A path planning method, device, equipment and storage medium

Abstract

The present application relates to the field of autonomous driving, and provides a path planning method, device, equipment and storage medium, which can be used in scenes such as ports, highways, ports, mines or urban transportation. The method includes: determining the driving strategy of the first vehicle based on the first driving information of the first vehicle and the second driving information of at least one second vehicle traveling around the first vehicle, wherein when the driving strategy is a lane change strategy or an obstacle avoidance strategy, multiple path control points are determined based on the first driving information and the current position of at least one second vehicle, wherein one path control point is located in the forward direction of the first vehicle, so as to ensure that the target trajectory path generated based on the multiple path control points is tangent to the forward direction of the first vehicle. Through this method, it is possible to avoid controlling the steering wheel to deflect a large driving angle, reduce the vibration amplitude of the steering wheel, and improve the safety and comfort of the first vehicle.

Description

Background Art

[0002] The self-driving car relies on a variety of sensor devices equipped on the car body to detect road obstacles and identify road conditions, and then uses the built-in path planning module to generate a target trajectory path that matches the current road conditions. Among them, when the self-driving car is in lane change mode, the process of generating a target trajectory path for the self-driving car is as follows:

[0003] According to the information collected by each sensor device, the lateral deviation between the autonomous driving vehicle and the target lane change and the longitudinal lane change distance of the autonomous driving vehicle are determined; the lateral deviation and the longitudinal lane change distance are fitted with a polynomial curve to obtain the function of the lateral deviation with respect to the longitudinal lane change distance L = F (s), where L is the lateral deviation and s is the longitudinal lane change distance. The center line of the target lane change is discretized to obtain multiple discrete points, and then the lateral displacement of each discrete point is determined according to the above function. Based on the lateral displacement of each discrete point, the following is obtained: Figure 1a The target trajectory path is shown.

[0004] like Figure 1b As shown in the figure, when there is a heading deviation between the autonomous vehicle and the current lane, the target trajectory path generated by the above method will also have a heading deviation. Therefore, the autonomous vehicle controls the steering wheel to deflect a larger driving angle to correct the heading deviation, but this also causes the steering wheel to vibrate in a step manner, affecting the safety and comfort of the autonomous vehicle. Summary of the invention

[0005] The embodiments of the present application provide a path planning method, device, equipment and storage medium to improve the safety and comfort of a vehicle during driving.

[0006] In a first aspect, an embodiment of the present application provides a path planning method, including:

[0007] Acquire first driving information of a first vehicle and second driving information of at least one second vehicle traveling around the first vehicle;

[0008] Determining a driving strategy of the first vehicle based on the first driving information and each second driving information;

[0009] Among them, when the driving strategy is a lane changing strategy or an obstacle avoidance strategy, multiple path control points are determined based on the first driving information and the current position of the at least one second vehicle, and one of the path control points is located in the forward direction of the first vehicle, so that the target trajectory path generated based on the multiple path control points is tangent to the forward direction of the first vehicle.

[0010] Optionally, determining a plurality of path control points based on the first driving information and the current position of the at least one second vehicle includes:

[0011] In the case where the driving strategy is a lane change strategy, determining a plurality of path control points based on a current position and a current driving speed of the first vehicle and a current position of the at least one second vehicle;

[0012] When the driving strategy is an obstacle avoidance strategy, a plurality of path control points are determined based on a current position and a current driving speed of the first vehicle.

[0013] Optionally, determining a plurality of path control points based on the current position, the current driving speed of the first vehicle and the current position of the at least one second vehicle includes:

[0014] Determining two path control points based on the current position of the first vehicle, wherein the first path control point is the starting point of the target trajectory path, and the second path control point is located in the forward direction of the first vehicle so that the target trajectory path is tangent to the forward direction of the first vehicle; and,

[0015] Determining two path control points based on the current position of the at least one second vehicle, wherein the third path control point and the fourth path control point are used to ensure that the target trajectory path does not overlap with the current trajectory path of the at least one second vehicle; and

[0016] Based on the current driving speed and safe lane changing time of the first vehicle, two path control points are determined, wherein the fifth path control point is used to ensure that the target trajectory path does not overlap with the current trajectory path of the at least one second vehicle, and the sixth path control point is the end point of the target trajectory path.

[0017] Optionally, determining two path control points based on the position point of the at least one second vehicle includes:

[0018] Taking the second vehicle traveling in front of the current driving lane as the starting point, moving backward along the center line of the current driving lane for a safe lane change distance to determine the current position of the third path control point;

[0019] Taking the second vehicle traveling in front of the target lane change as the starting point, moving backward along the center line of the target lane change by the safe lane change distance to determine a boundary point, and taking the second vehicle traveling behind the target lane change as the starting point, moving forward along the center line of the target lane change by the safe lane change distance to determine another boundary point;

[0020] Based on the two boundary points, a candidate lane change area is determined, and the current position of the fourth path control point is determined from the candidate lane change area.

[0021] Optionally, determining a plurality of path control points based on the current position and current driving speed of the first vehicle includes:

[0022] Determine two path control points based on the current position of the first vehicle, wherein the first path control point is the starting point of the target trajectory path, and the second path control point is located in the forward direction of the first vehicle to ensure that the generated target trajectory path is tangent to the forward direction of the first vehicle; and

[0023] Four path control points are determined based on the current driving speed of the first vehicle, wherein the sixth path control point is the end point of the target trajectory path, and the other three path control points are used to ensure that the target trajectory path does not overlap with the current trajectory path of the at least one second vehicle.

[0024] Optionally, the determining four path control points based on the current driving speed of the first vehicle includes:

[0025] Determining a longitudinal overtaking distance of the first vehicle based on the current driving speed of the first vehicle and a safe overtaking time, and determining the sixth path control point on the current driving lane based on the obtained longitudinal overtaking distance;

[0026] Taking the sixth path control point as a starting point, moving backward along the forward direction of the center line of the current driving lane by a safe overtaking distance to determine the fifth path control point;

[0027] The third path control point is determined based on the current position of the second path control point, and the fourth path control point is determined based on the current position of the fifth path control point.

[0028] Optionally, the determining the third path control point based on the current position of the second path control point, and the determining the fourth path control point based on the current position of the fifth path control point, comprises:

[0029] Taking the second path control point as the starting point, along the perpendicular direction between the center line of the current driving lane and the center line of the target lane to be changed, vertically offsetting the safe overtaking distance, to determine the third path control point; and

[0030] Taking the current position of the fifth path control point as the starting point, the fourth path control point is determined by vertically offsetting the safe overtaking distance along the perpendicular direction between the center line of the current driving lane and the center line of the target change lane.

