematic diagram of the heading of the initial measurement point generated according to the front wheel deflection angle of the leading vehicle;

[0064] Figure 8 Schematic diagram of the vehicle heading for the target point to be measured;

[0065] Figure 9 Schematic diagram of the structure of the parking path planning device for a split vehicle according to an embodiment of the present application;

[0066] Figure 10 Schematic diagram of the structure of the parking path planning device for a split vehicle according to an embodiment of the present application.

[0067] Reference numerals: 1, leading vehicle; 2, trailer; 91, position determination module; 92, path generation module; 93, angle calculation module; 94, path determination module. Detailed implementation manners

[0068] Here, the exemplary embodiments will be described in detail, and the examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0069] First, the terms involved in the present application will be explained:

[0070] The heading angle refers to the angle between the vehicle centroid velocity and the horizontal axis in the ground coordinate system.

[0071] The parking path planning method for a split vehicle according to an embodiment of the present application can be applied to scenarios such as ports, highways, logistics, mines, ports, closed parks, or urban traffic. As long as it involves the scenario of autonomous parking of split vehicles, the parking path planning method for split vehicles of the present application can be applied.

[0072] When an autonomous vehicle parks autonomously, first, the autonomous vehicle stays at the starting point of parking and selects the autonomous parking function on the vehicle. Then, the parking path planning device of the autonomous vehicle obtains the starting point and the parking point of parking, and uses the reeds-shepp curve in the Hybrid A Star algorithm model to generate the parking path between the starting point and the parking point. After that, the parking path planning device will perform a collision detection on the generated parking path. If there is no collision, it will output the parking path so that the autonomous vehicle can park according to the parking path. If there is a collision, the parking path planning device will expand a path node with a step length around the starting point based on the kinematics principle of a four-wheel vehicle, and use the points in the expanded nodes as new starting points to generate the parking path between the starting point and the parking point again. This iteration is performed until a parking path without collision is detected.

[0073] However, different from the body of a compact civilian car, a split vehicle such as a truck is divided into a tractor head and a trailer. The two are connected by a kingpin on the tractor head, resulting in a certain angle between the tractor head and the trailer of the vehicle during driving, especially when turning. Figure 1 It is a schematic diagram of the process of autonomous parking for a split vehicle. As Figure 1 shown, path a and path b represent the parking paths planned according to the plan. 1 represents the tractor head of the split vehicle, and 2 represents the trailer of the split vehicle. Figure 1 In it, (1) represents the state of the vehicle at the starting point; (2) represents the state of the vehicle driving along path a to the intersection of path a and path b; (3) represents the state of the vehicle driving along path b to the parking point. From Figure 1 in (3), it can be seen that when the split vehicle reaches the parking point according to the planned parking path, there is a large angle between the tractor head 1 and the trailer 2, and the trailer 2 is not straightened. This parking state not only does not meet the parking specifications but may also pose a parking risk.

[0074] The parking path planning method for the split vehicle provided by this application aims to solve the above technical problems. After determining the first path between the starting point and the target point by using the RS geometric algorithm, the method can determine the target parking path in the first path according to the trailer heading angle and the articulation angle corresponding to the trajectory points on each path. By using the trailer heading angle and the articulation angle to constrain and limit the path, the finally obtained target parking path can be adapted to the structure of the split vehicle, so that when the split vehicle reaches the parking position according to the target parking path, the trailer can be straightened, meeting the parking specifications and avoiding potential parking hazards caused by a large angle between the tractor head and the trailer.

[0075] The technical solution of this application and how the technical solution of this application solves the above technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will be described below in conjunction with the accompanying drawings.

[0076] Figure 2 It is a schematic diagram of the autonomous parking process of an embodiment of this application. As Figure 2 shown, path f, path j, and path h represent the parking paths planned by the parking path planning device. The parking path planning device is loaded with the parking path planning method for the split vehicle of an embodiment of this application. Figure 2 In it, 1 represents the tractor head of the split vehicle, and 2 represents the trailer of the split vehicle. Figure 2(1) represents the state where the vehicle is at the starting point; (2) represents the state where the vehicle travels along path f to the intersection of path f and path j; (3) represents the state where the vehicle travels along path j to the intersection of path j and path h; (4) represents the state where the vehicle travels along path h to the parking point. From Figure 2 As can be seen from (4) above, when the split vehicle reaches the parking point according to the parking path planned by the parking path planning device, the trailer of the split vehicle can be straightened, meeting the parking specifications and avoiding potential parking hazards caused by a large angle between the leading vehicle and the trailer.

