A right-turn path control method and device, vehicle and storage medium

Abstract

Embodiments of the present application relate to the technical field of automatic driving, and disclose a right-turn path control method and device, a vehicle and a storage medium. The method comprises the following steps: acquiring a bus stop area of a current intersection and a lane-changing area of a right-turn lane, the lane-changing area being determined based on the positions between the bus stop area and the current intersection; and performing path planning on lane changing of a self-vehicle from a current lane to the right-turn lane based on the size relationship between the lane-changing area and a lane-changing threshold. The technical scheme of the present application can improve the rationality and efficiency of right-turn path planning of the self-vehicle, and further improve the efficiency of right-turn of the self-vehicle.

Description

Technical Field

[0001] This invention relates to the field of autonomous driving technology, specifically to a right-turn path control method, device, vehicle, and storage medium. Background Technology

[0002] In related technologies, right turn control in Advanced Driver Assistance Systems (ADAS) requires repeated path adjustments. Summary of the Invention

[0003] In view of the above problems, embodiments of the present invention provide a right-turn path control method, device, vehicle and storage medium to solve the problem of repeated path adjustments required when a vehicle turns right in the prior art.

[0004] According to one aspect of the present invention, a right-turn path control method is provided, applied to a vehicle, the method comprising: obtaining a bus stop area at a current intersection and a lane-changing area of ​​a right-turn lane, wherein the lane-changing area is determined based on the position between the bus stop area and the current intersection; and performing path planning for the vehicle to change lanes from the current lane to the right-turn lane based on the relationship between the lane-changing area and a lane-changing threshold.

[0005] According to another aspect of the present invention, a right-turn path control device is provided, comprising: an information acquisition module, configured to acquire a bus stop area at the current intersection and a lane-changing area of ​​the right-turn lane, wherein the lane-changing area is determined based on the position between the bus stop area and the current intersection; and a path planning module, configured to plan a path for a vehicle to change lanes from the current lane to the right-turn lane based on the relationship between the lane-changing area and a lane-changing threshold.

[0006] According to another aspect of the present invention, a vehicle is provided, comprising: a processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other via the communication bus; the memory is used to store at least one executable instruction, the executable instruction causing the processor to perform the operation of the aforementioned right-turn path control method.

[0007] According to another aspect of the present invention, a computer-readable storage medium is provided, the storage medium storing at least one executable instruction that causes a vehicle / device to perform the operation of the aforementioned right-turn path control method.

[0008] The technical solution provided by this invention obtains the bus stop area and the lane change area of ​​the right-turn lane at the current intersection before the vehicle arrives at the bus stop area. Based on the relationship between the lane change area and the lane change threshold, the solution plans the path for the vehicle to change lanes from the current lane to the right-turn lane. This allows the vehicle to plan its right-turn path when it encounters a bus stopping or about to stop at the bus stop area, improving the rationality and efficiency of the right-turn path planning, and thus improving the efficiency of the vehicle's right turn.

[0009] The above description is merely an overview of the technical solutions of the embodiments of the present invention. In order to better understand the technical means of the embodiments of the present invention and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0010] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0011] Figure 1 A flowchart illustrating a right-turn path control method provided by the present invention is shown.

[0012] Figure 2 This invention provides another schematic flowchart of a right-turn path control method.

[0013] Figure 3 The diagram illustrates an application scenario of the right-turn path control method provided by this invention.

[0014] Figure 4 A schematic diagram of the structure of a right-turn path control device provided by the present invention is shown;

[0015] Figure 5 A schematic diagram of the structure of a vehicle provided by the present invention is shown;

[0016] Figure 6 Another structural schematic diagram of a vehicle provided by the present invention is shown;

[0017] Figure 7 Another structural schematic diagram of a vehicle provided by the present invention is shown. Detailed Implementation

[0018] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0019] Figure 1 A flowchart of a first embodiment of a right-turn path control method according to the present invention is shown, the method being executed by vehicle equipment. Figure 1 As shown, the method includes the following steps:

[0020] Step 110: Obtain the bus stopping area and the lane changing area of ​​the right-turn lane at the current intersection.

[0021] In this embodiment of the invention, the lane-changing area is determined based on the location between the bus stop area and the current intersection. That is, the location of the bus stop can be obtained on a map, and then the area with a distance L1 from both ends of the bus stop is taken as the bus stop area, and the area between the bus stop area and the current intersection is taken as the lane-changing area Lx.

[0022] In one alternative approach, when obtaining the bus stopping area and the lane-changing area of ​​the right-turn lane at the current intersection, the vehicle can send a request to the big data traffic management platform to receive the bus stopping area and lane-changing area issued by the big data traffic management platform, so as to facilitate the vehicle's lane-changing route planning.

[0023] In one alternative approach, when acquiring the bus stop area and right-turn lane change area at the current intersection, the vehicle can also accurately determine the bus stop area using image recognition based on its own forward-facing camera, and determine the lane change area based on the bus stop area and the current intersection location. Additionally, in some special scenarios, if the bus stop sign itself has communication capabilities, it can establish a communication connection with the vehicle, allowing the vehicle to directly receive the bus stop area and lane change area information sent by the bus stop sign.

[0024] Step 120: Based on the relationship between the lane change area and the lane change threshold, perform path planning for the vehicle to change lanes from the current lane to the right turn lane.

