Vehicle motion planning method, device, equipment and computer storage medium

Abstract

The application discloses a vehicle motion planning method and device, equipment and a computer storage medium. The vehicle motion planning method comprises the following steps: acquiring a first initial speed of a vehicle, an initial acceleration of the vehicle, a second initial speed of an obstacle and an initial distance between the vehicle and the obstacle; determining a target acceleration of the vehicle according to the first initial speed, the second initial speed and the initial distance; and determining a motion planning strategy of the vehicle according to the initial acceleration, the target acceleration and a preset target jerk. The embodiment of the application helps to ensure the driving safety of the vehicle and effectively improves the comfort of the vehicle.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automatic driving, and particularly relates to a vehicle motion planning method and device, an equipment and a computer storage medium. BACKGROUND

[0002] It is known that, in the process of vehicle driving, there is usually a driving condition of following a vehicle; and in the field of automatic driving, reasonable planning of vehicle motion can effectively guarantee the safety of following driving. In the prior art, the speed of the vehicle is usually taken as a direct planning parameter, however, in the actual driving process, the speed planning may be greatly changed due to the influence of factors such as the speed change of the preceding vehicle, and the vehicle comfort is poor. SUMMARY

[0003] The embodiments of the application provide a vehicle motion planning method, device, equipment and computer storage medium, which solve the problem that the speed of the vehicle is taken as a direct planning parameter in the prior art, resulting in poor vehicle comfort.

[0004] In a first aspect, the embodiments of the application provide a vehicle motion planning method, comprising:

[0005] obtaining a first initial speed of the vehicle, an initial acceleration of the vehicle, a second initial speed of an obstacle, and an initial distance between the vehicle and the obstacle;

[0006] determining a target acceleration of the vehicle according to the first initial speed, the second initial speed and the initial distance;

[0007] determining a motion planning strategy of the vehicle according to the initial acceleration, the target acceleration and a preset target jerk.

[0008] In a second aspect, the embodiments of the application provide a vehicle motion planning device, comprising:

[0009] an obtaining module configured to obtain a first initial speed of the vehicle, an initial acceleration of the vehicle, a second initial speed of an obstacle, and an initial distance between the vehicle and the obstacle;

[0010] a determining module configured to determine a target acceleration of the vehicle according to the first initial speed, the second initial speed and the initial distance;

[0011] a planning module configured to determine a motion planning strategy of the vehicle according to the initial acceleration, the target acceleration and a preset target jerk.

[0012] In a third aspect, the embodiments of the application provide an electronic device, which comprises a processor and a memory storing computer program instructions.

[0013] The processor implements the vehicle motion planning method described above when executing the computer program instructions.

[0014] In a fourth aspect, an embodiment of the present application provides a computer storage medium, and the computer storage medium stores computer program instructions. The computer program instructions are executed by a processor to implement the vehicle motion planning method described above.

[0015] The vehicle motion planning method, device, equipment and computer storage medium provided by the embodiments of the present application obtain a first initial speed and an initial acceleration of a vehicle, a second initial speed of an obstacle and an initial distance between the vehicle and the obstacle, determine a target acceleration of the vehicle according to the first initial speed, the second initial speed and the initial distance, and determine a motion planning strategy of the vehicle according to the initial acceleration, the target acceleration and a preset target jerk. The embodiments of the present application perform motion planning of the vehicle based on the initial speed of the vehicle, the initial speed of the obstacle and the initial distance between the vehicle and the obstacle, which helps to ensure the driving safety of the vehicle. When performing motion planning of the vehicle, the planning is performed based on acceleration, and the preset target jerk makes the change of the acceleration of the vehicle more continuous, thereby effectively improving the comfort of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required to be used in the embodiments of the present application will be briefly introduced. Those skilled in the art can obtain other drawings according to these drawings without creating any creative labor.

[0017] Figure 1 is a flowchart of the vehicle motion planning method provided by the embodiments of the present application;

[0018] Figure 2 is an example diagram of region division of the distance between the vehicle and the obstacle in the embodiments of the present application;

[0019] Figure 3 is another example diagram of region division of the distance between the vehicle and the obstacle in the embodiments of the present application;

[0020] Figure 4 is a flowchart of the vehicle motion planning method provided by the embodiments of the present application in an actual application scenario;

[0021] Figure 5 is a structural diagram of the vehicle motion planning device provided by the embodiments of the present application;

[0022] Figure 6 is a structural diagram of the electronic device provided by the embodiments of the present application. DETAILED DESCRIPTION

[0023] The features and exemplary embodiments of the various aspects of the present application will be described in detail below with reference to the drawings. For the purpose of clarity, not all of the individual features of the application are described in detail herein. The following detailed description is merely exemplary of the application and is intended to provide further appreciation of the application by those skilled in the art. Accordingly, it will be apparent to those skilled in the art that various modifications can be made in the embodiments without departing from the scope of the application. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The examples provided herein are intended to be illustrative and not exclusive.

[0024] It should be noted that the relative terms, such as first and second, etc., are used herein only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between such entities or operations. Moreover, the terms "comprising", "including", or any other variant thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements recited, but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by an "includes" statement does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0025] To solve the problems in the prior art, the embodiments of the present application provide a vehicle motion planning method, device, equipment and computer storage medium. First, the vehicle motion planning method provided by the embodiments of the present application will be introduced.

[0026] Figure 1 The flowchart of the vehicle motion planning method provided by an embodiment of the present application is shown. As shown in the figure, the vehicle motion planning method comprises: Figure 1

[0027] Step 101, obtaining a first initial speed of a vehicle, an initial acceleration of the vehicle, a second initial speed of an obstacle, and an initial distance between the vehicle and the obstacle;

[0028] Step 102, determining a target acceleration of the vehicle according to the first initial speed, the second initial speed, and the initial distance;

[0029] Step 103, determining a motion planning strategy of the vehicle according to the initial acceleration, the target acceleration, and a preset target jerk.

[0030] ​The vehicle motion planning method in the embodiments of the present application can be applied in a following vehicle scenario, for example, the vehicle is driving behind an obstacle, and the vehicle motion planning method can be applied in a vehicle located behind. In an example, the vehicle can be an automatic driving car (ADC). It is easy to understand that the obstacle can also be a vehicle or a pedestrian, etc. For simplicity of description, the vehicle mentioned below can be considered as the vehicle located behind unless otherwise emphasized, and the obstacle can be a vehicle located in front or a pedestrian, etc.

[0031] Generally, in the process of vehicle motion planning, the initial motion state of the vehicle is acquired, such as the initial speed, initial acceleration and other parameters of the vehicle. The specific acquisition method can be realized by existing sensors, which will not be described here. In addition, the obstacle usually has an initial speed, which can be acquired by the vehicle through sensors such as laser radar or ultrasonic radar carried by the vehicle. In some application scenarios, such as when the vehicle and the obstacle can communicate with the on-board unit (OBU) and the road side unit (RSU), the vehicle can directly acquire the initial speed of the obstacle from the RSU. Alternatively, the vehicle and the obstacle can interact with the cloud server for speed-related data, which will not be described one by one. For distinction, the initial speed of the vehicle can be denoted as the first initial speed, and the initial speed of the obstacle can be denoted as the second initial speed.

[0032] The initial distance between the vehicle and the obstacle can also be acquired by the vehicle-mounted sensor on the vehicle or based on the RSU or the cloud server, which will not be described here.

[0033] In the embodiments, the vehicle can plan the acceleration according to the acquired initial parameters. It is easy to understand that the size of the acceleration or the rate of change of the acceleration will directly affect the comfort of the user and the safety of the vehicle. For example, when the acceleration changes too drastically, the passengers are easy to sway back and forth and feel uncomfortable. For another example, when the distance between the vehicle and the obstacle is too close and the obstacle brakes, if the acceleration cannot be reasonably planned, it is easy to cause a rear-end collision.