[0031] In a second aspect, an embodiment of the present application further provides a path planning device, including:

[0032] An information collection module, used to obtain first driving information of a first vehicle and second driving information of at least one second vehicle traveling around the first vehicle;

[0033] a path planning module, configured to determine a driving strategy of the first vehicle based on the first driving information and each second driving information;

[0034] Wherein, in the case that the driving strategy includes a lane changing strategy or an obstacle avoidance strategy, a plurality of path control points are determined based on the first driving information and the current position of the at least one second vehicle, wherein a path control point is located in the heading direction of the first vehicle to ensure that the target trajectory path generated based on the plurality of path control points is tangent to the heading direction of the first vehicle.

[0035] Optionally, the path planning module is used to:

[0036] In the case where the driving strategy is a lane change strategy, determining a plurality of path control points based on a current position and a current driving speed of the first vehicle and a current position of the at least one second vehicle;

[0037] When the driving strategy is an obstacle avoidance strategy, a plurality of path control points are determined based on a current position and a current driving speed of the first vehicle.

[0038] Optionally, the path planning module is used to:

[0039] Determining two path control points based on the current position of the first vehicle, wherein the first path control point is the starting point of the target trajectory path, and the second path control point is located in the forward direction of the first vehicle so that the target trajectory path is tangent to the forward direction of the first vehicle; and,

[0040] Determining two path control points based on the current position of the at least one second vehicle, wherein the third path control point and the fourth path control point are used to ensure that the target trajectory path does not overlap with the current trajectory path of the at least one second vehicle; and

[0041] Based on the current driving speed and safe lane changing time of the first vehicle, two path control points are determined, wherein the fifth path control point is used to ensure that the target trajectory path does not overlap with the current trajectory path of the at least one second vehicle, and the sixth path control point is the end point of the target trajectory path.

[0042] Optionally, the path planning module is used to:

[0043] Taking the second vehicle traveling in front of the current driving lane as the starting point, moving backward along the center line of the current driving lane for a safe lane change distance to determine the current position of the third path control point;

[0044] Taking the second vehicle traveling in front of the target lane change as the starting point, moving backward along the center line of the target lane change by the safe lane change distance to determine a boundary point, and taking the second vehicle traveling behind the target lane change as the starting point, moving forward along the center line of the target lane change by the safe lane change distance to determine another boundary point;

[0045] Based on the two boundary points, a candidate lane change area is determined, and the current position of the fourth path control point is determined from the candidate lane change area.

[0046] Optionally, the path planning module is used to:

[0047] Determine two path control points based on the current position of the first vehicle, wherein the first path control point is the starting point of the target trajectory path, and the second path control point is located in the forward direction of the first vehicle to ensure that the generated target trajectory path is tangent to the forward direction of the first vehicle; and

[0048] Four path control points are determined based on the current driving speed of the first vehicle, wherein the sixth path control point is the end point of the target trajectory path, and the other three path control points are used to ensure that the target trajectory path does not overlap with the current trajectory path of the at least one second vehicle.

[0049] Optionally, the path planning module is used to:

[0050] Determining a longitudinal overtaking distance of the first vehicle based on the current driving speed of the first vehicle and a safe overtaking time, and determining the sixth path control point on the current driving lane based on the obtained longitudinal overtaking distance;

[0051] Taking the sixth path control point as a starting point, moving backward along the forward direction of the center line of the current driving lane by a safe overtaking distance to determine the fifth path control point;

[0052] The third path control point is determined based on the current position of the second path control point, and the fourth path control point is determined based on the current position of the fifth path control point.

[0053] Optionally, the path planning module is used to:

[0054] Taking the second path control point as the starting point, along the perpendicular direction between the center line of the current driving lane and the center line of the target lane to be changed, vertically offsetting the safe overtaking distance, to determine the third path control point; and

[0055] Taking the current position of the fifth path control point as the starting point, the fourth path control point is determined by vertically offsetting the safe overtaking distance along the perpendicular direction between the center line of the current driving lane and the center line of the target change lane.

[0056] In a third aspect, an embodiment of the present application further provides a path planning device, comprising a processor and a memory, wherein the memory stores program code, and when the program code is executed by the processor, the processor executes the steps of any one of the above-mentioned path planning methods.

[0057] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, which includes a program code. When the program product is run on a path planning device, the program code is used to enable the path planning device to execute the steps of any one of the above-mentioned path planning methods.

[0058] An embodiment of the present application provides a path planning method, apparatus, device and storage medium, the method comprising: obtaining first driving information of a first vehicle, and second driving information of at least one second vehicle traveling around the first vehicle; then determining a driving strategy of the first vehicle based on the first driving information and each second driving information, wherein, when the driving strategy is a lane change strategy or an obstacle avoidance strategy, multiple path control points are determined based on the first driving information and the current position of at least one second vehicle, wherein one path control point is located in the forward direction of the first vehicle, so as to ensure that a target trajectory path generated based on multiple path control points is tangent to the forward direction of the first vehicle.

[0059] When formulating a target trajectory path for the first vehicle of the autonomous driving car in a lane change strategy or an obstacle avoidance strategy, the embodiment of the present application takes into account the lateral deviation and heading deviation of the first vehicle, and generates a target trajectory path tangent to the forward direction of the first vehicle to achieve the purpose of offsetting the heading deviation. In this way, when the first vehicle is driving along the target trajectory path, it is not necessary to control the steering wheel to deflect a large driving angle, which reduces the vibration amplitude of the steering wheel and improves the safety and comfort of the first vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1a A schematic diagram of a lane change path generated based on a polynomial curve;

[0061] Figure 1b A schematic diagram of a lane change path with a heading deviation generated based on a polynomial curve;

[0062] Figure 2 A schematic diagram of the structure of an autonomous driving vehicle provided in an embodiment of the present application;

[0063] Figure 3a A schematic diagram of a process for generating a target trajectory path for an autonomous driving vehicle provided in an embodiment of the present application;

[0064] Figure 3b A schematic diagram of at least one second vehicle traveling around a first vehicle provided in an embodiment of the present application;

[0065] Figure 3c A schematic diagram of a process for determining a driving strategy of a first vehicle provided in an embodiment of the present application;

[0066] Figure 3d A logical schematic diagram for determining a driving strategy of a first vehicle provided in an embodiment of the present application;

[0067] Figure 3e When the driving strategy provided in the embodiment of the present application is a lane change strategy, a target trajectory path schematic diagram of a first vehicle traveling on a straight road is generated;

[0068] Figure 3f When the driving strategy provided in the embodiment of the present application is a lane change strategy, a target trajectory path schematic diagram of a first vehicle traveling on a curve is generated;