[0025] The lane change thresholds include the minimum lane change threshold and the maximum lane change threshold. The minimum lane change threshold is determined based on the maximum driving speed, while the maximum lane change threshold is determined based on the minimum driving speed.

[0026] As mentioned above, when planning the trajectory ahead, it is necessary to detect whether there is a bus stopping to avoid this area and change lanes to the right lane. Therefore, when the vehicle is driving within the set range, it is necessary to detect whether there is a bus ahead in all lanes from the vehicle's own lane to the right lane. If there is a bus, the time point when the vehicle is planning the trajectory to trigger the last lane change to the right lane needs to be within a certain range from the intersection, namely the minimum lane change threshold and the maximum lane change threshold.

[0027] Specifically, the minimum lane change threshold can be the lane change space within the maximum speed range set in the urban area (a maximum urban speed threshold that can be set, for example: 60kph, which can be defined according to the actual road scenario) and with no obstacle target on the right; the maximum lane change threshold can be the lane change space (driving distance) for lane change requirements within the minimum set speed range (defined in the actual scenario, depending on the vehicle's minimum lane change speed, for example: 5kph) and the longest continuous detection time for lane change within the set threshold range (defined in the actual scenario, for example: 60s, after which the lane change timeout will be terminated).

[0028] In one alternative approach, when planning a path for a vehicle to change lanes from the current lane to the right-turn lane based on the relationship between the lane change area and the lane change threshold, the lane change area can be compared with the minimum and maximum lane change thresholds to obtain the threshold comparison result; then the lane status of the current lane and the right-turn lane can be obtained; finally, based on the lane status and the threshold comparison result, the path planning for the vehicle to change lanes from the current lane to the right-turn lane can be performed.

[0029] Specifically, the lane change area can be compared with the minimum lane change threshold to determine if the lane change area is less than or equal to the minimum lane change threshold. If the lane change area is less than or equal to the minimum lane change threshold, it indicates that the lane change space is small and there is a high probability of lane change failure. At this time, based on the lane status and the current position of the vehicle, the path planning for the vehicle to change from the current lane to the right turn lane needs to be performed, or based on the current position of the vehicle and the front position of the bus, the path planning for the vehicle to change from the current lane to the right turn lane needs to be performed. If the lane change fails, the navigation assistance function will exit and prompt manual intervention.

[0030] Secondly, the lane-changing area can be compared with the maximum lane-changing threshold to determine whether the lane-changing area is greater than or equal to the maximum lane-changing threshold. When the lane-changing area is greater than or equal to the maximum lane-changing threshold, it indicates that there is plenty of space for lane changing. At this time, based on the lane status and the lane-changing area, the vehicle can plan its path from the current lane to the right-turn lane. This allows the vehicle to prioritize traffic efficiency within the lane-changing area and plan its right lane change when the opportunity arises, directly bypassing the bus stop area for path planning.

[0031] Furthermore, the lane-changing area can be compared with the minimum and maximum lane-changing thresholds to determine whether the lane-changing area is greater than the minimum threshold and less than the maximum threshold. When the lane-changing area is greater than the minimum threshold and less than the maximum threshold, it indicates that there is sufficient lane-changing space. The road conditions of the current lane and the right-turn lane can be determined based on the lane status, such as whether it is congested. In congested conditions, the path planning for the vehicle to change lanes from the current lane to the right-turn lane can be performed based on the vehicle's current position and the location of the bus stop area, or based on the vehicle's current position and the front position of the bus. In non-congested conditions, the path planning for the vehicle to change lanes from the current lane to the right-turn lane can be performed based on the vehicle's current position and the lane-changing area.

[0032] Compared to the traditional approach in right-turn control that requires repeated path adjustments, the right-turn path control method of this invention obtains the bus stop area and the lane-changing area of ​​the right-turn lane at the current intersection before the vehicle reaches the bus stop area. Based on the relationship between the lane-changing area and the lane-changing threshold, the method plans the path for the vehicle to change lanes from the current lane to the right-turn lane. This allows the vehicle to plan its right-turn path when it encounters a bus stopping or about to stop at the bus stop area, improving the rationality and efficiency of the right-turn path planning, and thus improving the efficiency of the vehicle's right turn.

[0033] Figure 2 A flowchart of another embodiment of the right-turn path control method of the present invention is shown, which is executed by vehicle equipment. Figure 2 As shown, the method includes the following steps:

[0034] Step 210: Obtain the bus stopping area and the lane changing area of ​​the right-turn lane at the current intersection.

[0035] Please see details Figure 1 Step 110 of the illustrated embodiment will not be described again here.

[0036] Step 220: Based on the relationship between the lane change area and the lane change threshold, perform path planning for the vehicle to change lanes from the current lane to the right turn lane.

[0037] Specifically, step 220 above includes:

[0038] Step 2201: Compare the lane change area with the minimum lane change threshold and the maximum lane change threshold to obtain the threshold comparison result.

[0039] When comparing the lane change area with the minimum lane change threshold and the maximum lane change threshold, the following threshold comparison results can be obtained: the lane change area is less than or equal to the minimum lane change threshold; the lane change area is greater than or equal to the maximum lane change threshold; and the lane change area is greater than the minimum lane change threshold and less than the maximum lane change threshold.

[0040] Step 2202: Obtain the lane status of the current lane and the right-turn lane.

[0041] The lane status of the current lane and the right-turn lane includes whether there is a bus within the range of the vehicle moving from the current lane to the right-turn lane, as well as the road conditions of the current lane and the right-turn lane.

