A path planning method, device and vehicle

Abstract

This application provides a path planning method, apparatus, and vehicle. The method includes: acquiring a first area containing traversable obstacles around the vehicle; and planning a driving path based on the first area, the driving path including a first position, which is the position of the tires when the vehicle performs a gear shift, wherein the first position is located outside the first area. This application can be applied to intelligent vehicles or electric vehicles, helping to improve the continuity and comfort of intelligent driving assistance, thereby enhancing the user's driving experience.

Description

Technical Field

[0001] This application relates to the field of intelligent driving, and more specifically, to a path planning method, apparatus, and vehicle. Background Technology

[0002] With the increasing intelligence of vehicles, more and more cars are equipped with intelligent driving assistance functions. For example, during low-speed automatic parking, intelligent driving assistance functions can plan a parking trajectory for the vehicle. This trajectory can include the positions where the vehicle will perform gear shifting operations, such as shifting from drive (D) to reverse (R) or vice versa. If the planning of the gear shifting positions is not reasonable, it may affect the continuity and comfort of intelligent driving assistance, thereby potentially impacting the user's driving experience. Summary of the Invention

[0003] This application provides a path planning method, apparatus, and vehicle that helps improve the continuity and comfort of intelligent driving assistance, thereby enhancing the user's driving experience.

[0004] The term "vehicle" in this application can be used in a broad sense, including transportation vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0005] In a first aspect, a path planning method is provided, the method comprising: obtaining a first region in which traversable obstacles around a vehicle are located; and planning a driving path based on the first region, the driving path including a first position, the first position being the position of the tires when the vehicle performs a gear shift operation, wherein the first position is located outside the first region.

[0006] In this embodiment, the tires can be positioned outside the area where the traversable obstacle is located when the vehicle shifts gears. This helps reduce the difficulty of vehicle control, avoids control overshoot or insufficient control precision during the control process, and improves the continuity and comfort of intelligent driving assistance, thereby enhancing the user's driving experience. Simultaneously, it helps reduce the risk of collisions between the vehicle and surrounding obstacles, thus improving vehicle safety.

[0007] In some possible implementations, the vehicle can be a front-wheel drive vehicle, a rear-wheel drive vehicle, or a four-wheel drive vehicle.

[0008] In some possible implementations, "the first position being outside the first area" can be understood as all the vehicle's tires being located on one side of the first area, or "the first position being outside the first area" can be understood as the first area being located between the vehicle's first and second tires, with neither the first nor the second tire pressing on the first area. The first tire can be the tire on one side of the first area that is close to the traversable obstacle, and the second tire can be the tire on the other side of the first area that is close to the traversable obstacle.

[0009] The fact that neither the first tire nor the second tire is pressed against the first area can be understood as the area where the first tire is in contact with the ground being outside the first area, and the area where the second tire is in contact with the ground being outside the first area.

[0010] For example, the first region located between the first tire and the second tire of the vehicle includes the first region located in front of the left front wheel and the right front wheel, or the first region located between the right front wheel and the left rear wheel, or the first region located between the left rear wheel and the right rear wheel.

[0011] In conjunction with the first aspect, in some implementations of the first aspect, planning a driving route based on the first region includes: determining a shift cost function based on the first region, the shift cost function being used to characterize that the cost of performing a shift operation in the first region is higher than the cost of performing a shift operation in a second region, the second region being a region outside the first region; and planning the driving route based on the shift cost function.

[0012] In this embodiment, the cost of performing a gear shift in the first region is higher than the cost of performing a gear shift in the second region. This can effectively prevent the vehicle from performing a gear shift in the first region during the driving trajectory, which helps to avoid control overshoot or insufficient control precision during the control process, and helps to improve the continuity and comfort of intelligent driving assistance, thereby improving the user's driving experience.

[0013] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: determining a distance cost function based on the first region, the distance cost function being used to characterize that the distance cost of traveling in the first region is less than the distance cost of traveling in the second region; wherein, planning the driving path based on the shift cost function includes: planning the driving path based on the shift cost function and the distance cost function.

[0014] In this embodiment, the shifting cost is balanced by the distance cost. When the vehicle enters the first area, it can be guided to pass through the first area quickly with a lower distance cost, thereby improving the search speed, reducing the number of search nodes and reducing the time spent on trajectory driving planning.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, the destination of the vehicle's journey is the second location. The planning of the journey based on the first region includes: planning a first path based on the first region and the second location, the destination of the first path being the third location; planning a second path based on the third location and a heuristic function, the destination of the second path being the second location; and determining the journey based on the first path and the second path.

