A vehicle path planning method and device, a terminal device, and a storage medium

Abstract

This invention discloses a vehicle route planning method, apparatus, terminal device, and storage medium. The method includes: acquiring all travel points along the entire route; wherein, each travel point includes a starting point, several waypoints, and an ending point; traversing all travel points and extracting two consecutively adjacent travel points as temporary starting points and temporary ending points for the current route planning segment; acquiring candidate roads for the temporary starting points and temporary ending points; generating the route planning result for the current segment based on the candidate roads for the temporary starting points and temporary ending points, and executing the route planning for the next segment; after the route planning for all travel points is completed, concatenating the paths between all travel points to generate the entire route. By implementing this invention, the problem of discontinuous global route planning when waypoints exist can be effectively solved.

Description

Technical Field

[0001] This application relates to the field of autonomous driving technology, and in particular to a vehicle path planning method, apparatus, terminal device and storage medium. Background Technology

[0002] With the development of technology, autonomous vehicles have become an important direction for the future development of automobiles. Autonomous vehicles can not only help improve people's travel convenience and experience, but also greatly improve travel efficiency. During operation, autonomous vehicles typically require path planning; for example, based on the vehicle's current location, a path from the current location to the destination needs to be planned. Current technologies usually employ a combination of high-precision maps and path planning algorithms. However, for autonomous vehicles, in certain special scenarios, this existing technology has the following technical shortcomings: when the path planning involves transit points, and these transit points are at intersections, multiple passable roads may exist. If each segment is planned independently, it may lead to: discontinuous global paths between the origin and destination, suboptimal global path planning results, or failure to reach the destination. Therefore, the path planning results of existing technologies have low rationality. Summary of the Invention

[0003] This invention provides a vehicle route planning method, apparatus, terminal device, and storage medium, which can effectively solve the problem in the prior art where, when the entire route has transit points and multiple passable roads exist at the transit points, there may be a discontinuity in the global route planning between the starting point and the destination.

[0004] An embodiment of the present invention provides a vehicle route planning method, comprising:

[0005] Obtain all travel points along the entire route; wherein, the travel points include: the starting point, several transit points, and the ending point;

[0006] Iterate through all travel points and extract two consecutive adjacent travel points as the temporary start and temporary end points for this route planning.

[0007] Candidate roads for the temporary starting point and the temporary ending point are obtained. When the temporary starting point is a transit point with multiple passable roads, all passable roads are used as starting candidate roads. The last road of the previous path planning result is obtained, and it is determined whether there is a starting candidate road with the same road ID as the last road of the previous path planning result. If so, the starting candidate road with the same road ID as the last road of the previous path planning result is used as the final candidate road for the temporary starting point. If not, all starting candidate roads are used as the final candidate roads for the temporary starting point. When the temporary ending point is a transit point with multiple passable roads, all passable roads are used as ending candidate roads. The predecessor roads of each ending candidate road are obtained, and ending candidate roads with the same predecessor road are clustered and replaced, while the remaining ending candidate roads remain unchanged, generating the final candidate road for the temporary ending point.

[0008] Based on the candidate roads of the temporary starting point and the candidate roads of the temporary ending point, generate the path planning result for this segment and execute the path planning for the next segment.

[0009] After the routes to all travel points are planned, the routes between all travel points are spliced ​​together to generate the complete route.

[0010] Furthermore, obtaining candidate roads for the temporary starting point and the temporary ending point also includes:

[0011] If the temporary starting point is not a transit point and there are multiple accessible roads, then all accessible roads are considered as the final candidate roads for the temporary starting point; if the temporary ending point is not a transit point and there are multiple accessible roads, then all accessible roads are considered as the final candidate roads for the temporary ending point.

[0012] Furthermore, obtaining candidate roads for the temporary starting point and the temporary ending point also includes:

[0013] If the temporary starting point has only one passable road, then that road will be the final candidate road for the temporary starting point; if the temporary ending point has only one passable road, then that road will be the final candidate road for the temporary ending point.