[0077] Embodiment 1

[0078] Figure 3 FIG. is a flowchart of a parking path planning method for a split vehicle provided by an embodiment of the present application. The execution subject of the parking path planning method for the split vehicle provided by the embodiment of the present application can be a parking path planning device or a split vehicle integrated with a parking path planning device (abbreviation: split vehicle). In this embodiment, the execution subject is a split vehicle to illustrate the parking path planning method for the split vehicle. In this embodiment, the split vehicle includes a trailer and a leading vehicle that drives the trailer. As Figure 3 shown, the parking path planning method for the split vehicle may include the following steps:

[0079] S101: On a pre-established parking scenario coordinate system, determine the starting point and the target point for the split vehicle to park.

[0080] In this embodiment, the parking scenario coordinate system is used to determine the starting point and the target point of the parking path. Among them, the starting point of the parking path can be determined according to the current position automatically located by the GPS positioning module in the split vehicle, that is, the starting point of the parking path is the current position point of the target vehicle. The target point of the parking path can be determined according to the location of the target destination that the split vehicle is to reach, that is, the target point of the parking path is the position point where the target parking space of the split vehicle is located.

[0081] Of course, in order to more accurately determine the starting point and the target point of the parking path, in this embodiment, the connection position point between the leading vehicle and the trailer corresponding to the current position point of the split vehicle can be used as the starting point, and the geometric center point of the position point of the target parking space that the target vehicle is to reach can be used as the target point.

[0082] In the actual operation process, the target point can also be determined in other ways. For example, the user can directly manually click on the parking scenario coordinate system to determine the coordinate point and use this coordinate point as the coordinate of the target point.

[0083] S102: Determine the first path between the starting point and the target point.

[0084] In this embodiment, after determining the starting point and the target point of the split vehicle parking, exemplarily, the RS geometric algorithm in the Hybrid A Star algorithm model, that is, the reeds-shepp curve, can be used to generate a possible first path between the starting point and the target point.

[0085] The RS geometric algorithm refers to a route planning method based on geometric algorithm in the Hybrid A Star algorithm model, which can quickly plan the path from the starting point to the end point (i.e., the target point), and is also called the reeds-shepp curve.

[0086] The reeds-shepp curve generally consists of two arcs and a straight line. The two arcs are respectively part of the curves of circles with the starting point and the target point as the centers and a certain radius. A straight line connects these two arcs to generate the connecting line between the starting point and the target point, that is, the first path. The directions of the two arcs can be determined by the steering of the vehicle, and the radii of the circles where the two arcs are located can be determined by the minimum turning radius, gear, etc. of the vehicle. After randomly combining all possibilities of these two arcs and a straight line, usually 48 curves can be generated, and these 48 curves are all possible paths from the starting point to the target point. Then, these 48 curves can be traversed, and the target parking path can be found according to the pre-defined conditions.

[0087] In this embodiment, the existing RS geometric algorithm can be used to determine the first path between the starting point and the target point, which will not be elaborated here.

[0088] S103: Calculate the trailer heading angle and the articulation angle corresponding to each trajectory point on the first path according to the leading vehicle heading angle and the trailer heading angle of the starting point, where the articulation angle is the difference between the trailer heading angle and the leading vehicle heading angle.

[0089] In this embodiment, the leading vehicle heading angle can be considered as the heading angle of the split vehicle, indicating the driving direction of the vehicle, and the trailer heading angle indicates the driving direction of the trailer. Since the leading vehicle and the trailer of the vehicle are connected by the kingpin of the leading vehicle, that is, they are hinged, there will be a slight difference in the driving directions, that is, the heading angles, between the leading vehicle and the trailer during the driving of the vehicle, especially when turning. In order to make the trailer straighten when the vehicle reaches the target point, it is necessary to make the leading vehicle heading angle and the trailer heading angle of the vehicle at this position point the same or have a small difference, that is, the articulation angle between the leading vehicle and the trailer is small. Therefore, after generating the path, it is necessary to calculate the trailer heading angle and the articulation angle corresponding to each trajectory point in the path, so as to select the target path that meets the limited conditions according to the trailer heading angle and the articulation angle subsequently.

[0090] In a possible implementation manner, calculating the trailer heading angle and the articulation angle corresponding to each trajectory point on the first path according to the leading vehicle heading angle and the trailer heading angle at the starting point in step S103 above may include: determining the leading vehicle heading angle corresponding to each trajectory point according to the included angle between the tangent direction of each trajectory point on the first path and the horizontal axis; determining the trailer heading angle corresponding to each trajectory point according to the preset step length, the trailer wheelbase, the leading vehicle heading angle corresponding to each trajectory point, the leading vehicle heading angle at the starting point, and the trailer heading angle; and determining the articulation angle corresponding to each trajectory point according to the difference between the leading vehicle heading angle and the trailer heading angle corresponding to each trajectory point.