[0069] Figure 3g A schematic diagram comparing the displacement along the center line of the target lane change and the displacement along the forward direction of the center line provided in an embodiment of the present application;

[0070] Figure 3h When the driving strategy provided in the embodiment of the present application is an obstacle avoidance strategy, a target trajectory path schematic diagram of a first vehicle driving on a straight road is generated;

[0071] Figure 3i When the driving strategy provided in the embodiment of the present application is an obstacle avoidance strategy, a target trajectory path schematic diagram of a first vehicle driving on a curve is generated;

[0072] Figure 3j When the driving strategy provided in the embodiment of the present application is a vehicle following strategy, a target trajectory path schematic diagram of a first vehicle driving on a straight road is generated;

[0073] Figure 3k When the driving strategy provided in the embodiment of the present application is a vehicle following strategy, a target trajectory path schematic diagram of a first vehicle driving on a curve is generated;

[0074] Figure 4 A schematic diagram showing the comparison between the target trajectory path generated based on polynomial curve fitting and that generated based on a fifth-order Bezier curve;

[0075] Figure 5 A schematic diagram of the structure of a path planning device provided in an embodiment of the present application;

[0076] Figure 6 A schematic diagram of the structure of a path planning device provided in an embodiment of the present application;

[0077] Figure 7 Schematic diagram of the structure of a computing device in an embodiment of the present application. DETAILED DESCRIPTION

[0078] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the technical solution of the present application, rather than all the embodiments. The following explains some of the terms in the embodiments of the present application to facilitate understanding by those skilled in the art.

[0079] 1. Lateral deviation: The distance between the center point of the rear axle of the autonomous vehicle and the foot of a perpendicular line drawn from the center point of the target lane change is called the lateral deviation.

[0080] Heading deviation: refers to the angular difference between the direction of the autonomous vehicle's forward movement and the tangent direction of the center line of the current lane.

[0081] 2. Bezier curve: Bezier curve, also known as Bezier curve or Bezier curve, is a basic tool for computer graphics modeling and one of the most widely used basic lines in graphic modeling.

[0082] The Bezier curve is composed of line segments and nodes. The nodes are draggable fulcrums, and the line segments are like stretchable rubber bands. By controlling the nodes on the curve, you can create and edit graphics of various shapes.

[0083] The following is a brief introduction to the design concept of the embodiment of the present application:

[0084] The self-driving car relies on a variety of sensor devices equipped on the car body to detect road obstacles and identify road conditions, and then uses the built-in path planning module to generate a target trajectory path that matches the current road conditions. Among them, when the self-driving car is in lane change mode, the process of generating a target trajectory path for the self-driving car is as follows:

[0085] According to the information collected by each sensor device, the lateral deviation between the autonomous driving vehicle and the target lane change and the longitudinal lane change distance of the autonomous driving vehicle are determined; the lateral deviation and the longitudinal lane change distance are fitted with a polynomial curve to obtain the function of the lateral deviation with respect to the longitudinal lane change distance L = F (s), where L is the lateral deviation and s is the longitudinal lane change distance. The center line of the target lane change is discretized to obtain multiple discrete points, and then the lateral displacement of each discrete point is determined according to the above function. Based on the lateral displacement of each discrete point, the following is obtained: Figure 1a The target trajectory path is shown.

[0086] During normal driving, autonomous vehicles have lateral deviation and heading deviation. When generating lane change paths or obstacle avoidance paths for autonomous vehicles, traditional path planning methods often only consider the lateral deviation between the autonomous vehicle and the target lane change, but ignore the heading deviation between the autonomous vehicle and the current lane. Figure 1b The target trajectory path shown also has a heading deviation. When the autonomous vehicle is driving along the target trajectory path, the steering wheel is controlled to deflect at a larger driving angle to correct the heading deviation, but this also causes step vibration of the steering wheel, affecting the safety and comfort of the autonomous vehicle.

[0087] In view of this, an embodiment of the present application provides a self-path planning method. The method specifically includes: obtaining first driving information of a first vehicle and second driving information of at least one second vehicle traveling around the first vehicle; then determining the driving strategy of the first vehicle based on the first driving information and each second driving information, wherein, when the driving strategy is a lane change strategy or an obstacle avoidance strategy, multiple path control points are determined based on the first driving information and the current position of at least one second vehicle, one of which is located in the forward direction of the first vehicle, to ensure that the target trajectory path generated based on the multiple path control points is tangent to the forward direction of the first vehicle.

[0088] When formulating a target trajectory path for the first vehicle in a lane change strategy or an obstacle avoidance strategy, the embodiment of the present application takes into account the lateral deviation and heading deviation of the first vehicle, and generates a target trajectory path tangent to the forward direction of the first vehicle to achieve the purpose of offsetting the heading deviation. In this way, when the first vehicle travels along the target trajectory path, it is not necessary to control the steering wheel to deflect a large driving angle, which reduces the vibration amplitude of the steering wheel and improves the safety and comfort of the first vehicle.

[0089] The following describes the embodiments of the present application in conjunction with the drawings in the specification. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present application, and are not used to limit the present application. In addition, the embodiments in the present application and the features in the embodiments may be combined with each other if there is no conflict.

[0090] like Figure 2 As shown, the autonomous vehicle at least includes an information acquisition module composed of multiple sensors, and a path planning module connected to the steering wheel and the information acquisition module respectively. Among them, the sensor can be placed inside the autonomous vehicle (for example, the speed sensor is installed next to the output shaft of the gearbox to collect the current driving speed of the autonomous vehicle), or the sensor can be placed outside the autonomous vehicle (for example, the image acquisition sensor is installed around the sun visor of the main driver's seat to collect image information around the autonomous vehicle), and this application does not limit this. The path planning module can be placed inside the autonomous vehicle, or it can be deployed in a server to communicate with the autonomous vehicle through an established communication network.

[0091] The server mentioned here can be an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, content delivery networks (Content Delivery Network, CDN), and big data and artificial intelligence platforms. This application does not impose any restrictions here.

[0092] The autonomous driving vehicle collects its own first driving information and second driving information of at least one second vehicle traveling around it through a variety of sensors deployed around and inside the vehicle body, and sends the first driving information and each second driving information to a path planning module.

[0093] The path planning module determines the driving strategy of the first vehicle based on the first driving information and each second driving information. When the driving strategy is a lane change strategy or an obstacle avoidance strategy, a plurality of path control points are determined based on the first driving information and the current position of at least one second vehicle, wherein one path control point is located in the forward direction of the first vehicle, so that the target trajectory path generated based on the plurality of path control points is tangent to the forward direction of the first vehicle. The path planning module sends the generated target trajectory path to the processor of the autonomous driving vehicle so that the processor controls the steering wheel to drive along the target trajectory path.