[0014] Furthermore, based on the candidate roads of the temporary starting point and the candidate roads of the temporary ending point, the results of the route planning for this segment are generated, specifically including:

[0015] If there is a road with the same road ID between the candidate road of the temporary starting point and the candidate road of the temporary ending point, and the temporary starting point is located before the temporary ending point, then the road with the same road ID will be used as the path planning result for this segment.

[0016] If there is a road with the same road ID between the candidate road of the temporary starting point and the candidate road of the temporary ending point, and the temporary starting point is located after the temporary ending point, then the bidirectional A* algorithm is executed to perform path planning for the temporary starting point and the temporary ending point, generating the result of the path planning for this segment.

[0017] If there is no road with the same road ID between the candidate road of the temporary starting point and the candidate road of the temporary ending point, then the bidirectional A* algorithm is executed to perform path planning for the temporary starting point and the temporary ending point, generating the result of the path planning for this segment.

[0018] Furthermore, clustering and replacing each termination candidate road based on the preceding road specifically includes:

[0019] Based on the preceding road, termination candidate roads that have the same preceding road are grouped into one category, and termination candidate roads of the same category are replaced with their respective preceding roads.

[0020] Furthermore, the bidirectional A* algorithm is executed to plan paths for the temporary starting point and the temporary ending point, generating the path planning result for this segment, specifically including:

[0021] Initialize the bidirectional A* algorithm; wherein the bidirectional A* algorithm includes: a forward A* algorithm and a reverse A* algorithm; the candidate road of the temporary starting point is used as the starting search node of the forward A* algorithm; the candidate road of the temporary ending point is used as the starting search node of the reverse A* algorithm;

[0022] The forward A* algorithm and the reverse A* algorithm are executed alternately until the path planning results of the forward A* algorithm and the path planning results of the reverse A* algorithm meet.

[0023] The path planning results of the forward A* algorithm and the path planning results of the reverse A* algorithm are combined to generate the path planning result for this segment.

[0024] Based on the above method embodiments, corresponding apparatus embodiments are provided.

[0025] Another embodiment of the present invention provides a vehicle route planning device, including: a whole route travel point acquisition module, a travel point traversal module, a candidate road determination module, a sub-route planning module, and a whole route generation module;

[0026] The whole route travel point acquisition module is used to acquire all travel points along the whole route; wherein, the travel points include: the starting point, several transit points and the ending point;

[0027] The travel point traversal module is used to traverse all travel points and extract two consecutive adjacent travel points as temporary start and temporary end points for the current path planning.

[0028] The candidate road determination module is used to obtain candidate roads for the temporary starting point and the temporary ending point. Specifically, when the temporary starting point is a transit point with multiple passable roads, all passable roads are used as starting candidate roads. The last road of the previous path planning result is obtained, and it is determined whether there is a starting candidate road with the same road ID as the last road of the previous path planning result. If so, the starting candidate road with the same road ID as the last road of the previous path planning result is used as the final candidate road for the temporary starting point. If not, all starting candidate roads are used as the final candidate roads for the temporary starting point. When the temporary ending point is a transit point with multiple passable roads, all reachable roads are used as termination candidate roads. The predecessor roads of each termination candidate road are obtained, and termination candidate roads with the same predecessor road are clustered and replaced, while the remaining termination candidate roads remain unchanged, generating the final candidate road for the temporary ending point.

[0029] The sub-path generation module is used to generate the path planning result for this segment based on the candidate roads of the temporary starting point and the candidate roads of the temporary ending point.

[0030] The full route generation module is used to stitch together the paths between all travel points after the path planning for all travel points is completed, thereby generating the full route.

[0031] Based on the above-described method embodiments, the present invention provides another embodiment;

[0032] Another embodiment of the present invention provides a vehicle route planning terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, it implements the vehicle route planning method as described in any of the above-described method embodiments of the present invention.