[0016] In this embodiment, the remaining driving trajectory is determined by the third position and the heuristic function, which can further improve the efficiency of trajectory driving planning.

[0017] In some possible implementations, the second path is the shortest path between the third position and the second position.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, before planning the second path based on the third position and the heuristic function, the method further includes: determining that the second path does not include the first position.

[0019] In this embodiment, the remaining driving trajectory determined by the third position and the heuristic function can be verified, which helps to avoid the tire position being located in the area where the vehicle can cross obstacles when performing a gear shift operation in the remaining driving trajectory. This helps to avoid control overshoot or insufficient control precision during the control process, and helps to improve the continuity and comfort of intelligent driving assistance, thereby helping to improve the user's driving experience.

[0020] In conjunction with the first aspect, in some implementations of the first aspect, planning the driving path based on the first region includes: determining a third region based on the first region, wherein the third region does not overlap with the first region, and the third region is the region where the vehicle performs a gear shift operation after crossing the traversable obstacle, or the third region is the region where the vehicle performs a gear shift operation before crossing the traversable obstacle; and planning the driving path based on the third region.

[0021] In this embodiment, the third region is used as an optimization constraint to obtain the driving trajectory. This avoids the tires being positioned in an area containing traversable obstacles when the vehicle performs gear shifts, helping to prevent control overshoot or insufficient control precision during the control process. This improves the continuity and comfort of intelligent driving assistance, thereby enhancing the user's driving experience.

[0022] In some possible implementations, this third region can also be referred to as the optimization space. This optimization space can be the area where the vehicle performs a gear shift operation after overcoming the traversable obstacle, or the area where the vehicle performs a gear shift operation before overcoming the traversable obstacle. Alternatively, the optimization space can be the area where the front or rear axle of the vehicle is located when performing a gear shift operation after overcoming the traversable obstacle, or the area where the front or rear axle of the vehicle is located when performing a gear shift operation before overcoming the traversable obstacle.

[0023] In conjunction with the first aspect, in some implementations of the first aspect, determining the third region based on the first region includes: determining the third region based on the first region and other obstacles around the vehicle.

[0024] In this embodiment of the application, when determining the third region, information about other obstacles around the vehicle can be further combined to avoid safety accidents with other obstacles during vehicle operation, which helps to improve vehicle safety.

[0025] In conjunction with the first aspect, in some implementations of the first aspect, before obtaining the first area where the traversable obstacles around the vehicle are located, the method further includes: detecting that the user has activated the automatic parking function; obtaining information about the target parking space; wherein the driving path is a path from the current position of the vehicle to the target parking space.

[0026] In some possible implementations, the automatic parking function can be automatic parking assist (APA), remote parking assist (RPA), or automatic valet parking (AVP), etc.

[0027] In conjunction with the first aspect, in some implementations of the first aspect, the traversable obstacle includes speed bumps.

[0028] Secondly, a path planning device is provided, the device comprising: an acquisition unit for acquiring a first area containing traversable obstacles around a vehicle; and a path planning unit for planning a driving path based on the first area, the driving path including a first position, the first position being the position of the tires when the vehicle performs a gear shift, wherein the first position is located outside the first area.

[0029] In conjunction with the second aspect, in some implementations of the second aspect, the path planning unit is used to: determine a shift cost function based on the first region, the shift cost function being used to characterize that the cost of performing a shift operation in the first region is higher than the cost of performing a shift operation in the second region, the second region being a region outside the first region; and plan the driving path based on the shift cost function.

[0030] In conjunction with the second aspect, in some implementations of the second aspect, the device further includes: a first determining unit, configured to determine a distance cost function based on the first region, the distance cost function being used to characterize that the distance cost of traveling in the first region is less than the distance cost of traveling in the second region; wherein the path planning unit is configured to: plan the travel path based on the shift cost function and the distance cost function.

[0031] In conjunction with the second aspect, in some implementations of the second aspect, the destination of the vehicle's journey is the second location. The path planning unit is used to: plan a first path based on the first region and the second location, the destination of the first path being the third location; plan a second path based on the third location and a heuristic function, the destination of the second path being the second location; and determine the journey path based on the first path and the second path.

[0032] In conjunction with the second aspect, in some implementations of the second aspect, the apparatus further includes: a second determining unit for determining that the second path does not include the first position.