[0091] In a specific implementation manner, the trailer heading angle and the articulation angle corresponding to each trajectory point on each first path can be calculated using the following formulas (1) and (2):

[0092]

[0093] where α n represents the trailer heading angle corresponding to the nth trajectory point, Δs represents the preset step length, β n represents the leading vehicle heading angle corresponding to the nth trajectory point, and the leading vehicle heading angle corresponding to the nth trajectory point is the included angle between the tangent direction of the nth trajectory point and the horizontal axis; when n - 1 = 0, β n-1 represents the leading vehicle heading angle at the starting point, and α n-1 represents the trailer heading angle at the starting point; γ n represents the articulation angle corresponding to the nth trajectory point; and L represents the trailer wheelbase.

[0094] In this implementation manner, when the first path, that is, the curve, is known, the tangents of each trajectory point on the first path can be obtained, and thus the included angle between the tangent of each trajectory point and the horizontal axis of the coordinate system, that is, the leading vehicle heading angle corresponding to each trajectory point, can be calculated. After establishing the parking scenario coordinate system and determining the starting point, the leading vehicle heading angle and the trailer heading angle at the starting point can be obtained accordingly and can be considered known. When the preset step length, the trailer wheelbase, the leading vehicle heading angle and the trailer heading angle at the starting point, and the leading vehicle heading angle corresponding to each trajectory point are known, the trailer heading angle corresponding to each trajectory point can be simply and accurately calculated according to the above formula (1). When the leading vehicle heading angle and the trailer heading angle corresponding to each trajectory point are known, the articulation angle corresponding to each trajectory point can be simply and accurately calculated according to the above formula (2).

[0095] In this implementation manner, those skilled in the art can flexibly set the preset step length according to the actual situation. For example, the preset step length can be 0.5 m or 0.6 m, and no limitation is made here.

[0096] S104: Determine the target parking path of the split vehicle based on the trailer heading angle and the articulation angle.

[0097] In this embodiment, for the specific implementation of determining the target parking path of the split vehicle based on the trailer heading angle and the articulation angle, please refer to Embodiment 2 for details.

[0098] In this embodiment, after calculating the trailer heading angle and the articulation angle corresponding to each trajectory point on each first path through the above step S103, the target parking path of the split vehicle can be determined according to the preset trailer heading angle constraint and the articulation angle constraint, so that the trailer can be straightened after the split vehicle reaches the target point according to the target parking path.

[0099] In this embodiment, after determining the first path between the starting point and the target point, the target parking path in the first path can be determined according to the trailer heading angle and the articulation angle corresponding to the trajectory points on each path. By using the trailer heading angle and the articulation angle to constrain and limit the path, the finally obtained target parking path can be adapted to the structure of the split vehicle, so that the trailer can be straightened when the split vehicle reaches the parking position according to the target parking path, meeting the parking specifications and avoiding potential parking hazards caused by a large angle between the leading vehicle and the trailer.

[0100] The following uses Embodiment 2 to elaborate in detail on the specific implementation of step S104 in Embodiment 1 above, which is to determine the target parking path of the split vehicle based on the trailer heading angle and the articulation angle.

[0101] Embodiment 2

[0102] Figure 4 is a flowchart of a parking path planning method for a split vehicle provided in an embodiment of the present application. The execution subject of the parking path planning method for the split vehicle provided in the embodiment of the present application can be a parking path planning device, or a split vehicle integrated with a parking path planning device. In this embodiment, the split vehicle includes a trailer capable of accommodating items and a leading vehicle that drives the trailer. As Figure 4 shown, the parking path planning method for the split vehicle may include the following steps:

[0103] S201: Sort the first paths in ascending order of length to generate a first path sequence.

[0104] In this embodiment, after determining the first path between the starting point and the target point, the first paths can be sorted in ascending order of length, so that each first path can be traversed in ascending order of length later to obtain the target parking path that satisfies the preset trailer heading angle constraint and articulation angle constraint in the first paths.

[0105] In this embodiment, the smaller the length of the first path, the smaller the loss value. Therefore, the first paths can be traversed in ascending order of length, so that the loss value of the target parking path that satisfies the preset constraint conditions obtained by traversing is the smallest.

[0106] S202: Determine in turn whether there is a second path in the first path sequence where the articulation angles corresponding to each trajectory point are all less than the articulation angle threshold.

[0107] S203: If so, determine the target parking path of the split vehicle according to the trailer heading angle.

[0108] In this embodiment, if it is found during traversal that the articulation angles corresponding to each trajectory point of a certain first path are all less than the articulation angle threshold, then this path satisfies the preset articulation angle constraint, and this path can be used as the second path for subsequent constraint condition judgment. If it is found during traversal that the articulation angles corresponding to each trajectory point of a certain first path are all less than the articulation angle threshold, then this path satisfies the preset articulation angle constraint, and this path is used as the second path for subsequent constraint condition judgment. If it is found during traversal that there is a trajectory point on a certain first path whose corresponding articulation angle is not less than the articulation angle threshold, then this path is not considered, and the traversal of the remaining first path sequence continues.