[0033] Based on the above-described method embodiments, the present invention provides another embodiment;

[0034] Another embodiment of the present invention provides a storage medium including a stored computer program, wherein, when the computer program is executed, it controls the device where the storage medium is located to execute the vehicle routing method described in any one of the above embodiments of the invention.

[0035] The embodiments of the present invention have the following beneficial effects:

[0036] This invention provides a vehicle route planning method, apparatus, terminal device, and storage medium. The method includes: traversing all travel points in a travel list and extracting two consecutively connected travel points as temporary start and temporary end points for the current route planning segment. Based on the type and location of the temporary start and end points (e.g., the temporary start and end points are transit points within an intersection, transit points within an intersection, or the start and end points are on the same road with the start point after the end point), this invention preprocesses the candidate roads for the temporary start and end points accordingly. Then, based on the preprocessed candidate roads for the temporary start and end points, the result of the current route planning segment is generated, and the route planning for the next segment is performed until all travel points have been traversed. Preprocessing the temporary start point effectively ensures the continuity of the segmented route planning, and preprocessing the temporary end point effectively improves the rationality of the route planning. Furthermore, this invention uses all passable roads at the start and end points as candidate roads in the route planning algorithm to participate in the search for the optimal path, further improving the rationality and robustness of the route planning algorithm. Attached Figure Description

[0037] Figure 1 This is a flowchart illustrating a vehicle routing method provided in an embodiment of the present invention.

[0038] Figure 2 This is a schematic diagram of a scenario where the starting point or destination is located within an intersection, provided by an embodiment of the present invention.

[0039] Figure 3 This is a schematic diagram of a scenario where the route is located within an intersection, provided by an embodiment of the present invention.

[0040] Figure 4 This is a schematic diagram of a scenario provided by an embodiment of the present invention, in which the temporary starting point and the temporary ending point are on the same road and the temporary starting point is located after the temporary ending point.

[0041] Figure 5 This is a schematic diagram of a scenario provided by an embodiment of the present invention, in which the temporary starting point and the temporary ending point are on the same road and the temporary starting point is located before the temporary ending point.

[0042] Figure 6 This is a schematic diagram of the vehicle routing device provided in an embodiment of the present invention. Detailed Implementation

[0043] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0044] See Figure 1 This is a flowchart illustrating a vehicle routing method according to an embodiment of the present invention, comprising:

[0045] S1. Obtain all travel points along the entire route.

[0046] In a preferred embodiment, a trip list is used to store the trip points of the entire route in sequence. The trip points of the entire route are directly input by the user. The trip points include: a starting point, an ending point, and a waypoint. It should be noted that the entire route has one and only one starting point, one and only one ending point, and may have one or more waypoints, or may have no waypoints.

[0047] like Figure 3 As shown, in this scenario, the itinerary list should store the following in sequence: origin, transit point 1, and destination.

[0048] S2. Traverse all travel points and extract two consecutive adjacent travel points as the temporary start and temporary end points of this path planning.

[0049] In a preferred embodiment, initially, all travel points in the itinerary list are traversed starting from the starting point. The starting point is then the temporary starting point for the first route planning, and the next travel point adjacent to the starting point is the temporary ending point for the first route planning. After the first route planning is completed, the itinerary list is traversed again, and the temporary ending point of the first route planning is used as the temporary starting point for the next route planning, and the next travel point adjacent to the temporary ending point of the first route planning is the temporary ending point for the next route planning, and so on.

[0050] It should be noted that combinations of temporary starting points and temporary ending points include: starting point and ending point, starting point and transit point, transit point and transit point, and transit point and ending point.

[0051] like Figure 3 As shown, in this scenario, initially, the temporary starting point of the first path planning is the starting point, and the temporary ending point is waypoint 1. After the first path planning is completed, the temporary starting point of the next path planning is waypoint 1, and the temporary ending point is the ending point.

