Path planning method and device, terminal device and vehicle

Abstract

Embodiments of the present application are suitable for the field of vehicle technology, and provide a path planning method and device, a terminal device and a vehicle. The method comprises: if a vehicle detects a road junction while driving along a first driving path in a first passing manner, obtaining first traffic information of the road junction and driving information of the vehicle; predicting a passing result of the vehicle passing through the road junction in the first passing manner according to the first traffic information and the driving information; if the passing result is that the vehicle cannot pass through the road junction, planning a second driving path and a second passing manner for the vehicle to drive from a current position to a destination; predicting a first driving cost of the vehicle driving along the first driving path; predicting a second driving cost of the vehicle driving from the current position to the destination along the second driving path; and determining a path corresponding to a minimum driving cost in the first driving cost and the second driving cost as an optimal path. The above method can obtain an optimal path with low cost.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a path planning method, device, terminal equipment and vehicle. Background Technology

[0002] Currently, drivers typically follow the optimal route recommended by their vehicle's GPS and navigation system. However, in today's complex traffic conditions, congestion is dynamic, meaning that vehicles arriving at intersections along the optimal route may face lengthy waiting times due to traffic light signals. This makes reaching the destination via the pre-planned optimal route relatively costly. Summary of the Invention

[0003] This application provides a route planning method, apparatus, terminal equipment, and vehicle, which can solve the problem of high cost for vehicles to reach their destination along a planned driving route.

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

[0005] If an intersection is detected when a vehicle is traveling along the first travel path in the first mode of traffic, the first traffic information of the intersection and the vehicle's travel information are obtained.

[0006] Based on the initial traffic information and driving information, predict the traffic outcome of vehicles passing through the intersection using the first mode of transportation;

[0007] If the result of the passage is that the intersection cannot be passed, then a second driving route and a second mode of transportation will be planned for the vehicle to travel from the current location to the destination; the first mode of transportation and the second mode of transportation are different;

[0008] Predict the initial travel cost of the vehicle from its current location to its destination along the first travel path;

[0009] Predict the second travel cost for the vehicle to travel from its current location to its destination along the second travel path;

[0010] The path with the lowest driving cost between the first and second driving costs is determined as the optimal path.

[0011] Secondly, embodiments of this application provide a path planning device, the device comprising:

[0012] The first acquisition module is used to acquire the first traffic information of the intersection and the driving information of the vehicle when the vehicle is traveling along the first driving path in the first traffic mode and an intersection is detected.

[0013] The first prediction module is used to predict the passage result of vehicles through the intersection in the first mode of traffic based on the first traffic information and driving information.

[0014] The first planning module is used to plan a second driving route and a second mode of transportation for the vehicle from its current location to its destination if the passage result is that the intersection cannot be passed; the first mode of transportation is different from the second mode of transportation.

[0015] The second prediction module is used to predict the first travel cost of the vehicle traveling from its current location to its destination along the first travel path.

[0016] The third prediction module is used to predict the second travel cost of the vehicle traveling from its current location to its destination along the second travel path.

[0017] The first determining module is used to determine the path with the minimum travel cost between the first travel cost and the second travel cost as the optimal path.

[0018] Thirdly, embodiments of this application provide a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in the first aspect above.

[0019] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect above.

[0020] Fifthly, embodiments of this application provide a computer program product that, when run on a terminal device, causes the terminal device to execute the method described in the first aspect.

[0021] In a sixth aspect, embodiments of this application provide a vehicle that includes the path planning device described in the second aspect above, the path planning device being used to execute the method described in the first aspect above.

[0022] The beneficial effects of this application embodiment compared to the prior art are as follows: When an intersection is detected while a vehicle is traveling along a first travel path using a first traffic method, the path planning device can acquire first traffic information about the intersection and the vehicle's travel information. Then, based on the first traffic information and the travel information, the device predicts the vehicle's passage through the intersection using the first traffic method. If the passage result is determined to be able to pass through the intersection, a second traffic method different from the first traffic method is planned, along with a second travel path that can reach the destination. Subsequently, the first travel cost of the vehicle traveling from its current location to its destination and the second travel cost of traveling from its current location to its destination along the second travel path are determined. Based on this, the path planning device can determine the path with the minimum travel cost between the first and second travel costs as the optimal path, so that the cost required for the vehicle to travel to its destination along the optimal path is minimized. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a flowchart illustrating the implementation of a path planning method according to an embodiment of this application;

[0025] Figure 2 This is a schematic diagram illustrating one implementation method for determining the passage result in a path planning method provided in an embodiment of this application;

[0026] Figure 3 This is a schematic diagram illustrating one implementation of a path planning method for determining the first travel cost, provided in an embodiment of this application.

[0027] Figure 4 This is a flowchart illustrating the implementation of a path planning method according to another embodiment of this application;

[0028] Figure 5 This is a schematic diagram of the structure of a path planning device provided in one embodiment of this application;

[0029] Figure 6 This is a schematic diagram of the structure of a terminal device provided in an embodiment of this application. Detailed Implementation

[0030] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0031] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0032] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0033] Currently, drivers typically follow the optimal route recommended by their vehicle's GPS and navigation system. However, in today's complex traffic conditions, road congestion is dynamic, meaning that vehicles arriving at intersections along the optimal route may be subject to traffic light signals, potentially requiring longer wait times. This results in higher time costs for vehicles to reach their destinations along the pre-planned optimal route. Furthermore, longer travel times also lead to increased fuel consumption.

[0034] The driving costs include, but are not limited to, the time cost of the vehicle to reach its destination and the amount of fuel required to reach the destination.

[0035] To reduce the travel costs of vehicles reaching their destination, this application provides a route planning method that can be applied to vehicle terminal devices. Exemplary examples of terminal devices include, but are not limited to, intelligent driving terminals, commercial vehicle intelligent terminals, and navigation terminals; this application does not impose any restrictions on the specific type of terminal device.