[0109] In a possible implementation manner, the above step S203 of determining the target parking path of the split vehicle according to the trailer heading angle may include:

[0110] S2031: Judge whether the trailer heading angles corresponding to each trajectory point on the second path are all less than the heading angle threshold.

[0111] S2032: If so, perform a collision detection on the second path to determine the target parking path of the split vehicle.

[0112] If not, continue to execute the above step S202.

[0113] In this embodiment, after obtaining the second path where the hinge angles corresponding to each trajectory point are all smaller than the hinge angle threshold, it can be further determined whether the trailer heading angles corresponding to each trajectory point on the second path are all smaller than the heading angle threshold, that is, whether the preset trailer heading angle constraint is satisfied. If the constraint condition is satisfied, collision detection can be performed on the second path, and according to the collision detection result, it can be determined whether the second path is the target parking path of the split vehicle. If the constraint condition is not satisfied, this second path can be disregarded, and the above-mentioned step S202 can be continued to re-traverse to obtain a new second path.

[0114] In this embodiment, by determining whether the trailer heading angles corresponding to each trajectory point on the second path are all smaller than the heading angle threshold, that is, whether the preset trailer heading angle constraint is satisfied, the trailer heading angle of the target parking path is constrained, so that the finally obtained target parking path can satisfy the preset trailer heading angle constraint. By restricting the trailer heading angle, the trailer heading angle of the split vehicle when it is at the target point can be restricted within a certain range, so that the trailer can be straightened.

[0115] In this embodiment, those skilled in the art can flexibly set the hinge angle threshold and the heading angle threshold. It should be noted that the hinge angle threshold and the heading angle threshold are only an angle value and have nothing to do with the direction. Exemplarily, if the hinge angle threshold is 30°, both the hinge angle less than 30° deflected to the left and the hinge angle less than 30° deflected to the right are smaller than the hinge angle threshold.

[0116] In a possible implementation manner, the collision detection of the second path in the above step S2032 to determine the target parking path of the split vehicle may include: determining the position information of the obstacles whose distance from the second path is less than the preset distance; determining whether there is a collision between the split vehicle and the obstacles according to the position information of the obstacles and the geometric shape of the split vehicle; if so, continue to execute the above step S202; if not, determine the target parking path of the split vehicle according to the second path.

[0117] In this embodiment, when performing collision detection on the second path, the position information of the obstacles that may pose a collision risk to the vehicle on the second path can be first determined, and then it can be simply and accurately determined whether there is a collision between the split vehicle and the obstacles according to the position information of the obstacles and the geometric shape of the split vehicle.

[0118] In the actual operation process, the geometric shape of the split vehicle can be projected onto each trajectory point of the second path, and it can be determined whether there is a collision between the split vehicle and the obstacles according to the coordinate points of the obstacles.

[0119] In this embodiment, those skilled in the art can flexibly set the preset distance according to the actual size of the split vehicle. For example, the preset distance can be 1 m or 1.5 m, and no specific limitation is imposed herein.

[0120] S204: If not, determine the target measurement point of the starting point according to the preset step size and the loss value, and use the target measurement point as the new starting point to re - execute the step of determining the first path between the starting point and the target point, that is, step S102 in the first embodiment above, until the target parking path of the split vehicle is determined.

[0121] In this embodiment, if no path that meets the preset constraint conditions and collision detection is found after traversing all the first paths, it means that all paths from the starting point to the target point are inappropriate, and it is necessary to use other position points as new starting points to re - determine the first path. Iterate in this way until a target parking path that meets the preset constraint conditions and collision detection is obtained.

[0122] In a possible implementation manner, determining the target measurement point of the starting point according to the preset step size and the loss value in the above step S204 may include:

[0123] S2041: Determine the initial measurement points of the starting point according to the preset step size and the front wheel steering angles of the leading vehicle. There are multiple front wheel steering angles of the leading vehicle.

[0124] S2042: Obtain the state information of the split vehicle at each initial measurement point. The state information includes the length of the path that the split vehicle has traveled, the amplitude of the steering wheel steering angle of the split vehicle, the increment of the steering angle amplitude, the switching frequency of the gear of the split vehicle, the distance from the target point, the articulation angle, and the steering of the steering wheel.

[0125] S2043: Determine the sub - loss values corresponding to the state information of each initial measurement point according to the corresponding relationship between the preset state information and the sub - loss values;

[0126] S2044: Perform a summation calculation on the sub - loss values corresponding to each initial measurement point to determine the loss values of each initial measurement point.

[0127] S2045: Determine the target measurement point according to the initial measurement point with the minimum loss value.

[0128] In this embodiment, the front wheel steering angle of the leading vehicle refers to the angle between the wheel axle of the front wheel of the leading vehicle and the vehicle axle of the leading vehicle, that is, the angle at which the leading vehicle is about to turn. The loss value refers to the cost required to reach the target point with the corresponding position point as the starting point. The smaller the loss value, the lower the cost consumed.