[0052] S3. Obtain candidate roads for the temporary starting point and the temporary ending point.

[0053] In a preferred embodiment, the candidate roads for temporary starting points and temporary ending points need to be processed according to the type and location of the temporary starting points, including:

[0054] When the temporary starting point is a transit point with multiple accessible roads, all accessible roads are used as candidate starting roads. The last road of the previous path planning result is obtained, and it is determined whether there is a candidate starting road with the same road ID as the last road of the previous path planning result. If so, the candidate starting road with the same road ID as the last road of the previous path planning result is used as the final candidate road of the temporary starting point. If not, all candidate starting roads are used as the final candidate road of the temporary starting point. When the temporary ending point is a transit point with multiple accessible roads, all accessible roads are used as candidate ending roads. The predecessor roads of each candidate ending road are obtained, and the candidate ending roads with the same predecessor road are clustered and replaced. The remaining candidate ending roads remain unchanged, and the final candidate road of the temporary ending point is generated.

[0055] If the temporary starting point is not a transit point and there are multiple accessible roads, then all accessible roads are considered as the final candidate roads for the temporary starting point; if the temporary ending point is not a transit point and there are multiple accessible roads, then all accessible roads are considered as the final candidate roads for the temporary ending point.

[0056] If the temporary starting point has only one passable road, then that road will be the final candidate road for the temporary starting point; if the temporary ending point has only one passable road, then that road will be the final candidate road for the temporary ending point.

[0057] like Figure 3 As shown, in this scenario, when planning the first path segment, the starting point serves as the temporary starting point, and route point 1 serves as the temporary ending point. At this point, the temporary starting point is the starting point and has only one passable road; therefore, the final candidate road for the temporary starting point of this path segment is road_1. The temporary ending point is a route point located at an intersection, with multiple passable roads: road_3 and road_4. Therefore, the termination candidate roads for the temporary ending point are road_3 and road_4. Thus, route point 1 needs preprocessing for the temporary ending point: since road_2 is the predecessor road of both road_3 and road_4, road_3 and road_4 need to be clustered and replaced with road_2. In this case, when route point 1 is the temporary ending point, the final candidate road is road_2.

[0058] In the second route planning, route point 1 serves as the temporary starting point, and the destination as the temporary ending point. Since route point 1 is the temporary starting point and has multiple accessible roads, it requires preprocessing: First, candidate starting roads for route point 1 are obtained, which were replaced with `road_2` during the first route planning. Second, the road ID of the last road in the previous route planning result, `road_2`, is obtained. Therefore, when route point 1 is used as the temporary starting point, the final candidate road is `road_2`. The temporary ending point is the destination and has only one accessible road. Therefore, the final candidate road for the temporary ending point in this route planning is `road_6`.

[0059] like Figure 2 As shown, in this scenario, the star-shaped positions represent the starting or ending points. When the starting point is a temporary starting point, it is located at an intersection with multiple accessible roads: road_1, road_2, and road_3. Therefore, the final candidate roads for the temporary starting point in this path planning are: road_1, road_2, and road_3. When the ending point is a temporary ending point, it is located at an intersection with multiple accessible roads: road_1, road_2, and road_3. Therefore, the final candidate roads for the temporary ending point in this path planning are: road_1, road_2, and road_3.

[0060] By implementing this step, when the temporary starting point is a transit point located at an intersection with multiple accessible roads, this invention selects roads whose current accessible road at the temporary starting point is the same as the last road in the previous path planning result as candidate roads for the temporary starting point, effectively ensuring the continuity of the segmented path planning throughout the entire route. When the temporary ending point is a transit point located at an intersection with multiple accessible roads, clustering and replacing accessible roads with the same preceding road effectively improves the rationality of the path planning.

[0061] S4. Based on the candidate roads of the temporary starting point and the candidate roads of the temporary ending point, generate the path planning result for this segment and execute the path planning for the next segment.