[0033] In conjunction with the second aspect, in some implementations of the second aspect, the path planning unit is used to: determine a third region based on the first region, wherein the third region does not overlap with the first region, and the third region is the region where the vehicle performs a gear shift operation after crossing the traversable obstacle, or the third region is the region where the vehicle performs a gear shift operation before crossing the traversable obstacle; and plan the driving path based on the third region.

[0034] In conjunction with the second aspect, in some implementations of the second aspect, the path planning unit is used to: determine the third area based on the first area and other obstacles around the vehicle.

[0035] In conjunction with the second aspect, in some implementations of the second aspect, the device further includes: a detection unit for detecting when a user activates the automatic parking function; the acquisition unit is further configured to acquire information about the target parking space; wherein the driving path is the path from the current position of the vehicle to the target parking space.

[0036] In conjunction with the second aspect, in some implementations of the second aspect, the traversable obstacle includes speed bumps.

[0037] Thirdly, a path planning apparatus is provided, the apparatus including a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit to cause the apparatus to perform any of the possible methods in the first aspect.

[0038] Fourthly, a path planning system is provided, which includes one or more sensors and a computing platform, wherein the computing platform includes any of the possible devices in the second or third aspect.

[0039] Fifthly, a vehicle is provided that includes any of the possible devices of the second aspect, or includes the devices described in the third aspect, or includes the system described in the fourth aspect.

[0040] In a sixth aspect, a server is provided, which includes any of the possible devices of the second or third aspect.

[0041] In a seventh aspect, a computer program product is provided, the computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform any of the possible methods described in the first aspect above.

[0042] It should be noted that the above-mentioned computer program code can be stored in whole or in part on the first storage medium, wherein the first storage medium can be packaged together with the processor or packaged separately from the processor. This application embodiment does not specifically limit this.

[0043] Eighthly, a computer-readable medium is provided that stores program code, which, when run on a computer, causes the computer to perform any of the possible methods described in the first aspect above.

[0044] Ninthly, embodiments of this application provide a chip including circuitry for performing any of the possible methods described in the first aspect above. Attached Figure Description

[0045] Figure 1 This is a functional block diagram of the vehicle provided in the embodiments of this application.

[0046] Figure 2 This is a diagram illustrating a parking scenario.

[0047] Figure 3 This is a schematic block diagram of the system provided in the embodiments of this application.

[0048] Figure 4 This is a schematic flowchart of the path planning method provided in the embodiments of this application.

[0049] Figure 5 This is a schematic diagram of the shifting cost provided in the embodiments of this application.

[0050] Figure 6 This is a schematic diagram of the distance cost provided in the embodiments of this application.

[0051] Figure 7 This is a schematic diagram showing the combined shifting cost and distance cost provided in the embodiments of this application.

[0052] Figure 8 This is a schematic diagram illustrating the determination of the driving trajectory using a cost function and a heuristic function in an embodiment of this application.

[0053] Figure 9 This is another schematic flowchart of the path planning method provided in the embodiments of this application.

[0054] Figure 10 This is another schematic diagram of a parking scenario provided in an embodiment of this application.

[0055] Figure 11 This is another schematic diagram of a parking scenario provided in an embodiment of this application.

[0056] Figure 12 This is a schematic block diagram of the path planning device provided in the embodiments of this application. Detailed Implementation

[0057] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; the term "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone.

[0058] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0059] Figure 1This is a functional block diagram of a vehicle 100 provided in an embodiment of this application. The vehicle 100 may include a sensing system 120, a display device 130, and a computing platform 150. The sensing system 120 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the sensing system 120 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou Navigation Satellite System, or another positioning system. The sensing system 120 may also include one or more of the following: an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0060] Some or all of the functions of vehicle 100 can be controlled by computing platform 150. Computing platform 150 may include one or more processors, such as processors 151 to 15n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 150 may also include memory for storing instructions, and some or all of the processors 151 to 15n can call the instructions in memory to implement the corresponding functions.