[0129] In this embodiment, different sub-loss values can be set in advance according to each state information. After obtaining the state information of each initial point to be measured, the sub-loss value corresponding to this state information can be found. Exemplarily, different sub-loss values can be set for the lengths of the paths that different split vehicles have traveled. The longer the length, the larger the corresponding sub-loss value. Different sub-loss values can be set for the steering angle amplitudes of different split vehicles. The larger the amplitude, the larger the corresponding sub-loss value. Different sub-loss values can be set for different increments of the steering angle amplitude. The larger the increment, the larger the corresponding sub-loss value. Different sub-loss values can be set for the switching frequencies of different split vehicle gears. The higher the frequency of forward and reverse gear switching, the larger the corresponding sub-loss value. Different sub-loss values can be set for different distances from the target point. The larger the distance, the larger the corresponding sub-loss value. Different sub-loss values can be set for different articulation angles. The larger the articulation angle, the larger the corresponding sub-loss value. When the articulation angle is greater than the articulation angle threshold, the sub-loss value can be set to infinity. When the steering of the steering wheel is consistent with the heading of the trailer, the sub-loss value can be set to 0. When the steering of the steering wheel is inconsistent with the heading of the trailer, the sub-loss value can be set to infinity.

[0130] During the actual driving process, the articulation angle cannot be too large. If the articulation angle is too large, it will cause damage to the mechanical structure of the trailer and may exceed the measurement range of the corresponding angle detection sensor. Figure 5 It is a schematic diagram of the maximum allowable articulation angle. As Figure 5 shown, if the articulation angle exceeds the maximum allowable articulation angle α (i.e., the articulation angle threshold), the corresponding sub-loss value is set to infinity, which not only ensures driving safety but also improves the search speed of the target point to be measured. In addition, Figure 6 It is a schematic diagram of the trailer heading. As Figure 6 shown, at this time the trailer heading swings to the right. If the steering wheel is turned to the left and the vehicle reverses at this time, the articulation angle will increase rapidly. Such an operation does not conform to the driving habit and belongs to an incorrect driving trend. Then the corresponding sub-loss value is set to infinity, which can avoid searching for impossible results and improve the overall search speed.

[0131] In this embodiment, by setting a series of front-wheel angles of the leading vehicle, a series of adjacent points around the starting point, that is, the initial points to be measured, can be determined according to the preset step length and the front-wheel angles of the leading vehicle. Then, by calculating the loss values of each initial point to be measured, the target point to be measured with the smallest loss value can be simply and accurately determined. Further, by adding the articulation angle and the steering of the steering wheel to the state information to limit the size of the articulation angle and the driving posture, the initial points to be measured with a relatively large articulation angle or incorrect steering of the steering wheel are excluded, improving the efficiency of obtaining the target point to be measured with the smallest loss value from a series of initial points to be measured.

[0132] In a possible implementation, determining the initial measurement points of the starting point based on the preset step length and the front wheel steering angle of the leading vehicle in step S2041 may include: determining the abscissa of the initial measurement point according to the preset step length, the abscissa of the starting point, and the heading angle of the leading vehicle at the starting point; determining the ordinate of the initial measurement point according to the preset step length, the ordinate of the starting point, and the heading angle of the leading vehicle at the starting point; determining the heading angle of the leading vehicle of the initial measurement point according to the preset step length, the heading angle of the leading vehicle at the starting point, the wheelbase of the leading vehicle, and the front wheel steering angle of the leading vehicle; and determining the heading angle of the trailer of the initial measurement point according to the preset step length, the heading angle of the leading vehicle at the starting point, the heading angle of the trailer at the starting point, and the wheelbase of the trailer.

[0133] In a specific implementation, the position coordinates, the heading angle of the leading vehicle, and the heading angle of the trailer of the initial measurement points around the starting point can be calculated using the following formulas (3)-(6):

[0134]

[0135] where x t-1 represents the abscissa of the starting point, x t represents the abscissa of the initial measurement point, y t-1 represents the ordinate of the starting point, y t represents the ordinate of the initial measurement point; θ 0，t-1 represents the heading angle of the leading vehicle at the starting point, Δs represents the preset step length; θ 0，t represents the heading angle of the leading vehicle of the initial measurement point, l represents the wheelbase of the leading vehicle, and δ represents the front wheel steering angle of the leading vehicle; θ 1，t-1 represents the heading angle of the trailer at the starting point, θ 1，t represents the heading angle of the trailer of the initial measurement point, and L represents the wheelbase of the trailer.