[0034] For acceleration planning, the embodiments can specifically determine the target acceleration of the vehicle according to the first initial speed, the second initial speed and the initial distance. The target acceleration can be considered as the expected acceleration determined based on the initial speed and distance conditions, i.e., the acceleration that the vehicle is expected to reach.

[0035] It's easy to understand that, in practical applications, when the initial distance is large, for example, exceeding 500m, the movement of obstacles may not significantly affect the vehicle's operation. In this case, the vehicle's motion planning can be unaffected by the obstacles. Conversely, when the initial distance is short, such as 120m, the movement of obstacles will influence the vehicle's motion planning. However, when the vehicle's speed is less than the obstacle's speed, a relatively large target acceleration can be determined, while when the vehicle's speed is greater than the obstacle's speed, a relatively small target acceleration can be determined, and so on. Of course, this is merely an example illustrating how the target acceleration of the vehicle can be determined based on a first initial speed, a second initial speed, and an initial distance; further details will be provided below.

[0036] In this embodiment, the jerk can be preset, or in other words, a parameter used to indicate the rate of change of acceleration, i.e., the target jerk mentioned above. The target jerk can be one or more preset values. For example, in one embodiment, the target jerk can have two preset values, one of which is negative, denoted as J. dec The other is a positive number, denoted as J. acc Generally speaking, negative jerk can be called deceleration; similarly, negative acceleration can also be called deceleration. In some examples below, the terms deceleration or deceleration-deceleration may be used to better illustrate that acceleration or jerk is negative.

[0037] The vehicle's motion planning strategy can be determined based on the initial acceleration, target acceleration, and target jerk. For example, the motion planning strategy could be to gradually change the vehicle's acceleration from the initial acceleration to the target acceleration. Generally, given a known acceleration variation pattern, the vehicle's speed and distance traveled during the journey can also be determined. Of course, the above motion planning strategy can be further refined by incorporating more parameters. For instance, if the distance between the vehicle and an obstacle meets a certain distance threshold during the acceleration variation, the vehicle's acceleration can be reduced to zero, resulting in uniform vehicle motion.

[0038] In other words, the aforementioned motion planning strategy can refer to the planning of parameters such as acceleration, speed, or distance traveled by the vehicle during a certain driving period. In this embodiment, the planning of these parameters can be based on acceleration planning; in addition, a preset target acceleration can control the rate of change of acceleration to avoid drastic changes in acceleration.

[0039] The vehicle motion planning method provided in the embodiments of the present application obtains a first initial speed and an initial acceleration of a vehicle, a second initial speed of an obstacle, and an initial distance between the vehicle and the obstacle, determines a target acceleration of the vehicle according to the first initial speed, the second initial speed, and the initial distance, and determines a motion planning strategy of the vehicle according to the initial acceleration, the target acceleration, and a preset target jerk. The embodiments of the present application perform motion planning of the vehicle based on the initial speed of the vehicle, the initial speed of the obstacle, and the initial distance between the vehicle and the obstacle, which helps to ensure the driving safety of the vehicle. When performing motion planning of the vehicle, the planning is performed based on acceleration, and the preset target jerk makes the change of the acceleration of the vehicle more continuous, thereby effectively improving the comfort of the vehicle.

[0040] Optionally, the step 102 of determining the target acceleration of the vehicle according to the first initial speed, the second initial speed, and the initial distance comprises:

[0041] In a case where the first initial speed is greater than the second initial speed, the first target acceleration of the vehicle is determined according to the initial distance.

[0042] In a case where the first initial speed is less than or equal to the second initial speed, the second target acceleration of the vehicle is determined according to the initial distance.

[0043] The first target acceleration and the second target acceleration can both correspond to the target acceleration mentioned above, or be referred to as the expected acceleration. In the embodiments, the target acceleration can be determined in different ways according to the size relationship between the initial speed of the vehicle and the initial speed of the obstacle.

[0044] In combination with some actual application scenarios, for the same initial distance, when the initial speed of the vehicle is less than the initial speed of the obstacle, the vehicle can maintain uniform motion, i.e., a motion state with an acceleration of 0, or even can be appropriately accelerated, at this time, the distance between the vehicle and the obstacle can be continuously widened in a period of time, and the risk of rear-end collision is small. In contrast, when the initial speed of the vehicle is greater than the initial speed of the obstacle, if the vehicle continues to travel at the current speed, there can be a large risk of rear-end collision, at this time, the vehicle can need to be controlled to decelerate, i.e., the acceleration of the vehicle is set to a negative number.

[0045] Of course, the above is only an example of some application scenarios. In combination with the example of these application scenarios, it can be seen that determining different target accelerations according to the size relationship between the first initial speed and the second initial speed can effectively ensure the safety of driving of the vehicle.

[0046] It is worth emphasizing that different target accelerations are determined here, and to some extent, it can also be considered that there are differences in the calculation methods adopted in determining the target acceleration. In actual application, there can also be a case where the values of the determined target accelerations are equal under different speed conditions.

[0047] In addition, the determination of the target acceleration can further consider the initial distance; that is, the first target acceleration or the second target acceleration will also be determined according to the initial distance. The specific process of determining the target acceleration according to the initial distance will be further described below.

[0048] The following first describes the manner of determining the first target acceleration according to the initial distance when the first initial speed is greater than the second initial speed. For simplicity of description, the first initial speed can be denoted as v0, the second initial speed can be denoted as k, and the initial distance can be denoted as D0.

[0049] Optionally, in the case where the first initial speed is greater than the second initial speed, the first target acceleration of the vehicle is determined according to the initial distance, including:

[0050] When the initial distance is within the first distance range, the initial acceleration is determined as the first target acceleration;

[0051] When the initial distance is within the second distance range, P first approaching distances are determined according to the initial distance, the stable following distance, the limit following distance, and P distance coefficients; P first candidate accelerations are determined according to the P first approaching distances, the first initial speed, and the second initial speed; the first target acceleration is determined from the P first candidate accelerations; wherein P is an integer greater than 1;

[0052] When the initial distance is within the third distance range, the first target acceleration is determined according to the initial distance, the first initial speed, and the second initial speed;

[0053] The distance values corresponding to the first distance range, the second distance range, and the third distance range are decreasing in turn.

[0054] It is worth emphasizing that in the embodiment, the first distance range, the second distance range and the third distance range can be considered as distance ranges determined under the precondition that v0>k. The distance values corresponding to the first distance range, the second distance range and the third distance range decrease in turn. It is easy to understand that the distance range can be considered as a set of distance values. Generally, in order to avoid logical conflicts (for example, under a certain D0 condition, two target acceleration determination methods are corresponded), each distance range should avoid overlapping distance values. The distance values corresponding to each distance range decrease in turn, which can be considered as that the lower limit of the former distance range is greater than the upper limit of the latter distance range, for example, the lower limit of the first distance range is greater than the upper limit of the second distance range, and so on. It is easy to understand that the first distance range and the second distance range generally do not overlap, for example, the first distance range can correspond to [180, +∞), and the second distance range can correspond to [50, 180). Although there is a boundary value 180 between the two distance ranges, the upper limit of the second distance range is still less than 180, that is, less than the lower limit of the first distance range.

[0055] When D0 is located in the first distance range, for example, D0 is greater than a certain distance threshold in value, or greater than a preset multiple of v0, it can be considered that the movement of the obstacle does not affect the movement of the vehicle. At this time, the movement of the vehicle can be performed according to the current movement parameters of the vehicle without considering the movement of the obstacle.

[0056] When D0 is located in the second distance range, it can be considered that the movement of the obstacle affects the movement of the vehicle, for example, if the vehicle continues to move according to the current movement parameters, it may not be able to handle the obstacle emergency brake and other conditions in time and may appear a risk of rear-end collision; At this time, the speed and position information of the obstacle need to be considered to determine the target acceleration of the vehicle.