[0036] Please see Figure 1 , Figure 1 The following is a flowchart illustrating the implementation of a path planning method provided in an embodiment of this application. The method includes the following steps:

[0037] S101. If an intersection is detected when a vehicle is traveling along the first travel path in the first mode of traffic, the first traffic information of the intersection and the vehicle's travel information are obtained.

[0038] In one embodiment, the aforementioned intersection includes, but is not limited to, T-junctions, crossroads, turning intersections, or straight-ahead intersections, etc., and is not limited to any particular type. The first mode of traffic includes, but is not limited to, going straight, turning left, or turning right at the intersection.

[0039] In one embodiment, the first driving route is a navigation route pre-planned by the terminal device. For example, the terminal device may have a pre-installed map navigation module that can receive the destination set by the vehicle owner and generate the first driving route based on the vehicle's current location information. The generated first driving route typically pre-plans the corresponding traffic methods at each intersection.

[0040] For example, the map navigation module can record the driver's daily destinations and driving routes, and then determine the driving routes corresponding to the destinations that have been visited many times as the first driving route.

[0041] In one embodiment, the aforementioned first traffic information includes, but is not limited to, the current indicator signal of the traffic light corresponding to the first lane where the vehicle is located, the remaining illumination duration of the current indicator signal, and lane information. The aforementioned driving information includes, but is not limited to, the first lane where the vehicle is located and the vehicle's first speed.

[0042] In one embodiment, the aforementioned first traffic information can be obtained by the terminal device through data interaction with the vehicle-road cooperative system. Specifically, the vehicle-road cooperative system can employ wireless communication and internet technologies to implement real-time interaction of vehicle-to-vehicle and vehicle-to-infrastructure information in all aspects. Based on the collection and fusion of dynamic traffic information across all times and spaces, it can carry out active vehicle safety control and road cooperative management, achieving effective coordination among people, vehicles, and roads, thereby forming a safe, efficient, and environmentally friendly road traffic system. Based on this, the terminal device can obtain the first traffic information from the vehicle-road cooperative system. In this embodiment, the method of obtaining the first traffic information is not limited.

[0043] In one embodiment, the vehicle typically displays a first speed on the dashboard in real time; therefore, the terminal device can assume that the vehicle also includes a speed sensor for acquiring the first speed. Furthermore, the vehicle is typically equipped with a Global Positioning System (GPS) and a map navigation module to determine the vehicle's location in the first lane. The map navigation module usually contains a pre-installed map, which consists of various data elements.

[0044] Specifically, maps typically consist of road elements, intersection elements, traffic signal elements, logical relationship elements, and other road object elements. Road elements include, but are not limited to, road boundaries, lane left boundaries, lane right boundaries, lane center lines, lane speed limits, lane topology, lane line types, lane directions, lane turning types, and lane lengths. Intersection elements include, but are not limited to, intersection boundaries, intersection types, and virtual lanes within intersections. Traffic signal elements include, but are not limited to, traffic lights and other road signs. Logical relationship elements describe the logical relationships between map elements. Other road elements include, but are not limited to, pedestrian crossings, no-parking zones, stop lines, road arrows, road text, guardrails, streetlights, gantries, buildings, and speed bumps; there are no specific limitations on these.

[0045] Based on this, the terminal device can also determine the vehicle's current location information based on GPS, and obtain the aforementioned first traffic information and driving information based on the location information and the map navigation module.

[0046] S102. Based on the first traffic information and driving information, predict the passage result of the vehicle through the intersection using the first traffic mode.

[0047] In one embodiment, the aforementioned passage result includes two outcomes: being able to pass through the intersection and being unable to pass through the intersection. Specifically, the terminal device can be based on, for example... Figure 2 The S201-S204 diagrams show the predicted communication results. Details are as follows:

[0048] S201. If the current indicator signal is used to indicate that passage is permitted, and the time it takes for a vehicle to pass through the intersection at the first speed or by acceleration is less than the remaining illumination time, then the passage result is determined to be that the vehicle can pass through the intersection.

[0049] S202. If the current indicator signal is used to indicate that passage is permitted, and the duration for which a vehicle passes through the intersection at the first speed or by acceleration is greater than or equal to the remaining illumination duration, then the passage result is determined to be that passage is not permitted.

[0050] In one embodiment, when the aforementioned current indication signal is used to indicate permission to pass, it can be assumed that the traffic light corresponding to the first lane where the vehicle is located is green, indicating that the vehicle can pass through the intersection in the first mode of traffic under normal circumstances.

[0051] In one embodiment, the time it takes for a vehicle to pass through an intersection at a first speed or by acceleration can be determined by the terminal device based on the ratio of the distance between the vehicle and the stop line at the intersection to the first speed. Similarly, the time required to accelerate through the intersection can be determined by the terminal device pre-determining the lane speed limit corresponding to the first lane, and then determining the time required for the vehicle to accelerate through the intersection based on the lane speed limit, the vehicle's acceleration performance, and the distance between the vehicle and the stop line at the intersection. For example, the terminal device can first determine the vehicle's maximum acceleration based on its acceleration performance. Then, it can calculate the acceleration using the distance-acceleration formula S = vt + 1 / 2at. 2 Determine the required duration t. Where S is the distance between the vehicle and the stop line at the intersection, v is the initial vehicle speed, and a is the maximum acceleration.

[0052] It should be noted that if the vehicle is determined to be able to pass through the intersection at the first speed, the terminal equipment does not need to control the vehicle to accelerate, in order to improve driving safety.