[0042] In one alternative approach, determining whether a bus exists within the range from the current lane to the right-turn lane can be based on lane status, obtaining the bus stopping status in the bus stopping area and / or the number of buses with a right-turn tendency within the range from the current lane to the right-turn lane. If there is no bus in the bus stopping area or no bus with a right-turn tendency within the range from the current lane to the right-turn lane, then it is determined that there is no bus within the range from the current lane to the right-turn lane. Conversely, if there is a bus in the bus stopping area or a bus with a right-turn tendency within the range from the current lane to the right-turn lane, then it is determined that there is a bus within the range from the current lane to the right-turn lane. By determining whether a bus exists within the range from the current lane to the right-turn lane, vehicles can avoid this area when making a right lane change and instead change lanes to the right lane.

[0043] Step 2203: Based on the lane status and threshold comparison results, perform path planning for the vehicle to change lanes from the current lane to the right turn lane.

[0044] In an alternative approach, step 2203 specifically includes:

[0045] Step a1: If the lane change area is less than or equal to the minimum lane change threshold, then determine whether there is a bus within the range from the current lane to the right turn lane based on the lane status.

[0046] Specifically, when the lane change area is less than or equal to the minimum lane change threshold, it indicates that there is little space for lane changing and there is a high probability of lane change failure. Based on the lane status from the current lane to the right turn lane, it is necessary to determine whether there is a bus in the range from the current lane to the right turn lane. That is, to detect whether there is a bus in front of the vehicle in all lanes from the current lane to the right lane, and then plan the lane change path of the vehicle.

[0047] Step a2: If there are no buses within the range from the current lane to the right-turn lane, then based on the vehicle's current position, perform path planning for the vehicle to change lanes from the current lane to the right-turn lane.

[0048] Specifically, if there is no bus in the range from the current lane to the right-turn lane, that is, if no bus is detected or no trend of bus changing lanes to the right is detected in the L1 range, it means that there is no bus ahead, or the bus does not stop at the right-hand stop. Based on the current position of the vehicle, the system will plan the path for the vehicle to change lanes from the current lane to the right-turn lane, thereby enabling the vehicle to change lanes to the right lane in advance.

[0049] In addition, based on the vehicle's current location and the location of the bus stop area, when planning the route for the vehicle to change lanes from the current lane to the right-turn lane, the planning can also be based on the congestion status of the current lane and the right-turn lane, and try to ensure that the vehicle can successfully change lanes.

[0050] Step a3: If there is a bus within the range from the current lane to the right-turn lane, then based on the current position of the vehicle and the front position of the bus, perform path planning for the vehicle to change lanes from the current lane to the right-turn lane.

[0051] Specifically, if there is a bus within the range from the current lane to the right-turn lane, that is, if no bus is detected stopping or about to stop within the L1 range, the system will plan a path for the vehicle to change lanes from the current lane to the right-turn lane based on the vehicle's current position and location, thereby controlling the vehicle to change lanes as close as possible to the position in front of the bus in the right-turn lane; if the remaining shortest distance ahead is less than the minimum distance that the user can drive into the right-turn lane (e.g., 5m) and the lane change still cannot be confirmed as successful, it means that the attempt has failed, the navigation assistance function will exit, and manual intervention will be requested.

[0052] In addition, when planning the route for the vehicle to change lanes from the current lane to the right-turn lane based on the current position of the vehicle and the front position of the bus, the planning can also be based on the congestion status of the current lane and the right-turn lane, and try to ensure that the vehicle can successfully change lanes.

[0053] In this embodiment, to increase the probability of successful lane changes when the lane-changing area is less than or equal to the minimum lane-changing threshold, the vehicle changes lanes to the right-turn lane in advance when there are no buses within the range from the current lane to the right-turn lane, i.e., by utilizing the bus stop area. When there are buses within the range from the current lane to the right-turn lane, the vehicle is controlled to change lanes as far ahead of the bus in the right-turn lane as possible, i.e., the vehicle is controlled to change lanes to the position in front of the bus in the right-turn lane as far ahead as possible before the bus stop area. This reasonably avoids a series of invalid operations caused by unreasonable lane-changing time to the bus stop area, resulting in stopping behind the bus to wait, or changing lanes behind the bus and then needing to avoid it and failing to change lanes successfully. This improves the rationality and efficiency of the vehicle's right-turn path planning, thereby improving the efficiency of the vehicle's right turns.

[0054] In an alternative approach, step 2203 above further includes:

[0055] Step b: If the lane change area is greater than or equal to the maximum lane change threshold, then based on the lane status and the lane change area, perform path planning for the vehicle to change lanes from the current lane to the right turn lane.

[0056] Specifically, if the lane change area is greater than or equal to the maximum lane change threshold, it indicates that there is plenty of space for lane changes. At this time, based on the lane status and the lane change area, the vehicle can plan its path from the current lane to the right turn lane. This allows the vehicle to prioritize traffic efficiency within the lane change area and plan its right lane change when the opportunity arises. For example, the path for right lane change can be planned in real time based on the lane status, which means skipping the bus stop area for path planning.

[0057] In this embodiment of the application, when the lane change area is greater than or equal to the maximum lane change threshold, in order to improve the efficiency and safety of the vehicle passing through the lane change area, the right turn path of the vehicle can be planned based on the convenience and efficiency of lane change, so that the vehicle can complete the lane change in the lane change area.