[0094] See also Figure 3a The flow chart shown specifically introduces the process of using the path planning method proposed in the embodiment of the present application to generate a target trajectory path for an autonomous driving vehicle.

[0095] S301: Acquire first driving information of a first vehicle and second driving information of at least one second vehicle traveling around the first vehicle.

[0096] By deploying a variety of sensors inside and around the first vehicle, first driving information of the first vehicle itself and second driving information of at least one second vehicle traveling around the first vehicle are collected.

[0097] The first driving information includes but is not limited to: the current driving speed, current position and forward direction of the first vehicle. The current position and forward direction of the first vehicle are also referred to as the position information of the first vehicle.

[0098] The second driving information includes but is not limited to: the current driving speed, current position and forward direction of the second vehicle. Similarly, the current position and forward direction of the second vehicle are also referred to as the position information of the second vehicle.

[0099] like Figure 3b As shown in the figure, there are multiple vehicles driving around the first vehicle. However, when the first vehicle executes the lane change strategy or obstacle avoidance strategy, it is necessary to consider the influence of vehicle a driving in front of the current driving lane, vehicle c driving in front of the target change lane, and vehicle d driving behind the target change lane on whether the first vehicle can drive normally. Therefore, the first vehicle needs to obtain the second driving information of vehicle a and vehicles c to d.

[0100] S302: Determine a driving strategy of the first vehicle based on the first driving information and each piece of second driving information.

[0101] If there is only one second vehicle driving around the first vehicle, a driving strategy is formulated for the first vehicle based on the first driving information of the first vehicle and the second driving information of the second vehicle;

[0102] If there are multiple second vehicles driving around the first vehicle, the road conditions of the current driving lane and the target change lane are comprehensively judged based on the first driving information of the first vehicle and the second driving information of each second vehicle to formulate a final driving strategy for the first vehicle.

[0103] Take the first vehicle and a second vehicle traveling ahead of the current driving lane as an example, refer to Figure 3c The flowchart shown is Figure 3d The logical schematic diagram shown introduces a method for formulating a driving strategy for a first vehicle.

[0104] S3021: Based on the first driving information and the second driving information, determine the relative distance between the first vehicle and the second vehicle traveling in front of the current driving lane, the collision time between the two vehicles, and the current driving speeds of each vehicle.

[0105] The relative distance refers to the absolute value of the difference between the current positions of the two vehicles, and the current positions of the two vehicles are obtained from their respective driving information.

[0106] As shown in Formula 1, the collision time between two vehicles is determined based on the relative distance between the two vehicles and their respective current driving speeds.

[0107] ttc=s / (v1-v0) Formula 1;

[0108] Among them, ttc represents the collision time between the two vehicles, s represents the relative distance, v1 represents the current speed of the vehicle traveling in front of the current lane, and v0 represents the current speed of the vehicle traveling behind the current lane.

[0109] In this example, the second vehicle is traveling in front and the first vehicle is traveling behind, so the current driving speed of the second vehicle should be substituted into v1 in Formula 1, and the current driving speed of the first vehicle should be substituted into v0 in Formula 1.

[0110] S3022: When the first decision condition is met, determine that the driving strategy of the first vehicle is a following strategy; wherein the first decision condition is: the relative distance is less than the safe lane changing distance, or the current driving speed of the second vehicle traveling in front of the current driving lane is greater than the current driving speed of the first vehicle.

[0111] When the first decision condition is met, the reasons for formulating a following strategy for the first vehicle are as follows:

[0112] (1) When the relative distance is less than the safe lane change distance (safe_distance_for_change), if a lane change strategy is formulated for the first vehicle, the first vehicle may collide with the second vehicle traveling in front of the current lane during the lane change process. Therefore, in order to ensure the safety of the first vehicle, it is not recommended to let the first vehicle execute the lane change strategy.

[0113] During the obstacle avoidance overtaking process, the first vehicle also needs to maintain a certain safe overtaking distance from the second vehicle traveling in front of the current lane to ensure that the first vehicle can successfully and safely complete the overtaking action. However, if the relative distance is less than the safe lane change distance, if an obstacle avoidance strategy is formulated for the first vehicle, the first vehicle may collide with the second vehicle traveling in front of the current lane during the obstacle avoidance overtaking process. Therefore, in order to ensure the safety of the first vehicle, it is not recommended to let the first vehicle execute the obstacle avoidance strategy.

[0114] (2) If the current speed of the second vehicle ahead of the current lane is greater than the current speed of the first vehicle, the first vehicle cannot complete the overtaking action if an obstacle avoidance strategy is formulated for the first vehicle. Therefore, it is not recommended to let the first vehicle execute the obstacle avoidance strategy.

[0115] In this example, there are only two vehicles on the road, the first vehicle and the second vehicle, and the second vehicle is traveling in front of the first vehicle. Then, when the current driving speed of the second vehicle is greater than the current driving speed of the first vehicle, the first vehicle can choose a following strategy or a lane changing strategy.

[0116] However, if there are multiple second vehicles around the first vehicle, and one of the second vehicles is traveling behind the target lane change, and the current driving speed of the second vehicle is greater than the current driving speed of the first vehicle, the first vehicle cannot complete the lane change. Therefore, in order to ensure the safety of the first vehicle in various complex road conditions, it is not recommended to let the first vehicle execute the lane change strategy.

[0117] S3023: Determine whether the second vehicle traveling in front of the current driving lane is stationary. If so, execute step 3024; otherwise, jump to step 3025.

[0118] S3024: When the second vehicle traveling in front of the current driving lane is stationary and does not meet the first decision condition and the second decision condition, it is determined that the driving strategy of the first vehicle is the following strategy; when the second vehicle traveling in front of the current driving lane is stationary and does not meet the first decision condition, but meets the second decision condition, it is determined that the driving strategy of the first vehicle is the obstacle avoidance strategy; wherein, the second decision condition is: the target lane is changed to a safe lane.

[0119] When the second vehicle ahead of the current driving lane is stationary and does not meet the first decision condition and the second decision condition, the reasons for formulating a following strategy for the first vehicle are as follows:

[0120] When the second vehicle in front of the current driving lane is stationary and does not meet the first decision condition, the driving strategy of the first vehicle is most preferably a lane change strategy or an obstacle avoidance strategy. However, since the second decision condition is not met, the lane change condition or overtaking condition is not met, and the safety of the first vehicle during the lane change or obstacle avoidance process cannot be guaranteed. Therefore, in this case, the driving strategy formulated for the first vehicle is a vehicle following strategy.