[0053] In one embodiment, the remaining illumination duration is the duration during which the current indicator signal of the traffic light is about to change. For example, when the current traffic light is green, its remaining illumination duration should be the interval between when the traffic light will turn red. It is understood that if the current indicator signal indicates permission to proceed, then after the remaining illumination duration, the traffic light's indicator signal will be used to indicate prohibition to proceed.

[0054] Therefore, if the time required to pass through the intersection is less than the remaining illumination time, it indicates that the vehicle can pass through the intersection at its first speed or by accelerating. In this case, the result is that the vehicle can pass through the intersection. Similarly, if the time required to pass through the intersection is greater than or equal to the remaining illumination time, it indicates that the vehicle cannot pass through the intersection at its first speed or by accelerating. In this case, the result is that the vehicle cannot pass through the intersection.

[0055] S203. If the current indicator signal is used to indicate that passage is prohibited, and the time it takes for a vehicle to reach the intersection at the first speed or deceleration is less than the remaining illumination time, then the passage result is determined to be that the vehicle cannot pass through the intersection.

[0056] S204. If the current indicator signal is used to indicate that passage is prohibited, and the time taken for a vehicle to reach the intersection at the first speed or deceleration is greater than or equal to the remaining illumination time, then the passage result is determined to be that the vehicle can pass through the intersection.

[0057] In one embodiment, when the aforementioned current indication signal is used to indicate a prohibition on travel, it can be assumed that the traffic light corresponding to the first lane where the vehicle is located is red, and the vehicle needs to stop at the intersection.

[0058] However, when a vehicle is a certain distance from the stop line at an intersection, the terminal device can calculate the time required for the vehicle to reach the stop line at the intersection at a first speed or by decelerating. Specifically, the time required for the vehicle to reach the stop line at the intersection at the first speed can be the ratio of the distance from the vehicle to the stop line to the first speed. Alternatively, the time required to decelerate through the intersection can be determined by the terminal device based on the first speed, the vehicle's deceleration performance, and the distance from the stop line to the intersection.

[0059] Understandably, if the time required for a vehicle to reach the stop line at the intersection at its initial speed or after deceleration is less than the remaining illumination time, it indicates that the current traffic light signal is still indicating a prohibition on passage when the vehicle reaches the stop line. Therefore, the terminal equipment can determine that the vehicle's passage is prohibited.

[0060] Similarly, if the time required for a vehicle to reach the stop line at the intersection at its first speed or after deceleration is greater than or equal to the remaining illumination time, it indicates that the current traffic light signal will change when the vehicle reaches the stop line. For example, the current signal will change to indicate that passage is permitted. Therefore, the terminal equipment can determine that the vehicle does not need to wait when it reaches the stop line at the intersection at its first speed or after deceleration. In other words, the outcome is that the vehicle can pass through the intersection.

[0061] It should be noted that the terminal device should pre-store the vehicle's slowest driving speed, and then calculate the time required to decelerate and reach the intersection based on the initial speed, deceleration performance, and the slowest driving speed. The calculation method can refer to the distance and acceleration calculation formulas, which will not be elaborated upon here.

[0062] It should be added that when determining the passage result based on the above steps S201-S204, it is necessary to determine that no obstructing vehicle is detected ahead of the first lane where the vehicle is located, or that any detected obstructing vehicle has already passed the intersection. That is, only when no obstructing vehicle is detected ahead of the first lane can the terminal device determine the passage result based on the first traffic information and driving information. In other words, steps S201-S204 above are executed.

[0063] However, when an obstacle vehicle is detected ahead in the first lane, the vehicle's initial speed must not exceed the obstacle vehicle's second speed because a safe following distance is required. Otherwise, the vehicle may collide with the obstacle vehicle or the distance to the obstacle vehicle may be less than the safe distance. Therefore, when determining the passage outcome, the second speed needs to be set as the lane speed limit for the first lane before proceeding with steps S201-S204.

[0064] S103. If the result of the passage is that the intersection cannot be passed, then plan a second driving route and a second mode of transportation for the vehicle to travel from the current location to the destination; the first mode of transportation and the second mode of transportation are different.

[0065] In one embodiment, when it is determined that a vehicle cannot pass through an intersection using the first travel method, the terminal device can replan a second travel route from the current location to the destination based on a preset map navigation module. Furthermore, the second travel route must correspond to a different travel method than the first travel method to ensure that the vehicle does not need to wait at the intersection while traveling along the second travel route.

[0066] It should be noted that there can be multiple replanned secondary driving routes; there is no limit to the number. The method for planning secondary driving routes can be based on existing map navigation modules, which will not be described in detail here.

[0067] For example, at an intersection, a vehicle's primary mode of travel is to proceed straight. However, as the vehicle moves towards the intersection, the remaining illumination time for the permitted straight-ahead (permitted) signal is about to end, and the next permitted straight-ahead signal will be available after 100 seconds. At this time, the traffic light's current indicator signal also includes a signal indicating whether a left or right turn is permitted. Based on this, the map navigation module can plan the aforementioned second travel route according to the second mode of travel: a left turn or a right turn.

[0068] S104. Predict the first travel cost for the vehicle to travel from its current location to its destination along the first travel path.

[0069] In one embodiment, the first driving cost may be determined by one or more factors such as a first driving time, a first fuel consumption, or a first electricity consumption. In this embodiment, the first driving cost can be specifically determined based on the first driving time and the first fuel consumption.

[0070] The aforementioned first duration can be determined by a preset map navigation module. It is understood that existing navigation maps can, while planning a driving route, also display one or more pieces of information such as the duration the vehicle travels along that route, the number of traffic lights along the route, congested sections displayed in red, and unobstructed sections displayed in green.