[0057] It is easy to understand that since v0>k, the distance between the current vehicle and the obstacle has a tendency to decrease. If the distance decreases too much in a certain fixed time period, a safety risk may occur. If the distance decreases too little, it may need to be braked urgently, which may reduce the comfort of the vehicle. Based on the consideration of balancing safety and comfort, in the embodiment, when D0 is located in the second distance range, a plurality of first close distances can be determined, a corresponding first candidate acceleration can be determined according to each first close distance, and a first target acceleration can be determined from the plurality of first candidate accelerations.

[0058] In combination with some examples, when determining the first target acceleration from the plurality of first candidate accelerations, a first candidate acceleration with a smaller absolute value can be selected as the first target acceleration, or a first candidate acceleration closer to an ideal acceleration can be selected as the first target acceleration, where the ideal acceleration can be an empirical value representing a condition under which the vehicle can ensure sufficient comfort.

[0059] In addition, when determining the first approaching distance, a stable following distance and a limit following distance can be used, and both types of following distances can be set as needed. Generally, the stable following distance can represent a relatively ideal following distance, for example, it can be considered that the vehicle tries to maintain this following distance with the obstacle during driving. The limit following distance can generally be considered as a following distance that can ensure driving safety. When the distance between the vehicle and the obstacle is less than the limit following distance, the planning of the movement of the vehicle can be considered purely from the perspective of safety. In addition, specific setting methods of the stable following distance and the limit following distance will be illustrated in the following.

[0060] When D0 is in the third distance range, it can be considered that the distance between the vehicle and the obstacle is already relatively small. In order to avoid safety accidents, the first target acceleration can be directly determined according to the actual driving conditions of the vehicle and the obstacle, without considering or without considering too much the comfort of the vehicle.

[0061] In an example, the second distance range described above can further include a first distance interval and a second distance interval, where the lower limit of the first distance interval is greater than the upper limit of the second distance interval.

[0062] Meanwhile, the first distance interval and the second distance interval correspond to a plurality of distance coefficients respectively; any distance coefficient corresponding to the first distance interval is greater than any distance coefficient corresponding to the second distance interval.

[0063] The following examples will be described in combination with some examples.

[0064] Let the first approaching distance be denoted as distance, which can be calculated by the following formula:

[0065] distance = D0 - max (α × d follow , d fence_distance ) follow fence_distance

[0066] D0 is the initial distance, α is the distance coefficient, d follow is the stable following distance, and d fence_distance is the limit following distance.

[0067] The first distance interval can correspond to two distance coefficients of 1 and 0.7, and the second distance interval can correspond to two distance coefficients of 0.6 and 0.5.

[0068] The distance coefficient corresponding to the first distance interval is greater than that corresponding to the second distance interval, which can effectively adapt to changes in D0, ensuring that the calculated first approach distance has a more reasonable value under different D0 conditions. Furthermore, dividing the second distance range into different distance intervals allows for the determination of the corresponding first target acceleration within each interval. Simultaneously, combined with the setting of the distance coefficient, it allows for the adjustment of the emphasis between vehicle safety and comfort within different distance intervals, enhancing the flexibility of the first target acceleration determination method.

[0069] Furthermore, it is worth emphasizing that the specific values ​​and numbers of distance coefficients in the examples above are merely illustrative. In practical applications, the distance coefficients can be set as needed. Additionally, the specific formula for calculating the first approach distance can also be adjusted according to actual needs. For example, considering the error in the initial distance, a preset coefficient can be multiplied by D0 in the above formula, etc., which will not be listed here.

[0070] Alternatively, based on the previous example, the first candidate acceleration 'a' corresponding to each first approach distance can be determined according to the following formula. can :

[0071]

[0072] Where v0 is the first initial velocity and k is the second initial velocity.

[0073] Furthermore, based on different distances, multiple first candidate accelerations a are obtained. can In this case, the first target acceleration can be determined as follows:

[0074] If there exists a first candidate acceleration whose absolute value is less than or equal to the absolute value of the preset ideal acceleration, the first candidate acceleration with the largest absolute value and whose absolute value is less than the absolute value of the ideal acceleration shall be determined as the first target acceleration.

[0075] If the absolute value of each first candidate acceleration is greater than the absolute value of the ideal acceleration, the first candidate acceleration with the smallest absolute value is determined as the first target acceleration.

[0076] As shown above, the ideal acceleration can be an empirical value. To facilitate understanding of how the first target acceleration is determined, let's assume this empirical value is -2.5 m / s². 2 Its absolute value is 2.5; assume that there are two first candidate accelerations.

[0077] When the values ​​of the two first candidate accelerations are -1m / s² 2-2m / s 2 , both of which are 1 and 2 respectively, are less than 2.5, -2m / s 2 can be determined as the first target acceleration;

[0078] When the values of the two first candidate accelerations are -2m / s 2 and -3m / s 2 respectively, both of which are 2 and 3 respectively, and the absolute value 2 is less than 2.5, -2m / s 2 can be determined as the first target acceleration;

[0079] When the values of the two first candidate accelerations are -3m / s 2 and -3.5m / s 2 respectively, both of which are 3 and 3.5 respectively, and both are greater than 2.5, the first candidate acceleration corresponding to the smaller absolute value can be determined as the first target acceleration, i.e., -3m / s 2 can be determined as the first target acceleration.

[0080] In this way, the absolute value of the first target acceleration can be controlled as close to the absolute value of the ideal acceleration as possible, or below the absolute value of the ideal acceleration, to ensure the comfort of the vehicle.

[0081] In an example, when D0 is in the third distance range, the first target acceleration can be determined in the following manner:

[0082] 1) The required acceleration a m is calculated according to the following formula:

[0083]

[0084] 2) If a m < a ext , let a m = a ext ;

[0085] where a ext is the limit acceleration of the vehicle, which can be determined according to the motion performance of the vehicle; when a m < a ext , the second target speed is directly determined as a ext .

[0086] 3) If a m > -1m / s 2 , let a m = -1m / s 2 ;

[0087] It is worth mentioning that the -1 m / s here can be an empirical value; generally speaking, when the initial distance is within the third distance range, it is often necessary to control the vehicle to effectively decelerate, and in order to ensure the effectiveness and real-time performance of the deceleration control for the vehicle, it is usually necessary to make the acceleration control parameter small enough, in order to meet this requirement, an acceleration threshold, that is, -1 m / s here, can be set 2 When a m > -1 m / s 2 , the second target speed is directly determined as -1 m / s 2 .

[0088] It is worth mentioning that the acceleration threshold -1 m / s 2 here can also be determined according to the motion performance of the vehicle, so in actual application, the acceleration threshold can be set as needed.

[0089] 4) Of course, if a ext < a m < -1 m / s 2 , a m can be directly determined as the second target speed;

[0090] 5) The speed expectation value of the deceleration process is generated with a m as the acceleration.

[0091] In order to ensure the continuity of vehicle motion planning, the above-mentioned first distance range, first distance interval, second distance interval and third distance range are continuous in distance value in sequence;

[0092] The demarcation value between the first distance range and the first distance interval is determined based on the first initial speed, the demarcation value between the first distance interval and the second distance interval is determined based on the second initial speed, the demarcation value between the second distance interval and the third distance range is the limit following distance, and the limit following distance is determined based on the first initial speed, the second initial speed, the limit acceleration and the preset safety distance, and the limit acceleration is determined according to the motion performance of the vehicle;

[0093] The stable following distance is determined based on the second initial speed.

[0094] In combination with Figure 2 , the above-mentioned first distance range, first distance interval, second distance interval and third distance range can correspond to regions R1, R2, R3 and R4 respectively.