[0136] In this implementation, since determining the position coordinates of the initial measurement points is a virtual and approximate process, the position coordinates of each initial measurement point can be considered the same, only the corresponding heading angles are different. Figure 7 FIG. is a schematic diagram of the heading of the initial measurement points generated according to the front wheel steering angle of the leading vehicle. As Figure 7 shown, Figure 7 the white dots in represent the initial measurement points, and the black dots represent the starting point. Figure 7 The positions of the white dots in only represent their headings and do not represent the actual position coordinates. Figure 7 The angle between the curve between each white dot and the black dot and the horizontal axis in represents the front wheel steering angle of the leading vehicle, and the corresponding heading angle of the leading vehicle can be obtained according to formula (5) and the front wheel steering angle of the leading vehicle.

[0137] Figure 8 FIG. is a schematic diagram of the vehicle heading of the target measurement points. As Figure 8 shown, Figure 8 in, 1 represents the leading vehicle, 2 represents the trailer, θ0 represents the heading angle of the leading vehicle at the target point to be measured, and δ represents the steering angle of the front wheels of the leading vehicle; θ 1 represents the heading angle of the trailer at the target point to be measured, l represents the wheelbase of the leading vehicle, and L represents the wheelbase of the trailer.

[0138] In this embodiment, if the target parking path still cannot be obtained by using the corresponding target point to be measured in this series as the starting point, the above formulas (3)-(6) can be continuously iterated to generate new target points to be measured until a target parking path that meets the preset constraint conditions and collision detection is obtained.

[0139] In this embodiment, after calculating the position coordinates, the heading angle of the leading vehicle, and the heading angle of the trailer according to the above formulas (3)-(6), the initial point to be measured of the starting point can be simply and accurately determined according to the preset step size and the steering angle of the front wheels of the leading vehicle.

[0140] In this embodiment, after determining the first path between the starting point and the target point and sorting it, it can first be determined whether there is a second path in the first path sequence where the articulation angles corresponding to each trajectory point are all less than the articulation angle threshold, that is, whether the articulation angle constraint is satisfied. If it exists, it can continue to determine whether the heading angles of the trailers corresponding to each trajectory point on the second path are all less than the heading angle threshold, that is, whether the heading angle constraint of the trailer is satisfied. If the heading angle constraint of the trailer is satisfied, the collision detection can be continued for the second path. If there is no collision between the second path and the obstacle, the second path is the target parking path. Through such a setting, the finally obtained target parking path can meet the preset constraint conditions and collision detection.

[0141] The following uses a specific embodiment to elaborate on the parking path planning method for the split vehicle of the present application.

[0142] Embodiment III

[0143] In a specific embodiment, after a certain driver sets the automatic driving, the truck travels to a certain parking lot. The driver selects the autonomous parking function on the vehicle and wants to reach the parking space through autonomous parking. First, the parking path planning device on the truck will plan a parking path for the truck. The specific parking path planning process is as follows:

[0144] In the first step, the parking path planning device determines the starting point of the split vehicle for parking on the pre-established parking scene coordinate system according to the GPS positioning module, and prompts the driver to select the target position. After the driver selects the target position, the target point corresponding to the target position is determined on the coordinate system.

[0145] In the second step, the parking path planning device uses the RS geometric algorithm to determine 48 first paths between the starting point and the target point.

[0146] In the third step, the parking path planning device calculates the trailer heading angle and the articulation angle corresponding to each trajectory point on each first path by using formulas (1) and (2) in Embodiment 1.

[0147] In the fourth step, the first paths are sorted in ascending order of length to generate a first path sequence.

[0148] In the fifth step, it is sequentially determined whether there is a second path in the first path sequence where the articulation angles corresponding to each trajectory point are all less than the articulation angle threshold.

[0149] In the sixth step, through judgment, it can be known that there is a second path in the first path sequence where the articulation angles corresponding to each trajectory point are all less than the articulation angle threshold.

[0150] In the seventh step, it is determined whether the trailer heading angles corresponding to each trajectory point on the second path are all less than the heading angle threshold.

[0151] In the eighth step, if so, the position information of the obstacles whose distances from the second path are less than the preset distance is determined.

[0152] In the ninth step, according to the position information of the obstacles and the geometric shape of the split vehicle, it is determined whether the split vehicle collides with the obstacles. If not, the second path is the target parking path.

[0153] After determining the target parking path of the truck, the parking path planning device sends the target parking path to the control unit of the truck, and the control unit controls the truck to drive from the starting point to the parking space corresponding to the target point to complete autonomous parking.