[0071] Based on this, the terminal device can, for example, Figure 3 Steps S301-S305, as shown, determine the initial driving cost. Details are as follows:

[0072] S301. Obtain road segment information when the vehicle travels along the first driving path through the preset map navigation module; the road segment information includes the third speed and the required third time when the vehicle travels along the unobstructed section of the first driving path, and the fourth speed and the required fourth time when the vehicle travels along the congested section of the first driving path.

[0073] In one embodiment, the map navigation module can predict a first predicted vehicle speed when the vehicle is traveling on an unobstructed road segment and determine the first segment length of the unobstructed road segment. Then, based on the first segment length and the first predicted vehicle speed, the aforementioned third duration is predicted. The first predicted vehicle speed can be considered as the aforementioned third vehicle speed.

[0074] Similarly, for congested road sections, the preset map navigation module usually displays the second segment length of the congested road section and predicts the estimated travel time for vehicles based on the degree of congestion. This estimated travel time is the fourth duration mentioned above.

[0075] Furthermore, for the fourth speed requirement when traversing congested road sections, the terminal device can pre-store the vehicle speed information corresponding to each level of congestion. Then, based on the congestion level displayed by the map navigation module, it determines the target vehicle speed. This target speed information includes the fourth speed at various points in time as the vehicle travels along the congested road section. For example, the fourth speed could be a stop-and-go speed.

[0076] It should be understood that map navigation modules typically use different colors to display different levels of congestion on congested roads. For example, a road segment with light congestion might be displayed in yellow, while a road segment with heavy congestion might be displayed in red; there is no limitation on this.

[0077] Furthermore, the vehicle speed settings corresponding to each level of congestion can be preset by the driver based on the actual driving conditions on road sections with different levels of congestion, without any limitations.

[0078] S302. The sum of the third duration and the fourth duration is determined as the first duration.

[0079] In one embodiment, the first duration is the sum of the third and fourth durations. Alternatively, the preset map navigation module can directly output the first duration for acquisition by the terminal device. In this case, the terminal device does not need to perform calculations based on the first and second durations output separately by the map navigation module.

[0080] S303. Based on the preset relationship between driving speed, driving time and fuel consumption, determine the third fuel consumption required for the vehicle to travel at the third speed along the unobstructed road section, and the fourth fuel consumption required to travel at the fourth speed in the congested road section.

[0081] S304. The sum of the third fuel consumption and the fourth fuel consumption is determined as the first fuel consumption.

[0082] In one embodiment, the aforementioned correlation can be pre-set according to actual conditions, which will not be described in detail. The terminal device can determine the third fuel consumption required for the vehicle to travel along unobstructed road sections and the fourth fuel consumption required to travel along congested road sections based on this correlation. Then, the sum of the third and fourth fuel consumption is determined as the first fuel consumption.

[0083] It should be understood that for any vehicle, the manufacturer usually publishes its fuel consumption figures. However, these figures may not reflect actual fuel consumption. For example, at high speeds, the greater the wind resistance, the higher the fuel consumption.

[0084] Specifically, the relationship between preset driving speed, driving time, and fuel consumption can be summarized as follows: At a constant speed of 120 km / h, fuel consumption is 7.81 liters / 100 km; at a constant speed of 90 km / h, fuel consumption is 5.86 liters / 100 km; and at a constant speed of 60 km / h, fuel consumption is 4.12 liters / 100 km. It should be noted that the above relationship is only one example, and this embodiment does not impose any limitations on the relationship between preset driving speed, driving time, and fuel consumption.

[0085] It's important to note that in congested traffic, vehicles typically engage in stop-and-go driving. However, the fuel consumption of this stop-and-go driving pattern is usually much higher than that of constant-speed driving. Therefore, after determining the initial fuel consumption required for driving in congested traffic based on the preset relationship between driving speed, driving time, and fuel consumption, this initial fuel consumption must be multiplied by a preset proportional coefficient to obtain the final first fuel consumption. This preset proportional coefficient can be set in advance according to actual conditions, and it must be greater than 1; there are no strict limitations on this.

[0086] S305. Determine the first driving cost based on the first duration and the first fuel consumption.

[0087] Specifically, the first duration and the first fuel consumption are normalized to obtain the first target duration and the first target fuel consumption. Then, the weighted sum of the first target duration and the first target fuel consumption is determined as the first driving cost.

[0088] In one embodiment, the normalization process described above includes, but is not limited to, minimum-maximum normalization, zero-mean normalization, etc., and is not limited thereto. The purpose of normalizing the first duration, first fuel consumption, second duration, and second fuel consumption is to convert the data into decimals between 0 and 1, thereby unifying the dimensions between different types of data.

[0089] In one embodiment, the weighted sum is: summing the product of the first target duration and the first preset weight, and the product of the second target duration and the second preset weight. Specifically, when calculating the second driving cost, the weight corresponding to the second target duration is the first preset weight, and the weight corresponding to the second target fuel consumption is the second preset weight. The first and second preset weights can be set according to actual conditions and are not limited thereto.

[0090] S105, predict the second travel cost of the vehicle traveling from its current location to its destination along the second travel path.

[0091] In one embodiment, the second driving cost is similar to the first driving cost, and the step of predicting the second driving cost is similar to the method of predicting the first driving cost in S104, so it will not be described again.

[0092] S106. The path with the minimum travel cost between the first travel cost and the second travel cost is determined as the optimal path.

[0093] Specifically, if the first travel cost is less than or equal to the second travel cost, the first travel route is determined as the optimal route; if the first travel cost is greater than the second travel cost, the second travel route is determined as the optimal route.

[0094] It is understandable that when the first travel cost is less than or equal to the second travel cost, the combined cost of time and fuel consumption required for the vehicle to travel along the first travel path can be considered less than or equal to the combined cost of time and fuel consumption required for the vehicle to travel along the second travel path. Therefore, the terminal device can determine the first travel path as the optimal path.