[0095] In one possible implementation, the boundary value of the first distance range and the first distance interval can be equal to 9 times the value of the first initial speed. It should be noted that the equality here can be only in the numerical level, and the specific units of the parameters can be preset, for example, the unit of the boundary value can be m, and the unit of the first initial speed can be m / s, etc. Specifically, assuming that the first initial speed is 20 m / s, the boundary value of the first distance range and the first distance interval can be 180 m; in the following, similar calculation cases can also exist, which can be understood according to the description herein.

[0096] The boundary value between the first distance interval and the second distance interval can be equal to 4 times the value of the second initial speed; the boundary value between the second distance interval and the third distance range can be equal to the limit following distance d fence_distance , d fence_distance can be calculated by the following formula:

[0097]

[0098] wherein a ext and d buffer can be preset values, a ext represents the limit deceleration of the vehicle, which can be determined according to the motion performance of the vehicle, and d buffer represents the safety buffer distance.

[0099] In combination with the determination manner of the first acceleration in the above embodiment, when v0>k, the overall determination strategy of the first target acceleration corresponding to the first distance range, the first distance interval, the second distance interval and the third distance range can be summarized as:

[0100] If D0 is in the third distance range, the comfort can not be considered, and a large deceleration is used for braking for safety;

[0101] If D0 is in the second distance interval, the safety can be mainly considered, and the comfort can be slightly considered, and a larger deceleration is used for braking;

[0102] If D0 is in the first distance interval, the safety and the comfort are considered, and a smaller deceleration is used for braking;

[0103] If D0 is in the first distance range, the existing motion state of the vehicle can be considered.

[0104] In addition, the setting of the above boundary value considers the initial speeds of the vehicle and the obstacle, which is helpful to determine the distance range or the distance interval according to the actual following driving scene, and improves the effect of vehicle motion planning.

[0105] It is worth mentioning that the specific multiples in the above-mentioned 9 times the first initial speed and 4 times the second initial speed can be empirical values, which can be selected according to actual needs.

[0106] The following will describe the manner of determining the second target acceleration according to the initial distance when the first initial speed is less than or equal to the second initial speed.

[0107] Optionally, in the case that the first initial speed is less than or equal to the second initial speed, the second target acceleration of the vehicle is determined according to the initial distance, comprising:

[0108] In the case that the vehicle meets the first preset condition, the third target acceleration of the vehicle is determined according to the initial distance;

[0109] In the case that the vehicle does not meet the first preset condition, the fourth target acceleration of the vehicle is determined according to the initial distance;

[0110] The first preset condition includes that the first initial speed is greater than or equal to the road speed limit, and the initial distance is less than or equal to the limit braking distance, and the limit braking distance is determined based on the road speed limit and the motion performance of the vehicle; the second target acceleration includes the third target acceleration or the fourth target acceleration.

[0111] In the case of v0≤k in the embodiment, it can be further judged whether the vehicle meets the first preset condition, and the second target acceleration of the vehicle can be determined in different manners under different determination results. In other words, the third target acceleration or the fourth target acceleration here can both correspond to the above-mentioned second target acceleration.

[0112] The determination of the first preset condition mainly considers the influence of the speed limit in the actual road driving process. For example, if the maximum speed limit of a road section is 20 m / s, the maximum speed limit corresponds to the above-mentioned road speed limit. In the case that the first initial speed is greater than 20 m / s, it is generally necessary to decelerate, and the corresponding second target acceleration can be confirmed as a negative value; while in the case that the first initial speed is less than 20 m / s, the determined second target acceleration can be a positive value, or a negative value, etc.

[0113] Of course, in the case of a maximum speed limit of the road, further consideration can be given to emergency braking of the vehicle from the maximum speed limit (e.g. braking at a minimum acceleration that the vehicle can reach, which can correspond to the limit acceleration described above, and can be determined by the motion performance of the vehicle), until a braking distance is experienced, which corresponds to the limit braking distance described above. In actual road conditions, it is also possible that obstacles can suddenly stop due to rear-end collisions, so the limit braking distance can also be considered as the first preset condition described above. For example, in the case of a maximum speed limit of 20 m / s on a certain road section, the limit braking distance can be determined as 150 m.

[0114] It can be seen that, by judging whether the vehicle satisfies the first preset condition and using different second target accelerations under different determination results, the safety of the vehicle in driving can be ensured.

[0115] Optionally, in the case of determining the third target acceleration of the vehicle, a motion planning strategy of the vehicle is determined according to the initial acceleration, the target acceleration and a preset target jerk, including:

[0116] The acceleration of the vehicle is adjusted according to the target jerk and the initial acceleration, until the current acceleration of the vehicle is equal to the third target acceleration; or, when the vehicle does not satisfy the first preset condition, the current acceleration of the vehicle is adjusted to 0.

[0117] It is easy to understand that, at a specific moment, the vehicle will have a corresponding speed or acceleration, etc., the speed at a specific moment can be referred to as the current speed, and similarly, the acceleration at a specific moment can be referred to as the current acceleration. In this embodiment, the specific moment can be an actual moment, or a future moment in the vehicle motion planning period.

[0118] In an example, the determination of the motion planning strategy of the vehicle described above can be based on the following vehicle motion model:

[0119]

[0120]

[0121]

[0122]

[0123] wherein a end represents the target acceleration (which can correspond to any one of the descriptions of the first target acceleration, the second target acceleration and the like in the above), a0represents the initial acceleration of the vehicle, J erk represents the target jerk, which is specifically taken as J decOr J acc The position can be selected based on the principle of making T1 greater than 0, and s0 can represent the initial position of the vehicle.

[0124] By combining the above vehicle motion model, it is possible to plan parameters such as acceleration and velocity at various moments. In addition, by combining the vehicle motion model, it is also possible to predict parameters such as the vehicle's current velocity and the current distance between the vehicle and obstacles at a certain moment in a vehicle motion planning cycle. This allows for continuous determination of whether the vehicle meets the first preset condition, and if the vehicle does not meet the first preset condition, the vehicle's current acceleration can be adjusted to 0.

[0125] It is worth noting that the above vehicle motion model can also be applied to the determination of motion planning strategies when v0>k.

[0126] Optionally, the above-mentioned method of determining the third target acceleration of the vehicle based on the initial distance, when the vehicle meets the first preset condition, includes:

[0127] When the initial distance is less than or equal to the first distance threshold, the acceleration of the third target is determined as the first acceleration value;

[0128] When the initial distance is greater than the first distance threshold, the acceleration of the third target is determined as the second acceleration value;

[0129] In this case, both the first acceleration value and the second acceleration value are less than 0, and the first acceleration value is less than the second acceleration value.

[0130] As shown above, when a vehicle meets the first preset condition, there is usually a speeding situation and safety risk. Therefore, the third target acceleration determined at this time can be a negative value. In addition, the third target acceleration can be further determined based on the initial distance.

[0131] As an example, the first distance threshold d y Based on actual needs, it is determined to be d. y =max(v0, min_stop_distance), where, in this expression, only numerical values ​​are calculated, d y The unit of can be preset to m, while the unit of v0 can be preset to m / s; min_stop_distance represents the minimum stopping distance, which can be a preset value, for example, it can be determined to be 15m, in order to overcome the adverse effects of measurement errors or control delays.

[0132] Of course, the first distance threshold d y In the formula for determining the value, min_stop_distance can be set according to actual needs, and v0 can also be configured with other coefficients as needed.

[0133] Correspondingly, in combination with the above example, the first acceleration value can be denoted as fast_slow_down_acc, and is preset as -1 m / s 2 , and the second acceleration value can be denoted as slow_down_acc, and is preset as -0.5 m / s 2 When the initial distance is less than or equal to d y , the third target acceleration can be determined as -1 m / s 2 , and when the initial distance is greater than d y , the third target acceleration can be determined as -0.5 m / s 2 . Of course, in actual application, the value of the determined third target acceleration can also be set according to actual needs.