[0121] When the second vehicle traveling ahead of the current driving lane is stationary and does not meet the first decision condition, but meets the second decision condition, the reasons for formulating an obstacle avoidance strategy for the first vehicle are as follows:

[0122] When the second vehicle in front of the current driving lane is stationary and the first decision condition is not met, the driving strategy of the first vehicle is most preferably a lane change strategy or an obstacle avoidance strategy. When the second decision condition is met, the first vehicle can overtake the second vehicle in front of the stationary state by executing the obstacle avoidance strategy and continue to drive forward. Therefore, in this case, the driving strategy formulated for the first vehicle is the obstacle avoidance strategy.

[0123] In the embodiment of the present application, the target lane to be changed is determined to be a safe lane when at least one of the following conditions is met:

[0124] (1) There is no second vehicle traveling in the target change lane around the first vehicle;

[0125] (2) The relative distance between the second vehicle traveling in the target lane change lane around the first vehicle and the first vehicle exceeds the safe lane change distance;

[0126] (3) The relative distance between the second vehicle traveling in the target change lane around the first vehicle and the first vehicle exceeds the safe lane change time, and the collision time between the second vehicle traveling in the target change lane around the first vehicle and the first vehicle also exceeds the safe overtaking time (safe_change_ttc).

[0127] S3025: When the second vehicle in front of the current driving lane is in a driving state and does not meet the first decision condition and the third decision condition, the driving strategy of the first vehicle is determined to be a following strategy; when the second vehicle in front of the current driving lane is in a driving state and does not meet the first decision condition but meets the third decision condition, the driving strategy of the first vehicle is determined to be a lane changing strategy; wherein the third decision condition is that the collision time of the two vehicles exceeds the safe overtaking time, and the target lane to be changed is a safe lane.

[0128] When the second vehicle in front of the current driving lane is in a driving state and does not meet the first decision condition and the third decision condition, the reasons for formulating a following strategy for the first vehicle are as follows:

[0129] When the second vehicle in front of the current driving lane is in a driving state and does not meet the first decision condition, the driving strategy of the first vehicle is preferably a lane change strategy or an obstacle avoidance strategy. However, since the third decision condition is not met, the lane change condition or overtaking condition is not met, and the safety of the first vehicle during the lane change or obstacle avoidance process cannot be guaranteed. Therefore, in this case, the driving strategy formulated for the first vehicle is a vehicle following strategy.

[0130] S303: In which, when the driving strategy is a lane changing strategy or an obstacle avoidance strategy, a plurality of path control points are determined based on the first driving information and the current position of at least one second vehicle, wherein a path control point is located in the forward direction of the first vehicle, so that the target trajectory path generated based on the plurality of path control points is tangent to the forward direction of the first vehicle.

[0131] The embodiments of the present application provide a vehicle following strategy, a lane changing strategy, and an obstacle avoidance strategy. The following will introduce the process of generating target trajectory paths for different driving strategies.

[0132] (a) If Figure 3e~3f As shown in Figure 1, when the driving strategy is lane change, the process of generating the target trajectory path is:

[0133] First, a plurality of path control points are determined based on a current position and a current travel speed of a first vehicle and a current position of at least one second vehicle.

[0134] (1) Two path control points are determined based on the current position of the first vehicle, wherein the first path control point P0 is the starting point of the target trajectory path, and the second path control point P1 is located in the forward direction of the first vehicle so that the target trajectory path is tangent to the forward direction of the first vehicle.

[0135] In the embodiment of the present application, the current position of the first vehicle is determined as the current position of the first path control point P0. Then, starting from the first vehicle, the first vehicle is moved forward by the safe lane change distance along the forward direction of the first vehicle to determine the current position of the second path control point P1.

[0136] When the second path control point P1 is located in the forward direction of the first vehicle, it can ensure that the generated target trajectory path is tangent to the forward direction of the first vehicle, thereby achieving the purpose of offsetting the heading deviation of the first vehicle and reducing the steering wheel vibration amplitude.

[0137] (2) Two path control points are determined based on the current position of at least one second vehicle, wherein the third path control point P2 and the fourth path control point P3 are used to ensure that the target trajectory path does not overlap with the current trajectory path of at least one second vehicle.

[0138] Specifically, the second vehicle traveling in front of the current lane is taken as the starting point, and the safe lane change distance is moved backward along the center line of the current lane to determine the current position of the third path control point P2. In this way, no matter whether the current lane is a straight road or a curve, the third path control point P2 is located on the center line of the current lane.

[0139] Taking the second vehicle traveling in front of the target lane change as the starting point, a safe lane change distance is displaced backward along the center line of the target lane change to determine a boundary point. Taking the second vehicle traveling behind the target lane change as the starting point, a safe lane change distance is displaced forward along the center line of the target lane change to determine another boundary point. Based on the two boundary points, a candidate lane change area is determined, and the current position of the fourth path control point P3 is determined from the candidate lane change area. In this way, the fourth path control point P3 must be located on the center line of the target lane change.

[0140] (3) Based on the current driving speed and safe lane change time of the first vehicle, two path control points are determined, wherein the fifth path control point P4 is used to ensure that the target trajectory path does not overlap with the current trajectory path of at least one second vehicle, and the sixth path control point P5 is the end point of the target trajectory path.

[0141] As shown in Formula 2, the longitudinal lane-changing distance of the first vehicle is determined based on the current speed of the first vehicle and the safe lane-changing time. Then, the current position of the sixth path control point P5 is determined by taking the current position of the first vehicle as the starting point, drawing a perpendicular line to the center line of the target lane to be changed, and taking the foot of the perpendicular line as the new starting point, moving forward along the forward direction of the first vehicle by the longitudinal lane-changing distance.

[0142] change_distance 换道 =v 本车 *change_time 换道 Formula 2;

[0143] Among them, change_distance 换道 represents the longitudinal lane change distance, v 本车 Indicates the current speed of the first vehicle, change_time 换道 Indicates safe lane change time.

[0144] Then, taking the sixth path control point P5 as the starting point, the safe lane-changing distance is shifted backward along the advancing direction of the center line of the target lane to be changed, and the current position of the fifth path control point P4 is determined.

[0145] like Figure 3g As shown, when the target lane to be changed is a straight road, the center line of the target lane to be changed overlaps with the forward direction of the center line. Therefore, the fifth path control point P4 obtained by displacement along the forward direction of the center line must be on the center line of the target lane to be changed;

[0146] When the target lane change is a curve, there is a deviation angle between the center line of the target lane change and the forward direction of the center line. Therefore, the fifth path control point P4 obtained by displacing along the forward direction of the center line may not be on the center line of the target lane change.