[0062] In a preferred embodiment, based on the candidate roads of the temporary starting point and the candidate roads of the temporary ending point, the path planning result for this segment is generated, and the path planning for the next segment is executed. Specifically, the operation is as follows:

[0063] If there is a road with the same road ID between the candidate road of the temporary starting point and the candidate road of the temporary ending point, and the temporary starting point is located before the temporary ending point, then the road with the same road ID will be used as the path planning result for this segment.

[0064] If there is a road with the same road ID between the candidate road of the temporary starting point and the candidate road of the temporary ending point, and the temporary starting point is located after the temporary ending point, then the bidirectional A* algorithm is executed to perform path planning for the temporary starting point and the temporary ending point, generating the result of the path planning for this segment.

[0065] If there is no road with the same road ID between the candidate road of the temporary starting point and the candidate road of the temporary ending point, then the bidirectional A* algorithm is executed to perform path planning for the temporary starting point and the temporary ending point, generating the result of the path planning for this segment.

[0066] After generating the path planning result for this segment, return to step S2: Define the temporary start and temporary end points for the next segment of path planning, use the temporary end point of this segment as the temporary start point of the next segment of path planning, and use the travel points adjacent to the temporary start point of the next segment of path planning as the temporary end point of the next segment of path planning.

[0067] like Figure 5 As shown, in this scenario, there is a road with the same road ID between the candidate roads of the temporary starting point and the candidate roads of the temporary ending point: road_1. And according to the road direction, the temporary starting point is located before the temporary ending point. So the result of the path planning for this segment is: road_1.

[0068] like Figure 4 As shown, in this scenario, there is a road with the same road ID, road_1, between the candidate roads of the temporary starting point and the candidate roads of the temporary ending point. However, based on the road direction, the temporary starting point is located after the temporary ending point. Therefore, the candidate road of the temporary starting point, road_1, needs to be used as the starting search node for the forward A* algorithm; and the candidate road of the temporary ending point, road_1, needs to be used as the starting search node for the reverse A* algorithm. The bidirectional A* algorithm is then executed to search for the optimal path. Combining the path planning results of the forward A* algorithm and the reverse A* algorithm, the path planning result for this segment is: road_1, road_2, road_3, road_4, road_1.

[0069] like Figure 3As shown, in this scenario, during the first path planning, the analysis in step S2 shows that the starting point is a temporary starting point, and the final candidate road is road_1. The route point 1 is a temporary ending point, and the final candidate road is road_2. Therefore, there are no roads with the same road ID between the candidate roads of the temporary starting point and the candidate roads of the temporary ending point. Thus, the candidate road of the temporary starting point, road_1, needs to be used as the starting search node for the forward A* algorithm; and the candidate road of the temporary ending point, road_2, needs to be used as the starting search node for the reverse A* algorithm. The bidirectional A* algorithm is then executed to search for the optimal path. Combining the path planning results of the forward and reverse A* algorithms, the path planning results for this segment are road_1 and road_2.

[0070] When performing the second route planning, as analyzed in step S2, route location 1 is used as the temporary starting point, and the final candidate road is road_2. The destination is used as the temporary ending point, and the final candidate road is road_6. Therefore, there are no roads with the same road ID between the candidate roads of the temporary starting point and the candidate roads of the temporary ending point in this route planning. Thus, the candidate road of the temporary starting point, road_2, needs to be used as the starting search node of the forward A* algorithm; and the candidate road of the temporary ending point, road_6, needs to be used as the starting search node of the reverse A* algorithm. The bidirectional A* algorithm is executed to search for the optimal path. Combining the path planning results of the forward A* algorithm and the path planning results of the reverse A* algorithm, the result of this route planning is: road_2, road_4, road_6.