[0134] In one example, in the case where the third target acceleration is determined, the motion planning strategy of the vehicle can be further determined based on the third target acceleration.

[0135] Specifically, if the vehicle motion planning process has a planning period, assuming that the planning period is 7 s, that is, in one planning, the motion parameters of the vehicle within the next 7 s are planned. In one planning period, when the third target acceleration is determined, the acceleration of the vehicle can be gradually changed from the initial acceleration to the third target acceleration according to the target jerk.

[0136] In the process of changing the acceleration of the vehicle, the current speed and the current distance (corresponding to the distance between the vehicle and the obstacle) of the vehicle at each time within 7 s can be calculated according to the vehicle motion model mentioned above. When the vehicle does not satisfy the first preset condition, the acceleration and the jerk can be planned as 0, so that the vehicle moves at a constant speed. In combination with the example of the values of the parameters mentioned above, the planning process can be represented as: when v < 22 m / s or D0+k*t-s>150 m, the acceleration and the jerk are 0, and the vehicle moves at a constant speed. The calculation method of v and s is disclosed in the vehicle motion model; t represents time, and in one planning period, its value range can be (0, 7].

[0137] It is worth emphasizing that in the present example, the third target acceleration and the motion planning strategy are determined under the condition that the initial speed and the initial distance of the vehicle satisfy the first preset condition. When the initial speed and the initial distance of the vehicle do not satisfy the first preset condition, the fourth target acceleration and the motion planning strategy can be different.

[0138] Specifically, in an optional embodiment, the fourth target acceleration of the vehicle is determined according to the initial distance under the condition that the vehicle does not satisfy the first preset condition, comprising:

[0139] When the initial distance is located in the fourth distance range, the fourth target acceleration is determined as the initial acceleration;

[0140] When the initial distance is located in the fifth distance range, the fourth target acceleration is determined as the third acceleration value;

[0141] When the initial distance is located in the sixth distance range, the fourth target acceleration is determined as the fourth acceleration value;

[0142] When the initial distance is located in the seventh distance range, the fourth target acceleration is determined as the fifth acceleration value;

[0143] Wherein, distance values corresponding to the fourth distance range, the fifth distance range, the sixth distance range and the seventh distance range decrease in turn.

[0144] In combination with the description above, it is easy to understand that distance values corresponding to each distance range decrease in turn, which can be considered as that the lower limit of a preceding distance range is greater than the upper limit of a following distance range. In addition, the third acceleration value, the fourth acceleration value and the fifth acceleration value can be set according to needs. For example, the third acceleration value can be 0.5 m / s 2 , the fourth acceleration value can be -0.5 m / s 2 , and the fifth acceleration value can be -1 m / s 2 .

[0145] In the embodiment, when the initial distance is located in different distance ranges, the fourth target acceleration is determined as the corresponding acceleration value, which can balance the safety and comfort of the vehicle more flexibly for different initial distances.

[0146] In one example, the fourth distance range, the fifth distance range, the sixth distance range and the seventh distance range are continuous in distance values in turn;

[0147] The demarcation value between the sixth distance range and the seventh distance range is determined based on the first initial speed and a preset minimum parking distance; the demarcation value between the fifth distance range and the sixth distance range is determined based on the first initial speed; and the demarcation value between the fourth distance range and the fifth distance range is determined based on the second initial speed.

[0148] In combination with Figure 3 , the fourth distance range, the fifth distance range, the sixth distance range and the seventh distance range can correspond to regions R5, R6, R7 and R8 respectively. In one example, the demarcation value between the sixth distance range and the seventh distance range is represented as caution_distance, which can be calculated by the following formula:

[0149] caution_distance = max(v0, min_stop_distance)

[0150] In combination with the description of the first distance threshold in the above embodiments, the determination manner of the caution_distance here can be similar to that of the first distance threshold.

[0151] The demarcation value between the fifth distance range and the sixth distance range can be equal to 4 times the value of the first initial speed; and the demarcation value between the fourth distance range and the fifth distance range can be equal to 9 times the value of the second initial speed. It should be noted that the equal relationship here can be only at the numerical level, and the specific units of various parameters can be preset, for example, the unit of the demarcation value can be m, and the unit of the first initial speed can be m / s, etc. In addition, the specific multiple relationship can also be adjusted according to actual needs.

[0152] In combination with Figure 2 And Figure 3 It can be seen that, in the case of v0>k or v0≤k, the distance between the vehicle and the obstacle can be divided into four intervals, and one-to-one correspondence can be performed, for example, the region R2 and the region R6 are corresponding; however, compared with this, the upper limit of the region R2 is determined based on the initial speed of the vehicle, and the upper limit of the region R6 is determined based on the initial speed of the obstacle; the lower limit of the region R2 is determined based on the initial speed of the obstacle, and the lower limit of the region R6 is determined based on the initial speed of the vehicle. In this way, when the relative speed between the vehicle and the obstacle changes, the upper and lower limits of each region can be as smoothly transitioned as possible, thereby helping to improve the smoothness of the vehicle.

[0153] Optionally, the above determining the motion planning strategy of the vehicle according to the initial acceleration, the target acceleration and the preset target jerk includes:

[0154] In the case of determining the fourth target acceleration as the third acceleration value, the acceleration of the vehicle is adjusted according to the target jerk and the initial acceleration until the current acceleration of the vehicle is equal to the third acceleration value; or until the current speed of the vehicle is equal to the current speed of the obstacle, the current acceleration of the vehicle is adjusted to 0;

[0155] In the case of determining the fourth target acceleration as the fourth target acceleration value, the acceleration of the vehicle is adjusted according to the target jerk and the initial acceleration until the current acceleration of the vehicle is equal to the fourth target acceleration value; or until the current distance between the vehicle and the obstacle is greater than or equal to the safety buffer distance;

[0156] In the case that the fourth target acceleration is determined as the fifth acceleration value, the acceleration of the vehicle is adjusted according to the target jerk and the initial acceleration until the current acceleration of the vehicle is equal to the fifth acceleration value, or until the current distance between the vehicle and the obstacle is greater than or equal to the safe buffer distance, which is a preset multiple of the current speed value of the vehicle.

[0157] The motion planning strategy process in the embodiment will be described below in combination with a specific application example:

[0158] Referring to Figure 3 When v0≤k and the initial speed and the initial distance of the vehicle satisfy the first preset condition, the distance between the vehicle and the obstacle is divided into four regions, which correspond to the regions R5, R6, R7 and R8 respectively.

[0159] When the initial distance is within the range of the region R5, the vehicle can keep the existing motion state for driving, i.e., the initial acceleration is kept unchanged.

[0160] When the initial distance is within the range of the region R6, the vehicle can be accelerated at a constant J acc The acceleration of the vehicle is increased to a third acceleration value, for example, 0.5 m / s 2 During this period, if the speed of the vehicle is equal to k, the acceleration and the jerk of the vehicle can be adjusted to 0, and the vehicle moves at a constant speed.

[0161] When the initial distance is within the range of the region R7, the vehicle can be accelerated at a constant J dec The acceleration is reduced to a fourth acceleration value, which is denoted as slow_down_acc and can be preset as -0.5 m / s 2 During this period, when D0+k*t-s≥safe_time_buffer*v0, the acceleration and the jerk of the vehicle can be adjusted to 0, and the vehicle moves at a constant speed; wherein safe_time_buffer can represent a safe buffer time and can be preset as 4, and s can be calculated based on the vehicle motion model mentioned above.

[0162] When the initial distance is within the range of the region R8, the vehicle can be accelerated at a constant J dec The acceleration is reduced to a fifth acceleration value, for example, -1 m / s 2 When D0+k*t-s≥safe_time_buffer*v0, the acceleration and the jerk of the vehicle can be adjusted to 0, and the vehicle moves at a constant speed.

[0163] Referring to Figure 4The following describes an implementation process of the vehicle motion planning method provided in the embodiments of the present application in an actual application scenario, and specifically includes the following steps.