[0154] Figure 9 FIG. is a schematic structural diagram of a parking path planning device for a split vehicle according to an embodiment of the present application. As Figure 9 shown, the parking path planning device for the split vehicle includes: a position determination module 91, a path generation module 92, an angle calculation module 93, and a path determination module 94. Among them, the position determination module 91 is used to determine the starting point and the target point for the split vehicle to park on a pre-established parking scenario coordinate system. The path generation module 92 is used to determine the first path between the starting point and the target point. The angle calculation module 93 is used to calculate the trailer heading angle and the articulation angle corresponding to each trajectory point on the first path according to the leading vehicle heading angle and the trailer heading angle at the starting point, and the articulation angle is the difference between the trailer heading angle and the leading vehicle heading angle. The path determination module 94 is used to determine the target parking path of the split vehicle according to the trailer heading angle and the articulation angle. In one implementation manner, the description of the specific functions implemented by the parking path planning device for the split vehicle can refer to steps S101 - S104 in Embodiment 1, which will not be elaborated here.

[0155] Figure 10The following is a schematic structural diagram of a parking path planning device for a split vehicle according to an embodiment of the present application. As Figure 10 shown, the parking path planning device for the split vehicle includes: a processor 101, and a memory 102 communicatively connected to the processor 101; the memory 102 stores computer-executable instructions; the processor 101 executes the computer-executable instructions stored in the memory 102 to implement the steps of the parking path planning method for the split vehicle in the above method embodiments.

[0156] The parking path planning device for the split vehicle can be independent or a part of the split vehicle, and the processor 101 and the memory 102 can adopt the existing hardware of the split vehicle.

[0157] In the above parking path planning device for the split vehicle, the memory 102 and the processor 101 are directly or indirectly electrically connected to achieve data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses or signal lines, such as through a bus connection. The memory 102 stores computer-executable instructions for implementing a data access control method, including at least one software function module that can be stored in the memory 102 in the form of software or firmware. The processor 101 executes various functional applications and data processing by running the software programs and modules stored in the memory 102.

[0158] The memory 102 can be, but is not limited to, a random access memory (Random Access Memory, abbreviated as RAM), a read-only memory (Read Only Memory, abbreviated as ROM), a programmable read-only memory (Programmable Read-Only Memory, abbreviated as PROM), an erasable programmable read-only memory (Erasable Programmable Read-Only Memory, abbreviated as EPROM), an electrically erasable programmable read-only memory (Electric Erasable Programmable Read-Only Memory, abbreviated as EEPROM), etc. Among them, the memory 102 is used to store programs, and the processor 101 executes the programs after receiving the execution instructions. Further, the software programs and modules in the above memory 102 may further include an operating system, which may include various software components and / or drivers for managing system tasks (such as memory management, storage device control, power management, etc.), and may communicate with various hardware or software components to provide a running environment for other software components.

[0159] The processor 101 may be an integrated circuit chip with the ability to process signals. The above-mentioned processor 101 may be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc. It can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0160] An embodiment of the present application further provides a computer-readable storage medium, in which computer-executable instructions are stored, and when the computer-executable instructions are executed by a processor, they are used to implement the steps of the method embodiments of the present application.

[0161] An embodiment of the present application further provides a computer program product, including a computer program, and when the computer program is executed by a processor, it implements the steps of the method embodiments of the present application.

[0162] Those skilled in the art will readily conceive of other implementations of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any variations, uses, or adaptations of the present application, which follow the general principles of the present application and include the common general knowledge or conventional technical means in the technical field not disclosed in the present application. The specification and embodiments are only regarded as exemplary, and the true scope and spirit of the present application are pointed out by the appended claims.

[0163] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. A parking path planning method for a split vehicle, the split vehicle including a trailer and a head vehicle that drives the trailer. Characterized in that, It includes: On a pre-established parking scenario coordinate system, determine the starting point and the target point for the split vehicle to park; Determine the first path between the starting point and the target point; According to the head vehicle heading angle and the trailer heading angle at the starting point, calculate the trailer heading angle and the articulation angle corresponding to each trajectory point on the first path, where the articulation angle is the difference between the trailer heading angle and the head vehicle heading angle; Sort the first path in ascending order of length to generate a first path sequence; Successively determine whether there is a second path in the first path sequence where the articulation angles corresponding to each trajectory point are all less than the articulation angle threshold; If it exists, then determine whether the trailer heading angles corresponding to each trajectory point on the second path are all less than the heading angle threshold; if so, perform a collision detection on the second path to determine the target parking path of the split vehicle; if not, continue to execute the step of successively determining whether there is a second path in the first path sequence where the articulation angles corresponding to each trajectory point are all less than the articulation angle threshold; If it does not exist, then determine the target test point of the starting point according to the preset step size and the loss value, and use the target test point as the new starting point to re-execute the step of determining the first path between the starting point and the target point until the target parking path of the split vehicle is determined; Wherein, the loss value represents the cost required to reach the target point from the starting point, and the target test point represents the one with the smallest loss value among the initial test points of the starting point; the initial test points are determined according to the preset step size, the head vehicle front wheel steering angle, and the starting point.