[0061] The in-cabin display devices 130 are mainly divided into two categories: the first is the in-vehicle display screen; the second is the projection display screen, such as the head-up display (HUD). An in-vehicle display screen is a physical display screen and an important component of the in-vehicle infotainment system. Multiple displays can be installed in the cabin, such as the digital instrument cluster display, the central control screen, the display screen in front of the front passenger (also known as the front-seat passenger), the display screen in front of the left rear passenger, the display screen in front of the right rear passenger, and even the car window can be used as a display screen. A head-up display, also known as a head-up display system, is mainly used to display driving information such as speed and navigation on a display device in front of the driver (such as the windshield). This reduces the driver's eye-shift time, avoids pupil changes caused by eye-shifting, and improves driving safety and comfort. Examples of HUDs include combiner-HUD (C-HUD) systems, windshield-HUD (W-HUD) systems, and augmented reality HUD (AR-HUD) systems. It should be understood that HUDs can also evolve into other types of systems as technology progresses, and this application does not limit them.

[0062] During automatic parking, there may be protruding or recessed obstacles on the road that can be climbed over, such as speed bumps, ditches, and small slopes. While these obstacles can be climbed over, they differ from flat ground. When the vehicle is likely to get stuck while climbing over such an obstacle, it requires a higher torque output than on flat ground to assist in its passage. This places significant demands on the vehicle's control system, increasing the difficulty of control.

[0063] Figure 2 A schematic diagram of a parking scenario is shown.

[0064] like Figure 2As shown in (a), during the automatic parking of the vehicle from position 1 into parking space 1, the planned driving trajectory includes a gear shift operation at position 2. At position 2, the vehicle's left and right front wheels are to the left of speed bump 210, the left rear wheel is on speed bump 210, and the right rear wheel is to the right. If the vehicle does not consider the impact of speed bump 210 on parking in advance, it may fail to overcome speed bump 210 due to insufficient torque output. For example, due to insufficient torque, after the left front wheel crosses speed bump 210, the right front wheel cannot overcome it, causing the vehicle to be stuck (e.g., the vehicle is stuck at position 3). When the vehicle is stuck at position 3, it will re-determine its position. For example, the vehicle may choose to shift from D to R at position 3, which will result in a significant error from the previously planned driving trajectory, leading to insufficient control precision.

[0065] like Figure 2 As shown in (b), when the vehicle is stuck at position 3, it can be assisted in overturning the speed bump 210 by increasing torque. However, due to torque overshoot (or control overshoot), the right front wheel of the vehicle may not brake in time after overturning the speed bump 210, and may collide with obstacles in the environment (e.g., pillar 220), or may cause the vehicle to lose control.

[0066] When the above vehicles are stopped by traversable obstacles, they may need to make new driving decisions, resulting in inconsistent decision-making. This will affect the continuity and comfort of intelligent driving assistance, thus impacting the user's driving experience.

[0067] This application provides a method, apparatus, and vehicle for path planning. By obtaining the area where an obstacle can be traversed, the vehicle can avoid the tires being in the area where the obstacle is located when the vehicle performs a gear shift. This helps to avoid control overshoot or insufficient control precision during the control process, and helps to improve the continuity and comfort of intelligent driving assistance, thereby improving the user's driving experience. At the same time, it also helps to avoid safety risks and improve the user's driving safety.

[0068] Figure 3 This is a schematic block diagram of system 300 provided in an embodiment of this application. Figure 3As shown, the system 300 includes a perception module 310, a planning module 320, and a control module 330. The perception module 310 can fuse data collected by one or more sensors, such as cameras, lidar, ultrasonic radar, and millimeter-wave radar, to obtain a grid map of obstacle information (e.g., information about traversable obstacles), and send this grid map to the planning module 320. Based on the grid map, the planning module 320 uses one or more path geometry planning algorithms, path search planning algorithms, or path optimization algorithms to plan the vehicle's driving trajectory and outputs this trajectory to the control module 330. This trajectory includes the tire positions when the vehicle performs a gear shift, and these tire positions are outside the area containing the traversable obstacle. The control module 330 can control the vehicle's movement based on this trajectory. For example, the control module 330 can perform lateral tracking and speed tracking of the driving trajectory.

[0069] Figure 4 A schematic flowchart of a path planning method 400 provided in an embodiment of this application is shown. This method 400 can be... Figure 1 The method 400 can be executed by the vehicle 100 shown, or by the aforementioned computing platform 150, or by a system consisting of the computing platform 150 and sensors, or by a system-on-chip (SoC) in the aforementioned computing platform 150, or by a processor in the computing platform 150, or by the aforementioned system 300. The method 400 includes:

[0070] S410, Obtain the first area containing traversable obstacles around the vehicle.

[0071] Optionally, the acquisition of the first area where the traversable obstacle is located around the vehicle includes: acquiring the first area where the traversable obstacle is located based on data collected by sensors outside the cabin.