[0095] In this embodiment, when an intersection is detected while the vehicle is traveling along a first travel path using a first traffic method, the path planning device can acquire first traffic information about the intersection and the vehicle's travel information. Then, based on the first traffic information and the travel information, the device predicts the vehicle's passage through the intersection using the first traffic method. If the passage result is determined to be successful, a second traffic method, different from the first traffic method, and a second travel path leading to the destination are planned. Subsequently, the first travel cost from the current location to the destination and the second travel cost from the current location to the destination along the second travel path are determined. Based on this, the path planning device can determine the path with the minimum travel cost between the first and second travel costs as the optimal path, minimizing the total cost required for the vehicle to travel to the destination along the optimal path. For example, minimizing the total cost in terms of time and fuel consumption.

[0096] In another embodiment, the terminal device may further determine the path with the shortest duration among the first and second durations as the first candidate path; determine the path with the lowest fuel consumption among the first and second fuel consumption amounts as the second candidate path; and determine the path with the lowest driving cost among the first and second driving costs as the third candidate path. Then, the first, second, and third candidate paths are all displayed on the vehicle's visual interface; subsequently, the device receives the driver's selection command and determines the candidate path corresponding to the selection command as the optimal path.

[0097] Understandably, when drivers have ample time, they can choose the second option with lower fuel consumption as the optimal route; conversely, when time is limited, they can choose the first option with the shortest travel time. This allows drivers to select the appropriate optimal route based on their actual needs, ensuring smooth travel while improving their driving experience.

[0098] In another embodiment, the terminal device can also display the path corresponding to each duration, the path corresponding to each fuel consumption, and the path corresponding to each type of driving cost, so that the car owner can determine the optimal path.

[0099] In another embodiment, after acquiring the first traffic information and vehicle driving information at the intersection, in order to minimize the time it takes for vehicles to pass through the intersection, the terminal device can also... Figure 4 The steps S401-S405 shown describe changing the vehicle's first lane. Details are as follows:

[0100] S401. Based on the lane direction of each lane, determine multiple second lanes that are in the same direction of travel as the vehicles.

[0101] In one embodiment, the vehicle is typically equipped with a visual perception device to sense the surrounding driving environment. Based on this, the terminal device can determine other lanes according to the visual perception device, and determine the driving direction corresponding to each lane according to the road elements (lane directions) included in the map navigation module as described in S101 above.

[0102] S402. Determine the first traffic speed when vehicles in the first lane pass through the intersection.

[0103] In one embodiment, if there are no obstructing vehicles in front of a vehicle in the first lane, the terminal device can consider the first lane as the target lane with the fastest traffic speed. However, if there are one or more obstructing vehicles in front of a vehicle in the first lane, the terminal device can determine the number of obstructing vehicles passing through the intersection in the first lane within a preset time period based on the visual perception device, and determine the ratio of the number to the preset time period as the first traffic speed.

[0104] S403. Determine the second traffic speed for other vehicles in each second lane when they pass through the intersection.

[0105] In one embodiment, the method for determining the second passage rate of other vehicles in each second lane through the intersection is similar to the method for determining the first passage rate in S402, and will not be described further.

[0106] S404. Based on the first traffic speed and all second traffic speeds, determine the target lane with the fastest traffic speed from the first lane and the second lane where the vehicle is located.

[0107] S405, Control the vehicle to change from the first lane to the target lane.

[0108] In one embodiment, the terminal device may assume that when traveling in the target lane with the fastest traffic speed, the probability of passing through the intersection is likely to be higher and the time shorter. Therefore, the terminal device can control the vehicle to change from the current first lane to the target lane.

[0109] Understandably, when the vehicle's first lane is the target lane, the terminal device does not need to control the vehicle, that is, it does not need to change lanes.

[0110] In another embodiment, the terminal device can also, based on a visual perception device, determine a first number of obstructing vehicles in front of the vehicle in the first lane, and a second number of other vehicles in front of the vehicle in the second lane. Then, the lane with the fewest obstructing vehicles in the first and second lanes is determined as the target lane. Based on this, the terminal device can control the vehicle to change from the first lane to the target lane with the fewest obstructing vehicles, thereby reducing the time required for the vehicle to pass through the intersection.

[0111] It should be added that when a vehicle changes to the target lane, the terminal device needs to determine the target lane as the first lane where the vehicle is currently located in order to execute the subsequent steps S102-S106.

[0112] In another embodiment, in step S103, if the passage result is that the intersection cannot be passed, the terminal device, after planning a second travel route for the vehicle from its current location to its destination, can also determine a preset number of target intersections that the vehicle needs to reach in advance from the second travel route, and predict the estimated travel time required for the vehicle to pass through the preset number of target intersections. Then, when it is determined that the vehicle's passage result using the first travel method is that the intersection cannot be passed, the remaining illumination time of the traffic light is determined as the waiting time. For example, the waiting time is 100 seconds. Finally, if the estimated travel time is greater than or equal to the waiting time, the vehicle is controlled to wait at the current intersection. If the estimated travel time is less than the waiting time, the vehicle is controlled to pass through the current intersection using the second travel method.

[0113] The preset number of target intersections can be set in advance according to the actual situation. For example, the preset number of target intersections can be 2 or 3 intersections.

[0114] The estimated travel time required for vehicles to pass through a preset number of target intersections can be predicted using a pre-trained traffic prediction model. The input data to the traffic prediction model can be one or more of the following: the number of target intersections, the distance between the vehicle and each target intersection, the traffic conditions between each target intersection, and the traffic light signal conditions at each target intersection.