[0058] In an alternative approach, step 2203 above further includes:

[0059] Step c1: If the lane change area is greater than the minimum lane change threshold but less than the maximum lane change threshold, then obtain the road conditions of the current lane and the right turn lane based on the lane status.

[0060] Specifically, when the lane change area is greater than the minimum lane change threshold but less than the maximum lane change threshold, it indicates that there is sufficient space for lane changes. The road conditions of the current lane and the right-turn lane can be determined based on the lane status, such as whether there is congestion. That is, it detects whether there is congestion in all lanes from the current lane to the right lane, and then plans the lane change path of the vehicle.

[0061] Step c2: If the current lane and the right-turn lane are congested, determine whether there is a bus within the range from the current lane to the right-turn lane based on the lane status.

[0062] Specifically, if the traffic conditions from the current lane to the right-turn lane are congested, it is necessary to determine whether there is a bus in the range from the current lane to the right-turn lane based on the lane status. That is, to detect whether there is a bus in front of the vehicle in all lanes from the current lane to the right lane, and then plan the vehicle's lane-changing path.

[0063] Step c3: If there are no buses within the range from the current lane to the right-turn lane, then based on the current position of the vehicle and the location of the bus stopping area, perform path planning for the vehicle to change lanes from the current lane to the right-turn lane.

[0064] Specifically, if there is no bus in the range from the current lane to the right-turn lane, that is, if no bus is detected or no trend of bus changing lanes to the right is detected in the L1 range, it means that there is no bus ahead, or the bus does not stop at the right-hand stop. Based on the current position of the vehicle and the location of the bus stop area, the vehicle will perform path planning to change lanes from the current lane to the right-turn lane, thereby realizing the vehicle changing lanes to the right-hand lane in advance.

[0065] Step c4: If there is a bus within the range from the current lane to the right-turn lane, then based on the current position of the vehicle and the front position of the bus, perform path planning for the vehicle to change lanes from the current lane to the right-turn lane.

[0066] Specifically, if there is a bus within the range from the current lane to the right-turn lane, that is, if no bus is detected stopping or a bus is about to stop within the L1 range, then based on the current position and location of the vehicle, the vehicle will perform path planning to change lanes from the current lane to the right-turn lane, thereby controlling the vehicle to change lanes to the position in front of the bus in the right-turn lane as much as possible.

[0067] In this embodiment, to improve the efficiency of lane changing in congested conditions, when the lane-changing area is greater than the minimum lane-changing threshold but less than the maximum lane-changing threshold, if the road condition from the current lane to the right-turn lane is congested and there is a bus within the range from the current lane to the right-turn lane, the vehicle changes lanes to the right-turn lane in advance, i.e., by utilizing the bus stop area. If there is a bus within the range from the current lane to the right-turn lane, the vehicle is controlled to change lanes as far ahead of the bus in the right-turn lane as possible, i.e., the vehicle is controlled to change lanes to the position in front of the bus in the right-turn lane before the bus stop area. This reasonably avoids the problem of unreasonable lane-changing time to the bus stop area, resulting in stopping behind the bus and waiting, or changing lanes behind the bus and then needing to avoid it and failing to change lanes successfully, thus improving the rationality and efficiency of the vehicle's right-turn path planning, and consequently improving the efficiency of the vehicle's right-turn.

[0068] In an alternative approach, step 2203 above further includes:

[0069] Step d: If the traffic conditions of the current lane and the right-turn lane are not congested, then based on the current position of the vehicle and the lane-changing area, the vehicle will perform path planning to change lanes from the current lane to the right-turn lane.

[0070] Specifically, if the current lane and the right-turn lane are not congested, it means that there is enough space to change lanes. At this time, based on the lane status and the lane change area, the vehicle can plan its route from the current lane to the right-turn lane. This allows the vehicle to prioritize traffic efficiency in the lane change area and plan to change lanes to the right when the opportunity arises, directly bypassing the bus stop area for route planning.

[0071] In this embodiment of the application, when the road conditions in the current lane and the right-turn lane are not congested, in order to improve the efficiency and safety of the vehicle passing through the lane-changing area, the right-turn path of the vehicle can be planned based on the convenience and efficiency of lane changing, so that the vehicle can complete the lane change in the lane-changing area.

[0072] Compared to the traditional approach in right-turn control that requires repeated path adjustments, the right-turn path control method of this invention obtains the bus stop area and the lane-changing area of ​​the right-turn lane at the current intersection before the vehicle reaches the bus stop area. Based on the relationship between the lane-changing area and the lane-changing threshold, it plans the path for the vehicle to change lanes from the current lane to the right-turn lane. This allows the vehicle to plan its right-turn path when it encounters a bus stopping or about to stop in the bus stop area. In other words, when there is ample space ahead, the vehicle does not have a time limit for changing lanes to the right; when the road space is limited... When the minimum lane change threshold is met, the vehicle determines the timing of a lane change based on whether a bus is present or about to arrive in the bus stop area. When the lane change space is greater than the minimum lane change threshold but less than the maximum lane change threshold, but there is no certainty of successfully changing lanes, real-time congestion information is obtained to reasonably determine the timing of a lane change. This effectively avoids a series of ineffective operations caused by the vehicle changing lanes at an unreasonable time to the bus stop area, resulting in waiting behind the bus, or having to avoid the bus after changing lanes and failing to change lanes successfully. This improves the rationality and efficiency of the vehicle's right-turn path planning, thereby improving the efficiency of the vehicle's right turns.