[0071] Before path planning, this invention determines whether the temporary start point and temporary end point are on the same road. It also determines their positions on the road based on the direction of travel. If they are on the same road and the temporary start point precedes the temporary end point, the road containing both is directly selected as the path planning result. Otherwise, a bidirectional A* algorithm is used to plan a reasonable optimal path that conforms to the direction of travel. Determining the positions of the temporary start and end points before path planning improves the rationality and efficiency of the path planning. Using the bidirectional A* algorithm ensures that only one path planning operation is performed between adjacent travel points to obtain the optimal path planning result, further improving the efficiency of the path planning algorithm between adjacent travel points.

[0072] S5. After the path planning for all travel points is completed, the paths between all travel points are spliced ​​together to generate the complete path.

[0073] In a preferred embodiment, the step of concatenating the path patterns between all travel points to generate the complete path specifically involves:

[0074] When all travel points have been traversed, the entire path planning is complete. Obtain the sub-path planning results between consecutive adjacent travel points, and concatenate them sequentially according to the travel point order to obtain the complete path planning result.

[0075] like Figure 3 As shown, in this scenario, the analysis in step S4 reveals that the first route planning result is: road_1, road_2, and the second route planning result is: road_2, road_4, road_6. By concatenating these two route planning results according to the order of the travel points, the total route planning result is: road_1, road_2, road_4, road_6.

[0076] See Figure 6 Based on the above method embodiments, corresponding device embodiments are provided;

[0077] An embodiment of the present invention provides a vehicle route planning device, which includes: a full route travel point acquisition module 101, a travel point traversal module 102, a candidate road determination module 103, a sub-route planning module 104, and a full route generation module 105.

[0078] The whole path travel point acquisition module 101 is used to acquire all travel points of the whole path; wherein, the travel points include: starting point, several waypoints and ending point;

[0079] The travel point traversal module 102 is used to traverse all travel points and extract two consecutive adjacent travel points as temporary start and temporary end points for the current path planning.

[0080] The candidate road determination module 103 is used to obtain candidate roads for the temporary starting point and the temporary ending point. Specifically, when the temporary starting point is a transit point with multiple passable roads, all passable roads are used as starting candidate roads. The last road of the previous path planning result is obtained, and it is determined whether there is a starting candidate road with the same road ID as the last road of the previous path planning result. If so, the starting candidate road with the same road ID as the last road of the previous path planning result is used as the final candidate road for the temporary starting point. If not, all starting candidate roads are used as the final candidate roads for the temporary starting point. When the temporary ending point is a transit point with multiple passable roads, all reachable roads are used as termination candidate roads. The predecessor roads of each termination candidate road are obtained, and termination candidate roads with the same predecessor roads are clustered and replaced, while the remaining termination candidate roads remain unchanged, generating the final candidate road for the temporary ending point.

[0081] The sub-path planning module 104 is used to generate the path planning result for this segment based on the candidate roads of the temporary starting point and the candidate roads of the temporary ending point.

[0082] The full path generation module 105 is used to splice the paths between all travel points to generate the full path after the path planning of all travel points is completed.

[0083] It is understood that the above-described device embodiments correspond to the method embodiments of the present invention, and can implement the vehicle path planning method provided by any of the above-described method embodiments of the present invention.

[0084] It should be noted that the device embodiments described above are merely illustrative. The units / modules described as separate components may or may not be physically separate. The components shown as units / modules may or may not be physical units / modules; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Furthermore, in the accompanying drawings of the device embodiments provided by this invention, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines. Those skilled in the art can understand and implement this without creative effort. The illustrations... Figure 6 This is merely an example of a vehicle routing device and does not constitute a limitation on the vehicle routing device. It may include more or fewer components than shown, or combine certain components, or use different components.

[0085] Based on the above-described method embodiments, another embodiment is provided;

[0086] Another embodiment of the present invention provides a vehicle route planning terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, it implements the vehicle route planning method described in any of the above-described method embodiments of the present invention.

[0087] For example, the computer program may be divided into one or more modules / units, which are stored in the memory and executed by the processor to complete the present invention. The one or more modules / units may be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program in the vehicle routing terminal device.