[0115] The distance between a vehicle and each target intersection can be determined using a pre-set map navigation module. The traffic flow and traffic light conditions between each target intersection can be determined using a vehicle-to-infrastructure (V2I) system. This V2I system uses wireless communication and roadside equipment (roadside computing devices and / or roadside sensing devices) to acquire vehicle and road information. Through vehicle-to-vehicle (V2X) communication, it achieves information exchange and sharing, thereby coordinating between vehicles and roadside equipment to optimize road resource utilization, improve traffic safety, and alleviate congestion.

[0116] Furthermore, V2X is a key technology for vehicle-to-everything (V2X) communication. A true V2X system consists of three parts: a network platform, vehicles, and the driving environment, achieving interconnectivity between these three components. The driving environment includes road information, traffic lights and other traffic infrastructure, nearby vehicles, pedestrians, and other external factors related to vehicle movement. Therefore, vehicles can use V2X communication technology to obtain information about traffic conditions at each target intersection and the signal status of traffic lights at each intersection.

[0117] Please see Figure 5 , Figure 5 This is a structural block diagram of a path planning device provided in an embodiment of this application. The path planning device in this embodiment includes modules for performing... Figures 1 to 4 The steps in the corresponding embodiments. Please refer to the details. Figures 1 to 4 as well as Figures 1 to 4 The relevant descriptions in the corresponding embodiments are shown below. For ease of explanation, only the parts relevant to this embodiment are shown. See also... Figure 5 The path planning device 500 may include: a first acquisition module 510, a first prediction module 520, a first planning module 530, a second prediction module 540, a third prediction module 550, and a first determination module 560, wherein:

[0118] The first acquisition module 510 is used to acquire the first traffic information of the intersection and the driving information of the vehicle when the vehicle is traveling along the first driving path in the first traffic mode and an intersection is detected.

[0119] The first prediction module 520 is used to predict the passage result of vehicles through the intersection in the first mode of traffic based on the first traffic information and driving information.

[0120] The first planning module 530 is used to plan a second driving route and a second mode of transportation for the vehicle from its current location to its destination if the result of the passage is that the intersection cannot be passed; the first mode of transportation is different from the second mode of transportation.

[0121] The second prediction module 540 is used to predict the first travel cost of the vehicle traveling from its current location to its destination along the first travel path.

[0122] The third prediction module 550 is used to predict the second travel cost of the vehicle traveling from its current location to its destination along the second travel path.

[0123] The first determining module 560 is used to determine the path with the minimum travel cost between the first travel cost and the second travel cost as the optimal path.

[0124] In one embodiment, the driving information includes the first lane in which the vehicle is located; the vehicle driving path planning device 500 further includes:

[0125] The second determining module is used to determine multiple second lanes that are the same as the vehicle's travel direction based on the lane direction of each lane.

[0126] The third determining module is used to determine the first traffic speed of vehicles in the first lane when passing through the intersection.

[0127] The fourth determining module is used to determine the second traffic speed of other vehicles in each of the second lanes when they pass through the intersection.

[0128] The fifth determining module is used to determine the target lane with the fastest traffic speed from the first lane and the second lane where the vehicle is located, based on the first traffic speed and all second traffic speeds.

[0129] The control module is used to control the vehicle to change from the first lane to the target lane.

[0130] In one embodiment, the first traffic information includes the current indicator signal and remaining illumination duration of the traffic light corresponding to the first lane where the vehicle is located; the driving information includes the first vehicle speed; the first prediction module 520 is further configured to:

[0131] If the current signal indicates permission to pass, and the time it takes for a vehicle to pass through the intersection at the first speed or with acceleration is less than the remaining illumination time, then the result is determined to be that the vehicle can pass through the intersection. If the current signal indicates permission to pass, and the time it takes for a vehicle to pass through the intersection at the first speed or with acceleration is greater than or equal to the remaining illumination time, then the result is determined to be that the vehicle cannot pass through the intersection. If the current signal indicates prohibition to pass, and the time it takes for a vehicle to arrive at the intersection at the first speed or with deceleration is less than the remaining illumination time, then the result is determined to be that the vehicle cannot pass through the intersection. If the current signal indicates prohibition to pass, and the time it takes for a vehicle to arrive at the intersection at the first speed or with deceleration is greater than or equal to the remaining illumination time, then the result is determined to be that the vehicle can pass through the intersection.

[0132] In one embodiment, the vehicle travel path planning device 500 further includes:

[0133] The sixth determining module is used to determine the passage result based on the first traffic information and driving information if no obstructing vehicle is detected ahead of the first lane.

[0134] The seventh determination module is used to determine the second speed of the obstructing vehicle as the lane speed limit of the first lane if an obstructing vehicle is detected ahead of the first lane, and to determine the passage result based on the first traffic information, driving information and lane speed limit.

[0135] In one embodiment, the second prediction module 530 is further configured to:

[0136] The system uses a pre-defined map navigation module to obtain road segment information when the vehicle travels along a first driving path. This information includes the third speed and required third travel time when the vehicle travels along a clear section of the first driving path, and the fourth speed and required fourth travel time when the vehicle travels along a congested section of the first driving path. The sum of the third and fourth travel times is determined as the first travel time. Based on the pre-defined relationship between driving speed, travel time, and fuel consumption, the system determines the third fuel consumption required for the vehicle to travel at the third speed along a clear section, and the fourth fuel consumption required for the vehicle to travel at the fourth speed along a congested section. The sum of the third and fourth fuel consumption is determined as the first fuel consumption. The system then determines the first travel cost based on the first travel time and the first fuel consumption.

[0137] In one embodiment, the second prediction module 530 is further configured to:

[0138] The first duration and the first fuel consumption are normalized to obtain the first target duration and the first target fuel consumption; the weighted sum of the first target duration and the first target fuel consumption is determined as the first driving cost.

[0139] In one embodiment, the second travel cost includes a second travel time and a second fuel consumption; the vehicle travel route planning device 500 further includes:

[0140] The eighth determination module is used to determine the path with the shortest duration between the first duration and the second duration as the first candidate path.