[0073] The following is a detailed explanation of the flow of the right-turn path control method provided in the embodiments of this application, using a specific example.

[0074] Reference Figure 3 Step 1: Obtain the bus stopping area and the lane change area of ​​the right-turn lane at the current intersection.

[0075] Specifically, the system identifies the bus stops at the current intersection in advance, accurately locates the bus stop signs, and sets a bus stop area on the map with a distance of ±L1 centered on the bus stop sign. The lane-changing zone Lx is then determined based on the position between the bus stop area and the current intersection. When planning the route ahead, the system detects whether any buses are stopped and avoids this area by changing lanes to the right lane.

[0076] Step 2: Based on the relationship between the lane change area and the lane change threshold, perform path planning for the vehicle to change lanes from the current lane to the right turn lane.

[0077] Specifically, the system detects whether there is a bus ahead in all lanes from the current lane to the right lane when the vehicle is traveling within a set range. If a bus is present, the system triggers the vehicle's last lane change to the right lane during trajectory planning, and the timing must be within a certain range of the intersection. The system sets the automatic lane change threshold D (the length of road from when the vehicle starts executing the lane change to when it completes the lane change; the completion criterion is that all four wheels of the vehicle are within the lane lines of the target lane), sets the minimum lane change threshold Dmin and the maximum lane change threshold Dmax, and detects the relative relationship between the lane change area Lx and the lane change threshold D. The minimum lane change threshold Dmin is the lane change space within the set maximum speed range in urban areas (the system can set a maximum urban threshold, e.g., 60 kph, to be defined in the actual road scenario) and with no obstacles on the right. The maximum lane change threshold Dmax refers to the driving distance required for lane change within the set threshold range (defined in the actual scenario, depending on the vehicle's minimum lane change speed, such as 5 kph) under the minimum set speed range (defined in the actual scenario, such as 60 seconds, after which the lane change will time out).

[0078] If Dx ≤ Dmin (requiring detours within the L1 range), then lane-changing space is limited, greatly increasing the probability of lane-changing failure. Therefore, the planning strategy is as follows: The vehicle detects whether there is a bus within the range from the current lane to the right-turn lane. If no bus is detected within the L1 range, or if no trend of a bus changing lanes to the right is detected, it means there is no bus ahead, or the bus does not stop at the right-hand stop. The vehicle can then plan a trajectory to change lanes to the right-hand lane in advance. If a bus is detected stopping or about to stop, the vehicle is controlled to change lanes as far as possible to the position in front of the bus in the right-turn lane. If the lane-changing still fails after the attempt, the navigation assistance function exits, prompting manual intervention.

[0079] If Dmin < Dx < Dmax (lane change is possible, but congestion must be considered), the system will perform corresponding planning and control by detecting the current congestion status and bus stops. It obtains current congestion information from the navigation system. If the system determines that the current situation is congested, it checks whether there are buses in the current lane and the right-turn lane. If no bus is detected within ±L1 of the bus stop, or if no trend of a bus changing lanes to the right is detected, it means there are no buses ahead, and the system controls the vehicle to change lanes to the right lane as soon as possible (it can directly change lanes to L1). If a bus is detected within ±L1 of the bus stop, or if a trend of a bus changing lanes to the right is detected, the system controls the vehicle to accelerate and change lanes in front of the bus. If the current situation is not congested, the system plans lane changes within Lx, prioritizing traffic efficiency, and plans a right lane change when the opportunity arises, directly skipping the bus stop for route planning.

[0080] If Dx ≥ Dmax (the lane change can be successful without considering congestion), the system prioritizes traffic efficiency within the Lx range, and plans a right lane change when the opportunity arises, directly skipping the bus stop for route planning.

[0081] In summary, the right-turn path control method of this invention obtains the bus stop area and the lane change area of ​​the right-turn lane at the current intersection in advance. Based on the relationship between the lane change area and the lane change threshold, it plans the path for the vehicle to change lanes from the current lane to the right-turn lane. When the vehicle encounters a bus stopping or about to stop in the bus stop area, it can plan the right-turn path of the vehicle, reasonably avoiding the problems of unreasonable lane change time between the vehicle and the bus stop area, resulting in stopping behind the bus to wait, or changing lanes behind the bus and then having to avoid it and failing to change lanes successfully. This improves the rationality and efficiency of the vehicle's right-turn path planning, thereby improving the efficiency of the vehicle's right turn.

[0082] Figure 4 A schematic diagram of an embodiment of the right-turn path control device of the present invention is shown. Figure 4 As shown, the device includes:

[0083] The information acquisition module 410 is used to acquire the bus stopping area and the lane changing area of ​​the right turn lane at the current intersection. The lane changing area is determined based on the position between the bus stopping area and the current intersection.

[0084] The path planning module 420 is used to plan the path for the vehicle to change from the current lane to the right turn lane based on the relationship between the lane change area and the lane change threshold.

[0085] In one optional implementation, the lane change threshold includes a minimum lane change threshold and a maximum lane change threshold. The minimum lane change threshold is determined based on the maximum driving speed, and the maximum lane change threshold is determined based on the minimum driving speed. The path planning module 420 includes:

[0086] The threshold comparison submodule is used to compare the lane change area with the minimum lane change threshold and the maximum lane change threshold to obtain the threshold comparison result.

[0087] The status acquisition submodule is used to obtain the lane status of the current lane and the right-turn lane.