[0164] Step 401: reading an initial acceleration a0, an initial speed v0, an initial position s0 of the ADC, an initial speed k of the obstacle, and an initial distance D0 between the obstacle and the ADC;

[0165] Step 402: determining whether v0>k exists, if yes, executing step 403, and if no, executing step 409;

[0166] Step 403: determining whether D0

[0167] wherein the fence_distance corresponds to the limit following distance d fence_distance in the above embodiment.

[0168] Step 404: the ADC accelerates at a m as a deceleration limit, and when the ADC decelerates to k, the ADC moves at a constant speed.

[0169] wherein the a m is the first target acceleration determined when D0 is in the third distance range.

[0170] Step 405: determining whether D0

[0171] Step 406: the ADC decelerates at the expected deceleration calculated by the ADC, and when the ADC decelerates to k, the ADC moves at a constant speed.

[0172] Step 407: determining whether D0

[0173] Step 408: no processing is performed, and the existing motion state of the ADC is maintained.

[0174] Step 409: determining whether v0≥22m / s and D0≤150m exist, if no, executing step 410, and if yes, executing step 416.

[0175] Step 410: determining whether D0

[0176] Step 411: the ADC decelerates at -1m / s 2decelerate as a desired deceleration until the distance between the ADC and the obstacle is greater than 4v0, and then move at a constant speed;

[0177] In step 412, it is determined whether D0<4v0 exists. If yes, step 413 is executed, and if no, step 414 is executed.

[0178] In step 413, the ADC decelerates at -0.5m / s 2 decelerate as a desired deceleration until the distance between the ADC and the obstacle is greater than 4v0, and then move at a constant speed;

[0179] In step 414, it is determined whether D0<9k exists. If yes, step 415 is executed, and if no, step 408 is executed.

[0180] In step 415, the ADC accelerates at 0.5m / s 2 accelerate as a desired acceleration until the speed of the ADC is equal to the speed of the obstacle, and then move at a constant speed;

[0181] In step 416, it is determined whether D0<caution_distance exists. If yes, step 417 is executed, and if no, step 418 is executed.

[0182] In step 417, the ADC decelerates at -1m / s 2 decelerate as a desired deceleration until the speed of the ADC is less than 22m / s, or the distance between the ADC and the obstacle is greater than 150m, and then move at a constant speed;

[0183] In step 418, the ADC decelerates at -0.5m / s 2 decelerate as a desired deceleration until the speed of the ADC is less than 22m / s, or the distance between the ADC and the obstacle is greater than 150m, and then move at a constant speed.

[0184] As shown in Figure 5 the embodiment of the present application further provides a vehicle motion planning device, which comprises:

[0185] The acquisition module 501 is configured to acquire a first initial speed of the vehicle, an initial acceleration of the vehicle, a second initial speed of the obstacle, and an initial distance between the vehicle and the obstacle.

[0186] The determination module 502 is configured to determine a target acceleration of the vehicle according to the first initial speed, the second initial speed, and the initial distance.

[0187] The planning module 503 is configured to determine a motion planning strategy of the vehicle according to the initial acceleration, the target acceleration, and a preset target jerk.

[0188] Optionally, the determination module 502 comprises:

[0189] The first determining sub-module is configured to determine a first target acceleration of the vehicle according to the initial distance when the first initial speed is greater than the second initial speed.

[0190] The second determining sub-module is configured to determine a second target acceleration of the vehicle according to the initial distance when the first initial speed is less than or equal to the second initial speed.

[0191] Optionally, the first determining sub-module comprises:

[0192] The first determining unit is configured to determine the initial acceleration as the first target acceleration when the initial distance is within a first distance range.

[0193] The second determining unit is configured to determine P first approaching distances according to the initial distance, the stable following distance, the limit following distance and P distance coefficients when the initial distance is within a second distance range; determine P first candidate accelerations according to the P first approaching distances, the first initial speed and the second initial speed; and determine the first target acceleration from the P first candidate accelerations; wherein P is an integer greater than 1.

[0194] The third determining unit is configured to determine the first target acceleration according to the initial distance, the first initial speed and the second initial speed when the initial distance is within a third distance range.

[0195] The distance values corresponding to the first distance range, the second distance range and the third distance range decrease in turn.

[0196] Optionally, the second distance range comprises a first distance interval and a second distance interval, and the lower limit of the first distance interval is greater than the upper limit of the second distance interval.

[0197] The first distance interval and the second distance interval correspond to a plurality of distance coefficients respectively, and any distance coefficient corresponding to the first distance interval is greater than any distance coefficient corresponding to the second distance interval.

[0198] Optionally, the first distance range, the first distance interval, the second distance interval and the third distance range are continuous in distance values in turn.

[0199] The demarcation value between the first distance range and the first distance interval is determined based on the first initial speed, the demarcation value between the first distance interval and the second distance interval is determined based on the second initial speed, the demarcation value between the second distance interval and the third distance range is the limit following distance, and the limit following distance is determined based on the first initial speed, the second initial speed, a limit acceleration and a preset safety distance, and the limit acceleration is determined according to the motion performance of the vehicle.

[0200] The stable following distance is determined based on the second initial speed.

[0201] Optionally, the second determining unit comprises:

[0202] The first determining sub-unit is configured to determine the first approaching distance distance according to the following formula when the initial distance is within the second distance range:

[0203] distance = D0 - max (α × d follow , d fence_distance )

[0204] D0 is the initial distance, α is a distance coefficient, d follow is the stable following distance, and d fence_distance is the limit following distance.

[0205] The second determining sub-unit is configured to determine the first candidate acceleration a can corresponding to each first approaching distance distance according to the following formula:

[0206]

[0207] wherein v0 is the first initial speed, and k is the second initial speed.

[0208] The third determining sub-unit is configured to, in a case where there is a first candidate acceleration whose absolute value is less than or equal to the absolute value of the preset ideal acceleration, determine the first candidate acceleration whose absolute value is the largest and less than the absolute value of the ideal acceleration as the first target acceleration.

[0209] In a case where the absolute value of each first candidate acceleration is greater than the absolute value of the ideal acceleration, the first candidate acceleration whose absolute value is the smallest is determined as the first target acceleration.

[0210] Optionally, the second determining sub-module comprises:

[0211] The fourth determining unit is configured to, in a case where the vehicle satisfies a first preset condition, determine a third target acceleration of the vehicle according to the initial distance.

[0212] The fifth determining unit is configured to, in a case where the vehicle does not satisfy the first preset condition, determine a fourth target acceleration of the vehicle according to the initial distance.

[0213] The first preset condition comprises that the first initial speed is greater than or equal to a road speed limit, and the initial distance is less than or equal to a limit braking distance, the limit braking distance being determined based on the road speed limit and the motion performance of the vehicle; and the second target acceleration comprises the third target acceleration or the fourth target acceleration.

[0214] Optionally, the planning module 503 comprises:

[0215] a first planning sub-module, configured to adjust the acceleration of the vehicle according to the target jerk and the initial acceleration until the current acceleration of the vehicle is equal to the third target acceleration, or until the vehicle does not satisfy the first preset condition, and adjust the current acceleration of the vehicle to 0, in a case that the third target acceleration of the vehicle is determined.

[0216] Optionally, the fourth determining unit comprises:

[0217] a fourth determining sub-unit, configured to determine the third target acceleration as a first acceleration value in a case that the initial distance is less than or equal to the first distance threshold.

[0218] a fifth determining sub-unit, configured to determine the third target acceleration as a second acceleration value in a case that the initial distance is greater than the first distance threshold.

[0219] wherein the first acceleration value and the second acceleration value are both less than 0, and the first acceleration value is less than the second acceleration value.

[0220] Optionally, the fifth determining unit comprises:

[0221] a sixth determining sub-unit, configured to determine the fourth target acceleration as the initial acceleration in a case that the initial distance is within a fourth distance range.