[0141] The ninth determining module is used to determine the path with the lowest fuel consumption among the first and second fuel consumption as the second candidate path.

[0142] The tenth determination module is used to determine the path with the lowest driving cost between the first driving cost and the second driving cost as the third path to be selected.

[0143] The display module is used to display the first, second, and third paths to be selected on the vehicle's visual interface.

[0144] The processing module is used to receive the selection command from the vehicle owner and determine the path to be selected corresponding to the selection command as the optimal path.

[0145] When it is understood that, Figure 5 In the structural block diagram of the path planning device shown, each module is used to perform... Figures 1 to 4 The steps in the corresponding embodiments, and for Figures 1 to 4 The steps in the corresponding embodiments have been explained in detail in the above embodiments. Please refer to them for details. Figures 1 to 4 as well as Figures 1 to 4 The relevant descriptions in the corresponding embodiments will not be repeated here.

[0146] Figure 6 This is a structural block diagram of a terminal device provided in one embodiment of this application. For example... Figure 6 As shown, the terminal device 600 of this embodiment includes: a processor 610, a memory 620, and a computer program 630 stored in the memory 620 and executable on the processor 610, such as a path planning method program. When the processor 610 executes the computer program 630, it implements the steps of the various embodiments of the path planning methods described above, for example... Figure 1 S101 to S106 are shown. Alternatively, the processor 610 implements the above when executing the computer program 630. Figure 5 The functions of each module in the corresponding embodiments, for example, Figure 5 For details on the functions of modules 510 to 560 shown, please refer to [link / reference]. Figure 5 The relevant descriptions in the corresponding embodiments.

[0147] For example, the computer program 630 can be divided into one or more modules, one or more of which are stored in the memory 620 and executed by the processor 610 to implement the path planning method provided in the embodiments of this application. One or more modules can be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of the computer program 630 in the terminal device 600. For example, the computer program 630 can implement the path planning method provided in the embodiments of this application.

[0148] Terminal device 600 may include, but is not limited to, processor 610 and memory 620. Those skilled in the art will understand that... Figure 6 This is merely an example of terminal device 600 and does not constitute a limitation on terminal device 600. It may include more or fewer components than shown, or combine certain components, or different components. For example, terminal device may also include input / output devices, network access devices, buses, etc.

[0149] The processor 610 may be a central processing unit, or it may be other general-purpose processors, digital signal processors, application-specific integrated circuits, off-the-shelf programmable gate arrays or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc.

[0150] The memory 620 can be an internal storage unit of the terminal device 600, such as a hard disk or memory of the terminal device 600. The memory 620 can also be an external storage device of the terminal device 600, such as a plug-in hard disk, smart memory card, flash memory card, etc., equipped on the terminal device 600. Furthermore, the memory 620 can include both internal storage units and external storage devices of the terminal device 600.

[0151] This application provides a computer-readable storage medium, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the path planning method as described in the above embodiments.

[0152] This application provides a computer program product that, when run on a terminal device, causes the terminal device to execute the path planning methods described in the above embodiments.

[0153] This application provides a vehicle that includes the aforementioned path planning device, which is used to execute the path planning methods in the various embodiments described above.

[0154] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A path planning method, characterized in that, The method includes: If an intersection is detected when a vehicle is traveling along a first travel path in a first traffic mode, then the first traffic information of the intersection and the vehicle's travel information are obtained; the travel information includes the first lane in which the vehicle is located. Based on the first traffic information and the driving information, predict the passage result of the vehicle through the intersection using the first traffic method; If the passage result is that the intersection cannot be passed, then a second driving route and a second mode of transportation are planned for the vehicle to travel from its current location to its destination; the first mode of transportation is different from the second mode of transportation. Predict the first travel cost for the vehicle to travel from its current location to its destination along the first travel path; Predict the second travel cost for the vehicle to travel from its current location to its destination along the second travel path; The path with the minimum travel cost between the first travel cost and the second travel cost is determined as the optimal path. If the passage result is that the intersection cannot be passed, then after planning the second driving route and the second mode of transportation for the vehicle to travel from the current location to the destination, the following steps are also included: If the passage result is that the intersection cannot be passed, then a preset number of target intersections that the vehicle needs to reach in advance when traveling on the second travel route are determined. Predict the estimated travel time required for the vehicle to pass through a preset number of target intersections; Determine the waiting time for the vehicle when it passes through the intersection using the first traffic method; When the estimated travel time is greater than or equal to the waiting time, the vehicle is controlled to wait at the current intersection. When the estimated travel time is less than the waiting time, the vehicle is controlled to pass through the current intersection using the second travel method. After obtaining the first traffic information of the intersection and the driving information of the vehicles, the method further includes: Based on the lane direction of each lane, determine multiple second lanes that are in the same direction of travel as the vehicle. Determine the first traffic speed of vehicles in the first lane when they pass through the intersection; Determine the second traffic speed for other vehicles in each of the second lanes when they pass through the intersection; Based on the first traffic rate and all of the second traffic rates, determine the target lane with the fastest traffic rate from the first lane and the second lane where the vehicle is located; Control the vehicle to change from the first lane to the target lane; Determining the first traffic speed of vehicles in the first lane when passing through the intersection includes: If there is one or more obstructed vehicles in the first lane, the number of obstructed vehicles passing through the intersection in the first lane within a preset time period is determined based on the visual perception device, and the ratio of the number of obstructed vehicles to the preset time period is determined as the first traffic speed. The method further includes: If there are no obstructing vehicles in the first lane, then the first lane is determined as the target lane with the fastest traffic speed.