[0088] The path planning submodule is used to plan the path for the vehicle to change lanes from the current lane to the right turn lane based on the lane status and threshold comparison results.

[0089] In some alternative implementations, the above-mentioned path planning submodule includes:

[0090] The first bus location unit is used to determine whether there is a bus within the range from the current lane to the right-turn lane of the vehicle based on the lane status if the lane change area is less than or equal to the minimum lane change threshold.

[0091] The first path planning unit is used to plan the path for the vehicle to change lanes from the current lane to the right-turn lane if there is no bus within the range from the current lane to the right-turn lane, based on the vehicle's current position.

[0092] The second path planning unit is used to plan the path for the vehicle to change lanes from the current lane to the right-turn lane if there is a bus within the range from the current lane to the right-turn lane, based on the current position of the vehicle and the front position of the bus.

[0093] The third path planning unit, if the lane change area is greater than or equal to the maximum lane change threshold, performs path planning for the vehicle to change lanes from the current lane to the right turn lane based on the lane status and the lane change area.

[0094] The traffic condition acquisition unit is used to acquire the traffic conditions of the current lane and the right-turn lane based on the lane status if the lane change area is greater than the minimum lane change threshold and less than the maximum lane change threshold.

[0095] The second bus location unit is used to determine whether there is a bus within the range from the current lane to the right turn lane if the current lane and the right turn lane are congested, based on the lane status.

[0096] The fourth path planning unit is used to plan the path for the vehicle to change lanes from the current lane to the right-turn lane if there is no bus within the range from the current lane to the right-turn lane. This is based on the vehicle's current position and the location of the bus stopping area.

[0097] The fifth path planning unit is used to plan the path for the vehicle to change lanes from the current lane to the right-turn lane if there is a bus within the range from the current lane to the right-turn lane, based on the vehicle's current position and the position of the bus's front end.

[0098] The sixth path planning unit is used to plan the path for the vehicle to change lanes from the current lane to the right turn lane, based on the vehicle's current position and the lane change area, if the current lane and the right turn lane are not congested.

[0099] In some optional embodiments, both the first bus location determination unit and the second bus location determination unit include:

[0100] The information acquisition subunit is used to acquire the bus stopping status in the bus stopping area and / or buses with a right-turn tendency within the range of the vehicle moving from the current lane to the right-turn lane, based on the lane status.

[0101] The first bus determination sub-unit is used to determine that there are no buses within the bus stopping area, or that there are no buses with a right-turn tendency within the range from the current lane to the right-turn lane of the vehicle.

[0102] The second bus determination subunit is used to determine if there is a bus in the bus stopping area, or if there is a bus with a right-turn tendency in the range from the current lane to the right-turn lane of the vehicle.

[0103] The further functional descriptions of the above modules and units are the same as those in the corresponding method embodiments described above, and will not be repeated here.

[0104] The technical solution provided by the embodiments of the present invention, through the above-described device and its components, has the following advantages:

[0105] Compared to the traditional approach in right-turn control that requires repeated path adjustments, the right-turn path control method of this invention obtains the bus stop area and the lane-changing area of ​​the right-turn lane at the current intersection before the vehicle reaches the bus stop area. Based on the relationship between the lane-changing area and the lane-changing threshold, the method plans the path for the vehicle to change lanes from the current lane to the right-turn lane. This allows the vehicle to plan its right-turn path when it encounters a bus stopping or about to stop at the bus stop area, improving the rationality and efficiency of the right-turn path planning, and thus improving the efficiency of the vehicle's right turn.

[0106] Figure 5 This diagram illustrates a structural schematic of an embodiment of a vehicle provided by the present invention. The specific embodiments of the present invention do not limit the specific implementation of the vehicle. The vehicle has the above-described... Figure 5 The right-turn path control device shown. The vehicle may include: processor 502, communications interface 504, memory 506, and communications bus 508.

[0107] The processor 502, communication interface 504, and memory 506 communicate with each other via communication bus 508. Communication interface 504 is used to communicate with other network elements such as clients or other servers. The processor 502 executes program 510, specifically performing the relevant steps described above in the method embodiment.

[0108] Specifically, program 510 may include program code, which includes computer-executable instructions.

[0109] Processor 502 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention. The vehicle may include one or more processors of the same type, such as one or more CPUs; or processors of different types, such as one or more CPUs and one or more ASICs.

[0110] Memory 506 is used to store program 510. Memory 506 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0111] Figure 6 Another structural schematic diagram of the vehicle provided by the present invention is shown. For example... Figure 6 As shown, the vehicle also includes: a rear corner millimeter-wave radar 2, a front millimeter-wave radar 3, a side-view camera 5, a front-view binocular camera 4, a lidar 8, a driver assistance function hard switch 1, a surround-view camera 6, an ultrasonic probe 7, a vehicle stability system 10, an electric power steering system 11, a vehicle controller 12, a body controller 13, an instrument cluster 14, a central control screen 15, and a remote monitoring module 16. The rear corner millimeter-wave radar 2, front millimeter-wave radar 3, side-view camera 5, front-view binocular camera 4, lidar 8, driver assistance function hard switch 1, surround-view camera 6, ultrasonic probe 7, vehicle stability system 10, electric power steering system 11, vehicle controller 12, body controller 13, instrument cluster 14, central control screen 15, and remote monitoring module 16 are all communicatively connected to the aforementioned processor 502. Furthermore, the remote monitoring module 16 can also establish communication connections with the cloud 18 and a mobile APP 17.