[0088] The vehicle routing terminal device can be a desktop computer, laptop, handheld computer, or cloud server, etc. The vehicle routing terminal device may include, but is not limited to, a processor and memory. Those skilled in the art will understand that, for example, the vehicle routing terminal device may also include input / output devices, network access devices, buses, etc.

[0089] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor. This processor is the control center of the vehicle routing terminal equipment, connecting all parts of the equipment via various interfaces and lines.

[0090] The memory can be used to store the computer programs and / or modules. The processor implements various functions of the vehicle route planning terminal device by running or executing the computer programs and / or modules stored in the memory and calling the data stored in the memory. The memory may mainly include a program storage area and a data storage area. The program storage area may store the operating system, at least one application program required for a function (such as positioning function, image display function, etc.), etc.; the data storage area may store data created based on the use of the mobile phone (such as trip data, phonebook, etc.). In addition, the memory may include high-speed random access memory, and may also include non-volatile memory, such as hard disk, memory, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0091] Based on the above-described method embodiments, another embodiment is provided;

[0092] Another embodiment of the present invention provides a storage medium including a stored computer program, wherein, when the computer program is running, it controls the device where the storage medium is located to execute the vehicle routing method described in any of the above-described method embodiments of the present invention.

[0093] The aforementioned storage medium is a computer-readable storage medium. Modules / units integrated into the vehicle routing device / terminal equipment, if implemented as software functional units and sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0094] The embodiments of this invention offer the following advantages: When performing path planning, this invention addresses certain special scenarios, including but not limited to: scenarios where the start and end points are within an intersection, scenarios where the route points are within an intersection, and scenarios where the start and end points are on the same road and the start point is after the end point. By preprocessing candidate roads for temporary start points and temporary end points, the invention ensures continuity during segmented path planning, improving the rationality and robustness of the path planning. Secondly, the bidirectional A* algorithm used in this invention guarantees that optimal path planning results are obtained with only one path planning operation between adjacent travel points, effectively improving the efficiency of path planning algorithms between adjacent travel points.

[0095] The above are preferred embodiments of the present invention. It should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A vehicle route planning method, characterized in that, include: Obtain all travel points along the entire route; wherein, the travel points include: the starting point, several transit points, and the ending point; Iterate through all travel points and extract two consecutive adjacent travel points as the temporary start and temporary end points for this route planning. Candidate roads for the temporary starting point and the temporary ending point are obtained. When the temporary starting point is a transit point with multiple passable roads, all passable roads are used as starting candidate roads. The last road of the previous path planning result is obtained, and it is determined whether there is a starting candidate road with the same road ID as the last road of the previous path planning result. If so, the starting candidate road with the same road ID as the last road of the previous path planning result is used as the final candidate road for the temporary starting point. If not, all starting candidate roads are used as the final candidate roads for the temporary starting point. When the temporary ending point is a transit point with multiple passable roads, all passable roads are used as ending candidate roads. The predecessor roads of each ending candidate road are obtained. Based on the predecessor roads, ending candidate roads with the same predecessor road are grouped into one category, and the ending candidate roads of the same category are replaced with the predecessor roads, while the remaining ending candidate roads remain unchanged, thus generating the final candidate road for the temporary ending point. Based on the candidate roads of the temporary starting point and the candidate roads of the temporary ending point, generate the path planning result for this segment and execute the path planning for the next segment. After the routes to all travel points are planned, the routes between all travel points are spliced ​​together to generate the complete route.

2. The vehicle routing method as described in claim 1, characterized in that, Obtaining candidate roads for the temporary start point and the temporary end point further includes: If the temporary starting point is not a transit point and there are multiple accessible roads, then all accessible roads will be considered as the final candidate roads for the temporary starting point; if the temporary ending point is not a transit point and there are multiple accessible roads, then all accessible roads will be considered as the final candidate roads for the temporary ending point.