2. The method according to claim 1, Characterized in that, The performing a collision detection on the second path to determine the target parking path of the split vehicle specifically includes: Determine the position information of the obstacles whose distance from the second path is less than the preset distance; According to the position information of the obstacles and the geometric shape of the split vehicle, determine whether there is a collision between the split vehicle and the obstacles; If so, continue to execute the step of successively determining whether there is a second path in the first path sequence where the articulation angles corresponding to each trajectory point are all less than the articulation angle threshold; If not, determine the target parking path of the split vehicle according to the second path.

3. The method according to claim 1 or 2, Characterized in that, The determining the target test point of the starting point according to the preset step size and the loss value specifically includes: Determine the initial test points of the starting point according to the preset step size and the head vehicle front wheel steering angles, where there are multiple head vehicle front wheel steering angles; Obtain the state information of the split vehicle at each initial test point, and the state information includes the length of the path that the split vehicle has traveled, the amplitude of the steering wheel steering angle of the split vehicle, the increment of the steering angle amplitude, the switching frequency of the gear of the split vehicle, the distance from the target point, the articulation angle, and the steering of the steering wheel. Determine the sub-loss values corresponding to the state information of each initial point to be measured according to the correspondence between the preset state information and the sub-loss values; Perform summation calculation on the sub-loss values corresponding to each of the initial points to be measured to determine the loss values of each initial point to be measured; Determine the target point to be measured according to the initial point to be measured with the smallest loss value.

4. The method according to claim 3, wherein, the determining the initial points to be measured of the starting point according to the preset step length and the front wheel steering angle of the leading vehicle specifically includes: Determine the abscissa of the initial point to be measured according to the preset step length, the abscissa of the starting point, and the heading angle of the leading vehicle at the starting point; Determine the ordinate of the initial point to be measured according to the preset step length, the ordinate of the starting point, and the heading angle of the leading vehicle at the starting point; Determine the heading angle of the leading vehicle of the initial point to be measured according to the preset step length, the heading angle of the leading vehicle at the starting point, the wheelbase of the leading vehicle, and the front wheel steering angle; Determine the heading angle of the trailer of the initial point to be measured according to the preset step length, the heading angle of the leading vehicle at the starting point, the heading angle of the trailer at the starting point, and the wheelbase of the trailer.

5. The method according to claim 4, wherein, the calculating the heading angle of the trailer and the articulation angle corresponding to each trajectory point on the first path according to the heading angle of the leading vehicle and the heading angle of the trailer at the starting point specifically includes: Determine the heading angle of the leading vehicle corresponding to each trajectory point according to the angle between the tangent direction of each trajectory point on the first path and the horizontal axis; Determine the heading angle of the trailer corresponding to each trajectory point according to the preset step length, the wheelbase of the trailer, the heading angle of the leading vehicle corresponding to each trajectory point, the heading angle of the leading vehicle at the starting point, and the heading angle of the trailer; Determine the articulation angle corresponding to each trajectory point according to the difference between the heading angle of the leading vehicle and the heading angle of the trailer corresponding to each trajectory point.

6. A parking path planning device for a split vehicle, comprising: a position determination module, configured to determine a starting point and a target point for parking the split vehicle on a pre-established parking scenario coordinate system; a path generation module, configured to determine a first path between the starting point and the target point; an angle calculation module, configured to calculate the heading angle of the trailer and the articulation angle corresponding to each trajectory point on the first path according to the heading angle of the leading vehicle and the heading angle of the trailer at the starting point, where the articulation angle is the difference between the heading angle of the trailer and the heading angle of the leading vehicle; a path determination module, configured to sort the first path in ascending order of length to generate a first path sequence; sequentially determine whether there is a second path in the first path sequence where the articulation angles corresponding to each trajectory point are all less than the articulation angle threshold; if so, determine whether the heading angles of the trailers corresponding to each trajectory point on the second path are all less than the heading angle threshold; if yes, perform a collision detection on the second path to determine the target parking path of the split vehicle; if not, continue to execute the step of sequentially determining whether there is a second path in the first path sequence where the articulation angles corresponding to each trajectory point are all less than the articulation angle threshold; If not, determine a target measurement point of the starting point according to a preset step size and a loss value, and use the target measurement point as a new starting point to re - execute the step of determining the first path between the starting point and the target point until the target parking path of the split vehicle is determined; wherein, the loss value represents the cost required to reach the target point from the starting point, and the target measurement point represents the one with the smallest loss value among the initial measurement points of the starting point; the initial measurement points are determined according to the preset step size, the front wheel steering angle of the leading vehicle, and the starting point.

7. A parking path planning device for a split vehicle, comprising a processor and a memory communicatively connected to the processor; The memory stores computer - executable instructions; The processor executes the computer - executable instructions stored in the memory to implement the method according to any one of claims 1 to 5.

8. A computer - readable storage medium, characterized in that, The computer - readable storage medium stores computer - executable instructions, and when the computer - executable instructions are executed by a processor, they are used to implement the method according to any one of claims 1 to 5.

Images