[0147] Secondly, a target trajectory path tangent to the forward direction of the first vehicle is generated by performing Bezier curve processing on multiple path control points.

[0148] As shown in Formula 3, multiple path control points are processed by Bezier curves to generate the target trajectory path of the first vehicle. i represents the current position of the i-th path control point, B i,n (t) represents the Bezier curve coefficient of the i-th path control point when the control variable value is t, P(t) represents the current position of each point distributed on the Bezier curve when the control variable value is t, n represents the order of the Bezier curve, t represents the control variable of the Bezier curve, and by discretely increasing the control variable t from 0 to 1, a series of position points can be obtained, and then a discrete Bezier curve can be obtained.

[0149]

[0150]

[0151] Each time a target trajectory path is generated, a collision algorithm or other method is used to determine whether the first vehicle will collide with the second vehicle traveling in front of the current driving lane when traveling along the target trajectory path. If it is determined that the two vehicles will collide, the safe lane change distance is increased, and based on the adjusted safe lane change distance, the current positions of the second path control point P1 to the fifth path control point P4 are readjusted until a target trajectory path position is generated where no collision will occur.

[0152] The reason why only whether the first vehicle will collide with the second vehicle traveling in front of the current lane is considered when performing the collision test is that if the first vehicle will collide with the second vehicle traveling in front of the target change lane, a following strategy will be formulated for the first vehicle at the beginning, rather than a lane changing strategy.

[0153] (ii) Figure 3h~3i As shown in the figure, when the driving strategy is obstacle avoidance driving, the process of generating the target trajectory path is as follows:

[0154] First, based on the current position and current driving speed of the first vehicle, multiple path control points are determined; then, the Bezier curve expression shown in Formula 3 is used to perform Bezier curve processing on the multiple path control points to generate a target trajectory path tangent to the forward direction of the first vehicle.

[0155] The process of determining multiple path control points is as follows:

[0156] (1) Two path control points are determined based on the current position of the first vehicle, wherein the first path control point P0 is the starting point of the target trajectory path, and the second path control point P1 is located in the forward direction of the first vehicle to ensure that the generated target trajectory path is tangent to the forward direction of the first vehicle.

[0157] In the embodiment of the present application, the current position of the first vehicle is determined as the current position of the first path control point P0, and the current position of the second path control point P1 is determined based on the current position of the first vehicle and the current position of the second vehicle traveling in front of the current driving lane.

[0158] Specifically, a boundary point is determined by moving forward the safe overtaking distance along the forward direction of the first vehicle with the first vehicle as the starting point. Another boundary point is determined by moving backward the safe overtaking distance along the forward direction of the center line of the current lane with the current position of the second vehicle traveling in front of the current lane as the starting point. Based on the two boundary points, a candidate obstacle avoidance area is determined, and the current position of the second path control point P1 is determined from the candidate obstacle avoidance area.

[0159] (2) Four path control points are determined based on the current driving speed of the first vehicle, wherein the sixth path control point is the end point of the target trajectory path, and the other three path control points are used to ensure that the target trajectory path does not overlap with the current trajectory path of at least one second vehicle.

[0160] As shown in Formula 3, the longitudinal overtaking distance of the first vehicle is determined based on the current driving speed of the first vehicle and the safe overtaking time, and the sixth control point P5 is determined on the current driving lane based on the obtained longitudinal overtaking distance.

[0161] Specifically, the current position of the first vehicle is taken as the starting point, a perpendicular line is drawn to the center line of the target lane change, and then the foot of the perpendicular is taken as the new starting point, and the longitudinal overtaking distance is moved forward along the forward direction of the first vehicle to determine the current position of the sixth path control point P5.

[0162] change_distance 超车 =v 本车 *change_time 超车 Formula 3;

[0163] Among them, change_distance 超车 represents the longitudinal overtaking distance, v 本车 Indicates the current speed of the first vehicle, change_time 超车 Indicates safe overtaking time.

[0164] Then, taking the sixth path control point P5 as the starting point, the vehicle is displaced backward along the forward direction of the center line of the current driving lane by the safe overtaking distance to determine the fifth path control point P4.

[0165] When the current driving lane is a straight road, the fifth path control point P4 must be on the center line of the current driving lane; when the current driving lane is a curve, the fifth path control point P4 may not be on the center line of the current driving lane.

[0166] After determining the current positions of the second path control point P1 and the fifth path control point P4, the third path control point P2 is determined based on the current position of the second path control point P1, and the fourth path control point P3 is determined based on the current position of the fifth path control point P4.

[0167] Specifically, starting from the second path control point P1, along the perpendicular direction between the center line of the current driving lane and the center line of the target change lane, the safe overtaking distance is vertically offset to determine the third path control point P2. Starting from the fifth path control point P4, along the perpendicular direction between the center line of the current driving lane and the center line of the target change lane, the safe overtaking distance is vertically offset to determine the fourth path control point P3.

[0168] Each time a target trajectory path is generated, a collision algorithm or other method is used to determine whether the first vehicle will collide with the second vehicle traveling in front of the current driving lane when traveling along the target trajectory path. If it is determined that the two vehicles will collide, the safe overtaking distance is increased, and based on the adjusted safe overtaking distance, the current positions of the second path control point P1-fifth path control point P4 are readjusted until a target trajectory path position is generated where no collision will occur. Therefore, the third path control point P2 and the fourth path control point P3 are not necessarily located on the target change lane.

[0169] (III) Figure 3j~3k As shown in the figure, when the driving strategy is the following strategy, the target trajectory path is generated as follows:

[0170] As shown in Formula 4, if the relative distance between the first vehicle and the second vehicle traveling ahead in the current driving lane does not exceed the safe following distance, the first vehicle moves forward at the current driving speed of the second vehicle traveling ahead in the current driving lane;

[0171] If the relative distance is greater than the safe following distance, the first vehicle moves forward at its target driving speed, wherein the target driving speed of the first vehicle is determined based on the relative distance and the current driving speed of the second vehicle traveling ahead in the current driving lane.

[0172]

[0173] Among them, vtarget represents the target speed of the first vehicle, v obj It represents the current speed of the second vehicle traveling in front of the current driving lane, s represents the relative distance between the two vehicles, a represents the preset deceleration of the first vehicle, and safe_distance_for_follow represents the safe following distance.

[0174] Formula 5 shows the calculation formula for the preset safe following distance. Wherein, min_follow_distance represents the shortest following distance of the first vehicle, v 本车 Indicates the current speed of the first vehicle, follow time Indicates the following reaction time of the first vehicle.