[0222] a seventh determining sub-unit, configured to determine the fourth target acceleration as a third acceleration value in a case that the initial distance is within a fifth distance range.

[0223] an eighth determining sub-unit, configured to determine the fourth target acceleration as a fourth acceleration value in a case that the initial distance is within a sixth distance range.

[0224] a ninth determining sub-unit, configured to determine the fourth target acceleration as a fifth acceleration value in a case that the initial distance is within a seventh distance range.

[0225] wherein the distance values corresponding to the fourth distance range, the fifth distance range, the sixth distance range and the seventh distance range decrease in turn.

[0226] Optionally, the fourth distance range, the fifth distance range, the sixth distance range and the seventh distance range are continuous in distance values in turn.

[0227] a boundary value between the sixth distance range and the seventh distance range is determined based on the first initial speed and a preset minimum parking distance; a boundary value between the fifth distance range and the sixth distance range is determined based on the first initial speed; and a boundary value between the fourth distance range and the fifth distance range is determined based on the second initial speed.

[0228] Optionally, the planning module 503 comprises:

[0229] The second planning submodule is configured to, in a case where the fourth target acceleration is determined as the third acceleration value, adjust the acceleration of the vehicle according to the target jerk and the initial acceleration until the current acceleration of the vehicle is equal to the third acceleration value, or until the current speed of the vehicle is equal to the current speed of the obstacle, and then adjust the current acceleration of the vehicle to 0.

[0230] The third planning submodule is configured to, in a case where the fourth target acceleration is determined as the fourth target acceleration value, adjust the acceleration of the vehicle according to the target jerk and the initial acceleration until the current acceleration of the vehicle is equal to the fourth target acceleration value, or until the current distance between the vehicle and the obstacle is greater than or equal to the safety buffer distance.

[0231] The fourth planning submodule is configured to, in a case where the fourth target acceleration is determined as the fifth acceleration value, adjust the acceleration of the vehicle according to the target jerk and the initial acceleration until the current acceleration of the vehicle is equal to the fifth acceleration value, or until the current distance between the vehicle and the obstacle is greater than or equal to the safety buffer distance, the safety buffer distance being a preset multiple of the current speed value of the vehicle.

[0232] It should be noted that the vehicle motion planning device is a device corresponding to the above-mentioned vehicle motion planning method, and all implementation manners in the above-mentioned method embodiments are applicable to the embodiments of the device, and the same technical effects can also be achieved.

[0233] Figure 6 A hardware structure schematic diagram of an electronic device provided by an embodiment of the present application is shown.

[0234] The electronic device can include a processor 601 and a memory 602 having computer program instructions stored therein.

[0235] Specifically, the processor 601 can include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or can be configured as one or more integrated circuits that implement one or more embodiments of the present application.

[0236] The memory 602 can include mass storage for data or instructions. As an example and not by way of limitation, the memory 602 can include a hard disk drive (HDD), a floppy disk drive, flash memory, an optical disc (e.g., a compact disc (CD) or a digital versatile disc (DVD)), a solid-state drive (SSD), a USB drive, or a combination of two or more of these. Where appropriate, the memory 602 can include removable or non-removable (or fixed) media. Where appropriate, the memory 602 can be internal or external to the integrated gateway disaster recovery appliance. In particular embodiments, the memory 602 is non-volatile, solid-state memory.

[0237] The memory can include read-only memory (ROM), random-access memory (RAM), magnetic disk storage mediums, optical storage mediums, flash memory devices, electrical, optical, or other physical / tangible memory storage devices. Thus, in general, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software that, when executed (by one or more processors), is operable to access the data and / or instructions as described with respect to the methods according to the present disclosure.

[0238] The processor 601 implements any one of the vehicle motion planning methods in the above embodiments by reading and executing computer program instructions stored in the memory 602.

[0239] In one example, the electronic device can further include a communication interface 603 and a bus 604. As shown, the processor 601, the memory 602, and the communication interface 603 are connected through the bus 604 and complete communication among each other. Figure 6

[0240] The communication interface 603 is mainly used to realize the communication among the modules, devices, units, and / or equipment in the embodiments of the present application.

[0241] ​Bus 604 includes a hardware, software, or both that couples components of the online data traffic metering device to each other. As an example but not a limitation, the bus can include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand™ interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or another suitable bus or a combination of two or more of these. Where suitable, bus 604 can include one or more buses. Although particular buses have been described and shown in the embodiments of the present application, the present application contemplates any suitable bus or interconnect.

[0242] In addition, in combination with the vehicle motion planning method in the above-mentioned embodiments, the embodiments of the present application can provide a computer storage medium for implementation. The computer storage medium has computer program instructions stored thereon; the computer program instructions are executed by a processor to implement any of the vehicle motion planning methods in the above-mentioned embodiments.

[0243] It needs to be clear that the present application is not limited to the specific configurations and processes described above and shown in the drawings. For the sake of brevity, detailed descriptions of well-known methods are omitted here. In the above-mentioned embodiments, several specific steps are described and shown as examples. However, the method processes of the present application are not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between steps, after understanding the spirit of the present application.

[0244] The functional blocks shown in the above structural block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a functional card, etc. When implemented in software, the elements of the present application are program or code segments used to perform the required tasks. The program or code segments can be stored in a machine-readable medium or transmitted through a data signal carried in a carrier wave over a transmission medium or communication link. The "machine-readable medium" can include any medium capable of storing or transmitting information. Examples of the machine-readable medium include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segments can be downloaded via a computer network such as the Internet, an intranet, etc.

[0245] It should also be noted that the example embodiments mentioned in the present application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiments, or in an order different from the embodiments, or several steps can be performed simultaneously.

[0246] The computer program instructions can also be loaded onto a computer, other programmable data processing apparatus, or other processing device to cause a series of operational steps to be performed on the computer, other programmable apparatus or other processing device to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide processes for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0247] The above is merely specific implementation of the present application, and those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described system, module and unit can refer to the corresponding process in the foregoing method embodiments, which will not be described herein. It should be understood that the protection scope of the present application is not limited to this, and any person skilled in the art can easily think of various equivalent modifications or replacements within the technical range disclosed in the present application, and these modifications or replacements shall be covered within the protection scope of the present application.

Claims

1. A vehicle motion planning method, characterized in that, include: Obtain the vehicle's first initial velocity, the vehicle's initial acceleration, the obstacle's second initial velocity, and the initial distance between the vehicle and the obstacle; The target acceleration of the vehicle is determined based on the first initial velocity, the second initial velocity, and the initial distance; The motion planning strategy of the vehicle is determined based on the initial acceleration, the target acceleration, and the preset target jerk. Determining the target acceleration of the vehicle based on the first initial velocity, the second initial velocity, and the initial distance includes: If the first initial velocity is greater than the second initial velocity, the first target acceleration of the vehicle is determined based on the initial distance; When the first initial velocity is greater than the second initial velocity, determining the first target acceleration of the vehicle based on the initial distance includes: When the initial distance is within the first distance range, the initial acceleration is determined as the first target acceleration; When the initial distance is within the second distance range, P first approach distances are determined based on the initial distance, stable following distance, extreme following distance, and P distance coefficients; P first candidate accelerations are determined based on the P first approach distances, the first initial velocity, and the second initial velocity; and the first target acceleration is determined from the P first candidate accelerations; where P is an integer greater than 1. When the initial distance is within the third distance range, the first target acceleration is determined based on the initial distance, the first initial velocity, and the second initial velocity; The distance values ​​corresponding to the first distance range, the second distance range, and the third distance range decrease sequentially. When the initial distance is within the second distance range, P first approach distances are determined based on the initial distance, stable following distance, extreme following distance, and P distance coefficients, including: When the initial distance is within the range of the second distance, the first approach distance is determined according to the following formula: distance=D0-max(α×d follow ,d fence_distance ) D0 is the initial distance, α is the distance coefficient, and d follow For the stable following distance, d fence_distance The specified maximum following distance.