[0112] In this embodiment, the rear corner millimeter-wave radar 2 can be a 77GHz millimeter-wave radar, installed on the left and right sides inside the rear bumper, with a detection range of about 80m.

[0113] In this embodiment, the front millimeter-wave radar 3 can be a 77GHz millimeter-wave radar, installed at the front of the vehicle, with a detection range of about 160m.

[0114] In this embodiment, the side-view camera 5 can be a 100° wide-angle two-megapixel camera, with the side-front view arranged inside the rearview mirror and the side-rear view arranged above the fender, and the detection distance can reach about 70m.

[0115] In this embodiment, the forward-looking binocular camera 4 can be two cameras, with a field of view divided into small, medium and large angles, and the maximum detection distance can reach about 200m.

[0116] In this embodiment, the lidar 8 is installed at the junction of the vehicle roof and the windshield, and the maximum detection distance can reach about 250 meters.

[0117] The functions this vehicle can perform include adaptive cruise control, integrated cruise control, pilot assist, forward collision warning, automatic emergency braking, lane departure warning, lane keeping assist, lever lane change, and autonomous lane change.

[0118] like Figure 7 As shown, the vehicle provided in this embodiment of the invention includes 3 millimeter-wave radars, 10 cameras, a processor 502, a vehicle stability system 10, an electric power steering system 11, a vehicle controller 12, a body controller 13, an instrument cluster 14, a central control screen 15, turn signals, etc. The sensor units communicate with the autonomous driving controller through a private CANFD network, and other related systems communicate with the autonomous driving controller through CANFD. The functions of the main related components are as follows:

[0119] The millimeter-wave radar is installed on the left and right sides of the rear bumper. It transmits radio waves (radar waves) and receives the echoes. The position data of the target is measured based on the time difference between transmission and reception. The detection range can reach 80m. Through millimeter waves, it can accurately detect the distance of obstacles from the vehicle and parameters such as relative speed.

[0120] The front millimeter-wave radar 3 is installed directly below the vehicle's license plate. It transmits radio waves (radar waves) and receives the echoes. It measures the target's position data based on the time difference between transmission and reception. The detection range can reach 160m. Through millimeter waves, it can accurately detect the distance and relative speed of obstacles from the vehicle.

[0121] The forward-facing binocular camera 4 is a combination of two high-pixel cameras with different viewing angles. It can detect obstacles up to about 200m away in front of it, identify lane line information, and identify vehicles entering and exiting at close range.

[0122] The side-view camera 5 can compensate for the poor recognition rate of the corner radar in low-speed scenarios. It can quickly and in advance capture the trend of other vehicles cutting in and close-range cutting in scenarios, so that the autonomous driving controller can process the cutting in and cutting out scenarios in advance.

[0123] The processor acquires information from the perception module (which includes millimeter-wave radar, a smart camera group, a side-view camera 5, and an integrated IMU) and uses algorithms to identify lane lines, vehicles on the road, curbs, obstacles, etc. It then rationally plans the trajectory for driver assistance and controls the vehicle's lateral and longitudinal directions. This enables functions such as following the vehicle in front when there are obstacles, maintaining a constant speed when there are no obstacles, avoiding rear-end collisions, stopping, and starting automatically. During the control process, the processor sends steering angle requests, deceleration requests, torque requests, etc., to various related systems.

[0124] The vehicle stability system 10 (ESC) is used to receive deceleration request commands sent by the autonomous driving controller, and at the same time feed back vehicle data such as deceleration, yaw angle, vehicle speed, and wheel speed for the processor to perform longitudinal control calculations.

[0125] Electric power steering (EPS) is used to execute steering angle and steering angle acceleration requests issued by the autonomous driving controller, controlling the steering wheel to turn to the angle commanded by the autonomous driving controller. If the EPS malfunctions or the driver intervenes to park, it needs to report the reason for disengaging from the autonomous driving controller.

[0126] The vehicle controller 12 (VCU) is used to receive torque requests from the autonomous driving controller, execute acceleration control, and provide real-time feedback on the vehicle's gear position and response torque.

[0127] The body control unit 13 (BCM) is used to receive control requests from the automatic driving control system for turn signals, hazard warning lights, windshield wipers, lights, etc.

[0128] Instrument cluster 14 (IC) is used to display the human-machine interface during the activation of driver assistance functions, providing text, images, and sound prompts.

[0129] The central control screen 15 (HU) displays the navigation assistance function during the activation process, showing the scene reconstruction interface and the user-customized settings entry.

[0130] The turn signals are used to respond to the illumination request of the body controller 13 during autonomous driving, alerting other vehicles to driving safety.

[0131] This invention also provides a computer-readable storage medium storing at least one executable instruction that, when executed on a vehicle / right-turn path control device, causes the vehicle / right-turn path control device to perform the right-turn path control method in any of the above method embodiments.

[0132] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments of this invention are not directed to any particular programming language.

[0133] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. Similarly, for the sake of brevity and to aid in understanding one or more aspects of the invention, in the description of exemplary embodiments of the invention above, various features of the embodiments are sometimes grouped together in a single embodiment, figure, or description thereof. The claims, which follow the detailed description, are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.

[0134] Those skilled in the art will understand that the modules in the device of the embodiment can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiment can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components, except that at least some of such features and / or processes or units are mutually exclusive.