[0175]

[0176] like Figure 4 As shown, when the first vehicle has a heading deviation, the target trajectory path obtained by polynomial curve fitting also has a heading deviation, while the target trajectory path generated by the embodiment of the present application is tangent to the forward direction of the first vehicle, thus offsetting the heading deviation of the first vehicle. In this way, when the first vehicle travels along the target trajectory path, it does not need to control the steering wheel to deflect a large driving angle, which reduces the vibration amplitude of the steering wheel and improves the safety and comfort of the first vehicle.

[0177] In addition, when the lateral deviation and the current driving speed of the autonomous vehicle are fixed values, the polynomial curve fitting method will generate multiple identical target trajectory paths, which cannot adapt to complex vehicle driving scenarios. However, the embodiment of the present application can dynamically adjust the current position of each path control point on the fifth-order Bezier curve according to the current road conditions of the first vehicle to generate a smoother target trajectory path, which not only ensures the safety and comfort of the first vehicle, but also improves the ability of the first vehicle to adapt to complex road conditions.

[0178] In the various embodiments of the present application, unless otherwise specified or logically conflicting, the terms and / or descriptions between different embodiments are consistent and can be referenced to each other. The technical features in different embodiments can be combined to form new embodiments according to their internal logical relationships.

[0179] The term "and / or" in this application is only a description of the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, the term "at least one" in this application means any combination of at least two of any one or more of a plurality of. For example, including at least one of A, B, and C can mean: including selecting any one or more elements from the set consisting of A, B, and C.

[0180] Based on the same inventive concept as the above method embodiment, the present application embodiment also provides a path planning device. Figure 5 As shown in the structural schematic diagram, the path planning device 500 may include:

[0181] The information collection module 501 is used to obtain first driving information of a first vehicle and second driving information of at least one second vehicle traveling around the first vehicle;

[0182] A path planning module 502, configured to determine a driving strategy of the first vehicle based on the first driving information and each second driving information;

[0183] In which, when the driving strategy includes a lane changing strategy or an obstacle avoidance strategy, multiple path control points are determined based on the first driving information and the current position of at least one second vehicle, wherein a path control point is located in the heading direction of the first vehicle to ensure that the target trajectory path generated based on the multiple path control points is tangent to the heading direction of the first vehicle.

[0184] Optionally, the path planning module 502 is used to:

[0185] In the case where the driving strategy is a lane change strategy, determining a plurality of path control points based on a current position of the first vehicle, a current driving speed, and a current position of at least one second vehicle;

[0186] When the driving strategy is an obstacle avoidance strategy, a plurality of path control points are determined based on the current position and the current driving speed of the first vehicle.

[0187] Optionally, the path planning module 502 is used to:

[0188] Determining two path control points based on the current position of the first vehicle, wherein the first path control point is the starting point of the target trajectory path, and the second path control point is located in the forward direction of the first vehicle so that the target trajectory path is tangent to the forward direction of the first vehicle; and,

[0189] Determining two path control points based on the current position of at least one second vehicle, wherein the third path control point and the fourth path control point are used to ensure that the target trajectory path does not overlap with the current trajectory path of the at least one second vehicle; and

[0190] Based on the current driving speed and safe lane changing time of the first vehicle, two path control points are determined, wherein the fifth path control point is used to ensure that the target trajectory path does not overlap with the current trajectory path of at least one second vehicle, and the sixth path control point is the end point of the target trajectory path.

[0191] Optionally, the path planning module 502 is used to:

[0192] Taking the second vehicle traveling in front of the current driving lane as the starting point, moving backward along the center line of the current driving lane by a safe lane change distance to determine the current position of the third path control point;

[0193] Taking the second vehicle traveling in front of the target lane change as the starting point, moving backward along the center line of the target lane change by the safe lane change distance to determine a boundary point, and taking the second vehicle traveling behind the target lane change as the starting point, moving forward along the center line of the target lane change by the safe lane change distance to determine another boundary point;

[0194] Based on the two boundary points, a candidate lane change area is determined, and the current position of the fourth path control point is determined from the candidate lane change area.

[0195] Optionally, the path planning module 502 is used to:

[0196] Determine two path control points based on the current position of the first vehicle, wherein the first path control point is the starting point of the target trajectory path, and the second path control point is located in the forward direction of the first vehicle to ensure that the generated target trajectory path is tangent to the forward direction of the first vehicle; and,

[0197] Four path control points are determined based on the current driving speed of the first vehicle, wherein the sixth path control point is the end point of the target trajectory path, and the other three path control points are used to ensure that the target trajectory path does not overlap with the current trajectory path of at least one second vehicle.

[0198] Optionally, the path planning module 502 is used to:

[0199] Determining a longitudinal overtaking distance of the first vehicle based on the current driving speed of the first vehicle and the safe overtaking time, and determining a sixth path control point on the current driving lane based on the obtained longitudinal overtaking distance;

[0200] Taking the sixth path control point as the starting point, moving backward along the forward direction of the center line of the current driving lane by the safe overtaking distance, and determining the fifth path control point;

[0201] Based on the current position of the second path control point, a third path control point is determined, and based on the current position of the fifth path control point, a fourth path control point is determined.

[0202] Optionally, the path planning module 502 is used to:

[0203] Taking the second path control point as the starting point, along the perpendicular direction between the center line of the current driving lane and the center line of the target change lane, vertically offset the safe overtaking distance to determine the third path control point; and,

[0204] Taking the current position of the fifth path control point as the starting point, along the perpendicular direction between the center line of the current driving lane and the center line of the target change lane, vertically offset the safe overtaking distance to determine the fourth path control point.

[0205] In some embodiments, the functions or modules included in the path planning device provided in the embodiments of the present application can be used to execute the method described in the above method embodiments. The specific implementation thereof can refer to the description of the above method embodiments. For the sake of brevity, it will not be repeated here.

[0206] For the convenience of description, the above parts are divided into modules (or units) according to their functions and described separately. Of course, when implementing this application, the functions of each module (or unit) can be implemented in the same or multiple software or hardware.

[0207] After introducing the path planning method and apparatus according to the exemplary embodiment of the present application, next, a path planning device according to another exemplary embodiment of the present application is introduced.

[0208] Those skilled in the art will appreciate that various aspects of the present application may be implemented as a system, method or program product. Therefore, various aspects of the present application may be specifically implemented in the following forms, namely: a complete hardware implementation, a complete software implementation (including firmware, microcode, etc.), or a combination of hardware and software, which may be collectively referred to as "circuit", "module" or "system" herein.