3. The vehicle route planning method as described in claim 2, characterized in that, Obtaining candidate roads for the temporary start point and the temporary end point further includes: If the temporary starting point has only one passable road, then that road will be the final candidate road for the temporary starting point; if the temporary ending point has only one passable road, then that road will be the final candidate road for the temporary ending point.

4. The vehicle route planning method as described in claim 3, characterized in that, Based on the candidate roads of the temporary starting point and the candidate roads of the temporary ending point, the results of the route planning for this segment are generated, specifically including: If there is a road with the same road ID between the candidate road of the temporary starting point and the candidate road of the temporary ending point, and the temporary starting point is located before the temporary ending point, then the road with the same road ID will be used as the path planning result for this segment. If there is a road with the same road ID between the candidate road of the temporary starting point and the candidate road of the temporary ending point, and the temporary starting point is located after the temporary ending point, then bidirectional operation is performed. The algorithm performs path planning on the temporary starting point and the temporary ending point, generating the path planning result for this segment; If there is no road with the same road ID between the candidate road of the temporary starting point and the candidate road of the temporary ending point, then bidirectional operation is performed. The algorithm performs path planning on the temporary starting point and the temporary ending point, generating the path planning result for this segment.

5. The vehicle routing method as described in claim 4, characterized in that, Execute two-way The algorithm performs path planning on the temporary starting point and the temporary ending point, generating the path planning result for this segment, specifically including: Initialize the bidirectional Algorithm; wherein, the bidirectional The algorithm includes: forward Algorithms and reverse engineering Algorithm; The candidate roads of the temporary starting point are used as the forward... The algorithm's starting search node; the candidate road of the temporary endpoint is used as the reverse path. The algorithm's starting search node; Alternately execute the forward direction Algorithm and the reverse Algorithm, until the positive direction The algorithm's path planning results and the reverse... The algorithm's path planning results meet; Merging the positive The algorithm's path planning results and the reverse... The algorithm's path planning results generate the path planning results for this segment.

6. A vehicle route planning device, characterized in that, include: The system includes a full path travel point acquisition module, a travel point traversal module, a candidate road determination module, a sub-path generation module, and a full path generation module. The whole route travel point acquisition module is used to acquire all travel points along the whole route; wherein, the travel points include: the starting point, several transit points and the ending point; The travel point traversal module is used to traverse all travel points and extract two consecutive adjacent travel points as temporary start and temporary end points for the current path planning. The candidate road determination module is used to obtain candidate roads for the temporary starting point and the temporary ending point. Specifically, when the temporary starting point is a transit point with multiple accessible roads, all accessible roads are used as starting candidate roads. The last road of the previous path planning result is obtained, and it is determined whether there is a starting candidate road with the same road ID as the last road of the previous path planning result. If so, the starting candidate road with the same road ID as the last road of the previous path planning result is used as the final candidate road for the temporary starting point. If not, all starting candidate roads are used as the final candidate roads for the temporary starting point. When the temporary ending point is a transit point with multiple accessible roads, all reachable roads are used as termination candidate roads. The preceding roads of each termination candidate road are obtained. Based on the preceding roads, termination candidate roads with the same preceding roads are grouped into one category, and termination candidate roads of the same category are replaced with the preceding roads, while the remaining termination candidate roads remain unchanged, generating the final candidate road for the temporary ending point. The sub-path generation module is used to generate the path planning result for this segment based on the candidate roads of the temporary starting point and the candidate roads of the temporary ending point. The full route generation module is used to stitch together the paths between all travel points after the path planning for all travel points is completed, thereby generating the full route.

7. A vehicle routing terminal device, comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor executes the computer program to implement the vehicle routing method as described in any one of claims 1 to 5.

8. A storage medium, characterized in that, The storage medium includes a stored computer program, wherein, when the computer program is executed, it controls the device where the storage medium is located to perform the vehicle routing method as described in any one of claims 1 to 5.

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