[0135] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A right-turn path control method, characterized in that, Applied to bicycles, the method includes: Obtain the bus stopping area and the lane changing area of ​​the right-turn lane at the current intersection. The lane changing area is determined based on the position between the bus stopping area and the current intersection. Based on the relationship between the lane change area and the lane change threshold, path planning is performed for the vehicle to change lanes from the current lane to the right turn lane. The lane change threshold includes a minimum lane change threshold, which is determined based on the maximum driving speed. The method of planning a path for a vehicle to change lanes from its current lane to the right-turn lane based on the relationship between the lane-changing area and the lane-changing threshold includes: If the lane change area is less than or equal to the minimum lane change threshold, then it is determined whether there is a bus within the range from the current lane to the right turn lane of the vehicle based on the lane status of the right turn lane; If there are no buses within the range from the current lane to the right-turn lane, then based on the current position of the vehicle, a path planning is performed for the vehicle to change lanes from the current lane to the right-turn lane. If there is a bus within the range from the current lane to the right-turn lane, then based on the current position of the vehicle and the front position of the bus, a path planning is performed for the vehicle to change lanes from the current lane to the right-turn lane.

2. The method according to claim 1, characterized in that, The lane change threshold also includes a maximum lane change threshold, which is determined based on the minimum driving speed. The path planning for the vehicle to change lanes from the current lane to the right-turn lane based on the relationship between the lane change area and the lane change threshold includes: The lane change area is compared with the minimum lane change threshold and the maximum lane change threshold to obtain the threshold comparison result; Obtain the lane status of the current lane and the right-turn lane; Based on the lane status and the threshold comparison result, path planning is performed for the vehicle to change lanes from the current lane to the right-turn lane.

3. The method according to claim 2, characterized in that, The step of planning a path for the vehicle to change lanes from the current lane to the right-turn lane based on the lane status and the threshold comparison result includes: If the lane change area is greater than or equal to the maximum lane change threshold, then based on the lane status and the lane change area, path planning is performed for the vehicle to change lanes from the current lane to the right turn lane.

4. The method according to claim 2, characterized in that, The method of planning a path for the vehicle to change lanes from the current lane to the right-turn lane based on the lane state and the threshold comparison result also includes: If the lane change area is greater than the minimum lane change threshold and less than the maximum lane change threshold, then the road conditions of the current lane and the right turn lane are obtained based on the lane status. If the current lane and the right-turn lane are congested, then based on the lane status, determine whether there is a bus within the range from the current lane to the right-turn lane for the vehicle; If there are no buses within the range from the current lane to the right-turn lane, then based on the current position of the vehicle and the location of the bus stopping area, a path planning is performed for the vehicle to change lanes from the current lane to the right-turn lane. If there is a bus within the range from the current lane to the right-turn lane, then based on the current position of the vehicle and the front position of the bus, a path planning is performed for the vehicle to change lanes from the current lane to the right-turn lane.

5. The method according to claim 4, characterized in that, The step of planning a path for the vehicle to change lanes from the current lane to the right-turn lane based on the lane status and the threshold comparison result includes: If the current lane and the right-turn lane are not congested, then based on the vehicle's current position and the lane-changing area, a path planning is performed for the vehicle to change lanes from the current lane to the right-turn lane.

6. The method according to any one of claims 1 to 5, characterized in that, Determining whether a bus exists within the range from the current lane to the right-turn lane based on the lane status includes: Based on the lane status, obtain the bus stopping status of the bus stopping area and / or the buses with a right-turn tendency within the range of the vehicle from the current lane to the right-turn lane; If there are no buses in the bus stopping area, or if there are no buses with a right-turn tendency within the range from the current lane to the right-turn lane of the vehicle, then it is determined that there are no buses within the range from the current lane to the right-turn lane of the vehicle. If there is a bus in the bus stopping area, or if there is a bus with a right-turn tendency in the range from the current lane to the right-turn lane of the vehicle, then it is determined that there is a bus in the range from the current lane to the right-turn lane of the vehicle.

7. A right-turn path control device, characterized in that, Applied to a bicycle, the device includes: The information acquisition module is used to acquire the bus stopping area and the lane changing area of ​​the right-turn lane at the current intersection. The lane changing area is determined based on the position between the bus stopping area and the current intersection. The path planning module is used to plan a path for the vehicle to change lanes from the current lane to the right-turn lane based on the relationship between the lane change area and the lane change threshold. The lane change threshold includes a minimum lane change threshold, which is determined based on the maximum driving speed and includes: If the lane-changing area is less than or equal to the minimum lane-changing threshold, then based on the lane status of the right-turn lane, it is determined whether there is a bus within the range from the current lane to the right-turn lane for the vehicle; if there is no bus within the range from the current lane to the right-turn lane, then based on the current position of the vehicle, path planning is performed for the vehicle to change lanes from the current lane to the right-turn lane; if there is a bus within the range from the current lane to the right-turn lane, then based on the current position of the vehicle and the front position of the bus, path planning is performed for the vehicle to change lanes from the current lane to the right-turn lane.

8. A vehicle, characterized in that, include: The processor, memory, communication interface, and communication bus are provided, wherein the processor, memory, and communication interface communicate with each other via the communication bus. The memory is used to store at least one executable instruction that causes the processor to perform the operation of the right-turn path control method as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The storage medium stores at least one executable instruction, which, when executed on the vehicle / device, causes the vehicle / device to perform the operation of the right-turn path control method as described in any one of claims 1-6.

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