[0209] Based on the same inventive concept as the above method embodiment, the present application embodiment also provides a path planning device, see Figure 6 As shown, the path planning device 600 may include at least a processor 601 and a memory 602. The memory 602 stores program codes, and when the program codes are executed by the processor 601, the processor 601 executes the steps of any one of the above path planning methods.

[0210] In some possible implementations, the computing device according to the present application may include at least one processor and at least one memory. The memory stores program code, and when the program code is executed by the processor, the processor executes the method described in the above method embodiment. For example, the processor may execute the following: Figure 3a Follow the steps shown in .

[0211] Refer to the following Figure 7 hereinafter, a computing device 700 according to this embodiment of the present application is described. Figure 7 The computing device 700 is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0212] like Figure 7 As shown, the computing device 700 is in the form of a general computing device. The components of the computing device 700 may include but are not limited to: at least one processing unit 701, at least one storage unit 702, and a bus 703 connecting different system components (including the storage unit 702 and the processing unit 701).

[0213] Bus 703 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a processor, or a local bus using any of a variety of bus architectures.

[0214] The storage unit 702 may include a readable medium in the form of a volatile memory, such as a random access memory (RAM) 7021 and / or a cache memory unit 7022 , and may further include a read-only memory (ROM) 7023 .

[0215] The storage unit 702 may also include a program / utility 7025 having a set (at least one) of program modules 7024, such program modules 7024 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0216] The computing device 700 may also communicate with one or more external devices 704 (e.g., keyboards, pointing devices, etc.), may also communicate with one or more devices that enable a user to interact with the computing device 700, and / or communicate with any device that enables the computing device 700 to communicate with one or more other computing devices (e.g., routers, modems, etc.). Such communication may be performed via an input / output (I / O) interface 705. In addition, the computing device 700 may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via a network adapter 706. As shown, the network adapter 706 communicates with other modules for the computing device 700 via a bus 703. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the computing device 700, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0217] Various aspects of the path planning method provided in the present application may also be implemented in the form of a program product, which includes a program code. When the program product is run on a path planning device, the program code is used to enable the path planning device to execute the method described in the above method embodiment. For example, the path planning device may execute the following steps: Figure 3a Follow the steps shown in .

[0218] The program product may use any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0219] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0220] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the scope of the present application.

Claims

1. A path planning method, characterized in that: include: Acquire first driving information of a first vehicle and second driving information of at least one second vehicle traveling around the first vehicle; Determining a driving strategy of the first vehicle based on the first driving information and each second driving information; In the case where the driving strategy is a lane change strategy, determining a plurality of path control points based on a current position and a current driving speed of the first vehicle and a current position of the at least one second vehicle; The plurality of path control points include at least: a first path control point and a second path control point determined based on the current position of the first vehicle, and a third path control point and a fourth path control point determined based on the current position of the at least one second vehicle; The first path control point is the starting point of the target trajectory path, the second path control point is located in the forward direction of the first vehicle, so that the target trajectory path is tangent to the forward direction of the first vehicle; the third path control point and the fourth path control point are used to ensure that the target trajectory path does not overlap with the current trajectory path of at least one second vehicle; The third path control point and the fourth path control point are determined in the following manner: starting from the second vehicle traveling in front of the current driving lane, displacing the safe lane-changing distance backward along the center line of the current driving lane to determine the current position of the third path control point; starting from the second vehicle traveling in front of the target change lane, displacing the safe lane-changing distance backward along the center line of the target change lane to determine a boundary point, and starting from the second vehicle traveling behind the target change lane, displacing the safe lane-changing distance forward along the center line of the target change lane to determine another boundary point; based on the two boundary points, a candidate lane-changing area is determined, and the current position of the fourth path control point is determined from the candidate lane-changing area.

2. The method according to claim 1, characterized in that Also includes: When the driving strategy is an obstacle avoidance strategy, a plurality of path control points are determined based on a current position and a current driving speed of the first vehicle.

3. The method according to claim 1, characterized in that The determining of a plurality of path control points based on the current position, the current driving speed of the first vehicle and the current position of the at least one second vehicle further includes: Based on the current driving speed and safe lane changing time of the first vehicle, two path control points are determined, wherein the fifth path control point is used to ensure that the target trajectory path does not overlap with the current trajectory path of the at least one second vehicle, and the sixth path control point is the end point of the target trajectory path.

4. The method according to claim 2, characterized in that The determining of a plurality of path control points based on the current position and current travel speed of the first vehicle comprises: Determine two path control points based on the current position of the first vehicle, wherein the first path control point is the starting point of the target trajectory path, and the second path control point is located in the forward direction of the first vehicle to ensure that the generated target trajectory path is tangent to the forward direction of the first vehicle; and Four path control points are determined based on the current driving speed of the first vehicle, wherein the sixth path control point is the end point of the target trajectory path, and the other three path control points are used to ensure that the target trajectory path does not overlap with the current trajectory path of the at least one second vehicle.

5. The method according to claim 4, characterized in that The determining four path control points based on the current driving speed of the first vehicle includes: Determining a longitudinal overtaking distance of the first vehicle based on the current driving speed of the first vehicle and a safe overtaking time, and determining the sixth path control point on the current driving lane based on the obtained longitudinal overtaking distance; Taking the sixth path control point as a starting point, moving backward along the forward direction of the center line of the current driving lane by a safe overtaking distance to determine a fifth path control point; Based on the current position of the second path control point, a third path control point is determined, and based on the current position of the fifth path control point, a fourth path control point is determined.

6. The method according to claim 5, characterized in that The determining the third path control point based on the current position of the second path control point, and determining the fourth path control point based on the current position of the fifth path control point, comprises: Taking the second path control point as the starting point, along the perpendicular direction between the center line of the current driving lane and the center line of the target lane to be changed, vertically offsetting the safe overtaking distance, to determine the third path control point; and Taking the current position of the fifth path control point as the starting point, the fourth path control point is determined by vertically offsetting the safe overtaking distance along the perpendicular direction between the center line of the current driving lane and the center line of the target change lane.

7. A path planning device, characterized in that: The path planning device is used to implement the path planning method according to any one of claims 1 to 6, and the path planning device includes: An information collection module, used to obtain first driving information of a first vehicle and second driving information of at least one second vehicle traveling around the first vehicle; The path planning module is used to determine the driving strategy of the first vehicle based on the first driving information and each second driving information.

8. A path planning device, characterized in that: It includes a processor and a memory, wherein the memory stores program code, and when the program code is executed by the processor, the processor executes the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: It includes program code, and when the program code is run on a path planning device, the program code is used to enable the path planning device to execute the steps of the method described in any one of claims 1 to 6.

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