2. The method according to claim 1, characterized in that, The first traffic information includes the current indicator signal and remaining illumination duration of the traffic light corresponding to the first lane where the vehicle is located; the driving information includes a first vehicle speed; predicting the passage result of the vehicle through the intersection in the first traffic mode based on the first traffic information and the driving information includes: If the current indication signal is used to indicate that passage is permitted, and the time it takes for the vehicle to pass through the intersection at the first speed or by acceleration is less than the remaining illumination time, then the passage result is determined to be that the vehicle can pass through the intersection. If the current indication signal is used to indicate that passage is permitted, and the duration of the vehicle passing through the intersection at the first speed or by acceleration is greater than or equal to the remaining illumination duration, then the passage result is determined to be that the vehicle cannot pass through the intersection. If the current indication signal is used to indicate that passage is prohibited, and the time taken for the vehicle to reach the intersection at the first speed or deceleration is less than the remaining illumination time, then the passage result is determined to be that the vehicle cannot pass through the intersection. If the current indication signal is used to indicate that passage is prohibited, and the time taken for the vehicle to arrive at the intersection at the first speed or at deceleration is greater than or equal to the remaining illumination time, then the passage result is determined to be that the vehicle can pass through the intersection.

3. The method according to claim 2, characterized in that, The method further includes: If no obstructing vehicle is detected ahead of the first lane, the passage result is determined based on the first traffic information and the driving information; If an obstructing vehicle is detected ahead of the first lane, the second speed of the obstructing vehicle is determined as the lane speed limit for the first lane, and the passage result is determined based on the first traffic information, the driving information, and the lane speed limit.

4. The method according to claim 1, characterized in that, The prediction of the first travel cost of the vehicle traveling from its current location to its destination along the first travel path includes: The system obtains road segment information when the vehicle travels along the first driving path using a preset map navigation module. The road segment information includes the third speed and the required third time when the vehicle travels along the unobstructed section of the first driving path, and the fourth speed and the required fourth time when the vehicle travels along the congested section of the first driving path. The sum of the third duration and the fourth duration is determined as the first duration; Based on the preset relationship between driving speed, driving time and fuel consumption, the third fuel consumption required for the vehicle to travel along the unobstructed road section at the third speed and the fourth fuel consumption required to travel along the congested road section at the fourth speed are determined. The sum of the third fuel consumption and the fourth fuel consumption is determined as the first fuel consumption; The first driving cost is determined based on the first duration and the first fuel consumption.

5. The method according to claim 4, characterized in that, Determining the first driving cost based on the first duration and the first fuel consumption includes: The first duration and the first fuel consumption are normalized respectively to obtain the first target duration and the first target fuel consumption. The weighted sum of the first target duration and the first target fuel consumption is determined as the first driving cost.

6. The method according to claim 5, characterized in that, The second driving cost includes a second driving time and a second fuel consumption; the method further includes: The path with the shortest duration between the first duration and the second duration is determined as the first path to be selected; The path with the lowest fuel consumption between the first fuel consumption and the second fuel consumption is determined as the second path to be selected. The path with the lowest driving cost between the first driving cost and the second driving cost is determined as the third path to be selected. The first path to be selected, the second path to be selected, and the third path to be selected are displayed on the vehicle's visualization interface; The system receives the selection command from the vehicle owner and determines the path to be selected corresponding to the selection command as the optimal path.

7. A path planning device, characterized in that, The device includes: The first acquisition module is used to acquire first traffic information of the intersection and driving information of the vehicle when an intersection is detected while the vehicle is traveling along the first driving path in the first traffic mode; the driving information includes the first lane in which the vehicle is located. The first prediction module is used to predict the passage result of the vehicle through the intersection in the first traffic mode based on the first traffic information and the driving information. The first planning module is used to plan a second driving route and a second mode of transportation for the vehicle from its current location to its destination if the traffic result is that the intersection cannot be passed; the first mode of transportation is different from the second mode of transportation. The second prediction module is used to predict the first travel cost of the vehicle traveling from the current location to the destination along the first travel path. The third prediction module is used to predict the second travel cost of the vehicle traveling from the current location to the destination along the second travel path; The first determining module is used to determine the path with the minimum travel cost between the first travel cost and the second travel cost as the optimal path. The device includes: The intersection determination module is used to determine a preset number of target intersections that the vehicle needs to reach in advance when traveling along the second travel route if the passage result is that the intersection cannot be passed. The time prediction module is used to predict the estimated travel time required for the vehicle to pass through a preset number of target intersections; The duration determination module is used to determine the waiting time of the vehicle when it passes through the intersection in the first traffic mode; A waiting control module is used to control the vehicle to wait at the current intersection when the estimated travel time is greater than or equal to the waiting time. The traffic control module is used to control the vehicle to pass through the current intersection in the second traffic mode when the estimated travel time is less than the waiting time; The second determining module is used to determine multiple second lanes that are the same as the driving direction of the vehicle, based on the lane direction of each lane. The third determining module is used to determine the first traffic speed of vehicles in the first lane when they pass through the intersection. The fourth determining module is used to determine the second traffic speed of other vehicles in each of the second lanes when they pass through the intersection; The fifth determining module is used to determine the target lane with the fastest traffic speed from the first lane and the second lane where the vehicle is located, based on the first traffic speed and all the second traffic speeds; The control module is used to control the vehicle to change from the first lane to the target lane; The third determining module is further configured to, if there is one or more obstructed vehicles in the first lane, determine the number of obstructed vehicles passing through the intersection in the first lane within a preset time period based on the visual perception device, and determine the ratio of the number of obstructed vehicles to the preset time period as the first traffic speed. The control module is also configured to determine the first lane as the target lane with the fastest traffic speed if there are no obstructing vehicles in the first lane.

8. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 6.

9. A vehicle, characterized in that, The vehicle includes a path planning device for implementing the method as described in any one of claims 1 to 6.

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