2. The method according to claim 1, characterized in that, Determining the target acceleration of the vehicle based on the first initial velocity, the second initial velocity, and the initial distance further includes: If the first initial velocity is less than or equal to the second initial velocity, the second target acceleration of the vehicle is determined based on the initial distance.

3. The method according to claim 1, characterized in that, The second distance range includes a first distance interval and a second distance interval, wherein the lower limit of the first distance interval is greater than the upper limit of the second distance interval; The first distance interval and the second distance interval each correspond to a plurality of distance coefficients; any distance coefficient corresponding to the first distance interval is greater than any distance coefficient corresponding to the second distance interval.

4. The method according to claim 3, characterized in that, The first distance range, the first distance interval, the second distance interval, and the third distance range are sequentially consecutive in terms of distance values; The boundary value between the first distance range and the first distance interval is determined based on the first initial speed, the boundary value between the first distance interval and the second distance interval is determined based on the second initial speed, and the boundary value between the second distance interval and the third distance range is the limit following distance. The limit following distance is determined based on the first initial speed, the second initial speed, the limit acceleration, and a preset safety distance. The limit acceleration is determined according to the vehicle's motion performance. The stable following distance is determined based on the second initial speed.

5. The method according to any one of claims 1 to 4, characterized in that, Based on the P first approach distances, the first initial velocity, and the second initial velocity, P first candidate accelerations are determined; Determining the first target acceleration from the P first candidate accelerations includes: The first candidate acceleration 'a' corresponding to each first approach distance is determined according to the following formula. can : Where v0 is the first initial velocity and k is the second initial velocity; If there is a first candidate acceleration whose absolute value is less than or equal to the absolute value of the preset ideal acceleration, the first candidate acceleration with the largest absolute value and whose absolute value is less than the absolute value of the ideal acceleration is determined as the first target acceleration. If the absolute value of each of the first candidate accelerations is greater than the absolute value of the ideal acceleration, the first candidate acceleration with the smallest absolute value is determined as the first target acceleration.

6. The method according to claim 2, characterized in that, The step of determining the second target acceleration of the vehicle based on the initial distance when the first initial velocity is less than or equal to the second initial velocity includes: If the vehicle meets the first preset condition, the third target acceleration of the vehicle is determined based on the initial distance; If the vehicle does not meet the first preset condition, the fourth target acceleration of the vehicle is determined based on the initial distance; The first preset condition includes the first initial speed being greater than or equal to the road speed limit, and the initial distance being less than or equal to the maximum braking distance, wherein the maximum braking distance is determined based on the road speed limit and the vehicle's motion performance; the second target acceleration includes the third target acceleration or the fourth target acceleration.

7. The method according to claim 6, characterized in that, Given a determined third target acceleration for the vehicle, determining the vehicle's motion planning strategy based on the initial acceleration, the target acceleration, and a preset target acceleration includes: The vehicle's acceleration is adjusted based on the target acceleration and the initial acceleration until the vehicle's current acceleration equals the third target acceleration; or, if the vehicle does not meet the first preset condition, the vehicle's current acceleration is adjusted to 0.

8. The method according to claim 6, characterized in that, The step of determining the third target acceleration of the vehicle based on the initial distance when the vehicle meets the first preset condition includes: When the initial distance is less than or equal to the first distance threshold, the acceleration of the third target is determined as the first acceleration value; When the initial distance is greater than the first distance threshold, the acceleration of the third target is determined as the second acceleration value; Wherein, both the first acceleration value and the second acceleration value are less than 0, and the first acceleration value is less than the second acceleration value.

9. The method according to claim 6, characterized in that, The step of determining the fourth target acceleration of the vehicle based on the initial distance when the vehicle does not meet the first preset condition includes: When the initial distance is within the fourth distance range, the fourth target acceleration is determined as the initial acceleration; When the initial distance is within the fifth distance range, the fourth target acceleration is determined as the third acceleration value; When the initial distance is within the sixth distance range, the fourth target acceleration is determined as the fourth acceleration value; When the initial distance is within the seventh distance range, the fourth target acceleration is determined as the fifth acceleration value; The distance values ​​corresponding to the fourth distance range, the fifth distance range, the sixth distance range, and the seventh distance range decrease sequentially.

10. The method according to claim 9, characterized in that, The fourth distance range, the fifth distance range, the sixth distance range, and the seventh distance range are consecutive in distance value; The boundary value between the sixth distance range and the seventh distance range is determined based on the first initial speed and the preset minimum stopping distance; The boundary between the fifth distance range and the sixth distance range is determined based on the first initial velocity; the boundary between the fourth distance range and the fifth distance range is determined based on the second initial velocity.

11. The method according to claim 9, characterized in that, The process of determining the vehicle's motion planning strategy based on the initial acceleration, the target acceleration, and a preset target acceleration includes: If the fourth target acceleration is determined to be the third acceleration value, the vehicle's acceleration is adjusted according to the target acceleration and the initial acceleration until the vehicle's current acceleration is equal to the third acceleration value; or, the vehicle's current acceleration is adjusted to 0 until the vehicle's current speed is equal to the obstacle's current speed. When the fourth target acceleration is determined as the fourth target acceleration value, the vehicle's acceleration is adjusted according to the target acceleration and the initial acceleration until the vehicle's current acceleration is equal to the fourth target acceleration value; or, until the current distance between the vehicle and the obstacle is greater than or equal to the safe buffer distance, where the safe buffer distance is a preset multiple of the vehicle's current speed value. If the fourth target acceleration is determined to be the fifth acceleration value, the vehicle's acceleration is adjusted based on the target acceleration and the initial acceleration until the vehicle's current acceleration is equal to the fifth acceleration value; or until the current distance between the vehicle and the obstacle is greater than or equal to the safe buffer distance.

12. A vehicle motion planning device, characterized in that, include: The acquisition module is used to acquire the vehicle's first initial velocity, the vehicle's initial acceleration, the obstacle's second initial velocity, and the initial distance between the vehicle and the obstacle; The determining module is used to determine the target acceleration of the vehicle based on the first initial velocity, the second initial velocity, and the initial distance; The planning module is used to determine the motion planning strategy of the vehicle based on the initial acceleration, the target acceleration, and the preset target jerk. The determining module includes: The first determining submodule is used to determine the first target acceleration of the vehicle based on the initial distance when the first initial speed is greater than the second initial speed. The first determining submodule includes: The first determining unit is configured to determine the initial acceleration as the first target acceleration when the initial distance is within the first distance range; The second determining unit is configured to, when the initial distance is within the second distance range, determine P first approach distances based on the initial distance, stable following distance, extreme following distance, and P distance coefficients; determine P first candidate accelerations based on the P first approach distances, the first initial speed, and the second initial speed; and determine the first target acceleration from the P first candidate accelerations; wherein P is an integer greater than 1. The third determining unit is configured to determine the first target acceleration based on the initial distance, the first initial velocity, and the second initial velocity when the initial distance is within the third distance range; The distance values ​​corresponding to the first distance range, the second distance range, and the third distance range decrease sequentially. The second determining unit includes: The first determining subunit is configured to determine the first approach distance (distance) according to the following formula when the initial distance is within the second distance range: distance=D0-max(α×d follow ,d fence_distance ) D0 is the initial distance, α is the distance coefficient, and d follow For the stable following distance, d fence_distance The specified maximum following distance.

13. An electronic device, characterized in that, The device includes: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, it implements the vehicle motion planning method as described in any one of claims 1-11.

14. A computer storage medium, characterized in that, The computer storage medium stores computer program instructions, which, when executed by a processor, implement the vehicle motion planning method as described in any one of claims 1-11.

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