[0072] For example, the sensor may include one or more of a camera, lidar, millimeter-wave radar, and ultrasonic radar.

[0073] Optionally, obtaining the first area where a traversable obstacle is located around the vehicle includes: obtaining the first area where the traversable obstacle is located based on data sent by a cloud server. For example, the vehicle can receive map information sent by a map server, which includes information about the first area where the traversable obstacle is located. The vehicle can determine the first area where the traversable obstacle is located based on this map information.

[0074] Optionally, the first region can be the projection area of ​​the traversable obstacle on the ground, or the first region can be the region obtained by multiplying the projection area of ​​the traversable obstacle on the ground by a certain coefficient (for example, the coefficient can be a coefficient greater than 1).

[0075] In this embodiment, the shape of the first region is not specifically limited. For example, the shape of the first region can be rectangular, elliptical, etc. The following embodiments use a rectangular first region as an example for illustration.

[0076] S420, based on the first region, a driving path is planned, the driving path including a first position, the first position being the position of the tires when the vehicle performs a gear shift, wherein the first position is located outside the first region.

[0077] Optionally, the first position being outside the first area can be understood as the vehicle's tires being located on one side of the first area.

[0078] For example, a vehicle has four tires, and when shifting gears, all four tires are positioned on the side that can be overturned. Figure 2 Taking the application scenario shown as an example, all four tires can be located on the left or right side of the speed bump 210.

[0079] Optionally, the first position being outside the first area can also be understood as the first area being located between the vehicle's first tire and second tire, with neither the first tire nor the second tire pressing on the first area. The first tire can be the tire on one side of the first area that is close to the traversable obstacle, and the second tire can be the tire on the other side of the first area that is close to the traversable obstacle.

[0080] The fact that neither the first tire nor the second tire is pressed against the first area can be understood as the area where the first tire is in contact with the ground being outside the first area, and the area where the second tire is in contact with the ground being outside the first area.

[0081] For example, the first region located between the first tire and the second tire of the vehicle includes the first region located in front of the left front wheel and the right front wheel, or the first region located between the right front wheel and the left rear wheel, or the first region located between the left rear wheel and the right rear wheel.

[0082] Optionally, planning a driving route based on the first region includes: determining a shift cost function based on the first region, the shift cost function being used to characterize that the cost of performing a shift operation in the first region is higher than the cost of performing a shift operation in a second region, the second region being a region outside the first region; and planning the driving route based on the shift cost function.

[0083] For example, Figure 5This diagram illustrates the shifting cost provided in an embodiment of this application. The area containing the traversable obstacle is designated as Area 1; Area 2 is located to the left of Area 1, where the vehicle passes over the obstacle; Area 3 is located to the right of Area 1, where the vehicle passes over the obstacle. The shifting cost in Area 1 is higher than that in Area 2 or Area 3. By increasing the shifting cost in Area 1, the planned shifting trajectory in Area 1 can be effectively suppressed. During the vehicle's path planning process, it can choose to perform the shifting operation in Area 2 or Area 3, where the cost is lower.

[0084] The first region can be region 1, and the second region can be region 2 or region 3.

[0085] The above explanation uses shifting cost as an example, but the embodiments of this application are not limited to this. For example, the shifting cost can also be converted into distance cost or time cost. The shifting cost can be converted into distance cost, such as traveling 1 meter (m) in area 1 is equivalent to traveling 10 meters in area 2 or area 3; the shifting cost can be converted into time cost, such as traveling 1 second (s) in area 1 is equivalent to traveling 10 seconds in area 2 or area 3.

[0086] While increasing the shifting cost in Region 1 can effectively avoid performing shifting operations at a specific location within Region 1, the vehicle traverses a significant potential field each time it crosses the traversable obstacle. Taking a parking scenario as an example, the limited parking space may require the vehicle to maneuver multiple times to reach the target space. Furthermore, performing shifting operations across Region 1 multiple times increases the number of search nodes and time consumption.

[0087] In one embodiment, the method 400 further includes: determining a distance cost function based on the first region, the distance cost function being used to characterize that the distance cost of traveling in the first region is less than the distance cost of traveling in the second region; wherein, planning the driving path based on the shift cost function includes: planning the driving path based on the shift cost function and the distance cost function.

[0088] For example, Figure 6 A schematic diagram illustrating the distance cost provided in an embodiment of this application is shown. For example... Figure 6 As shown, the distance cost for a vehicle to travel in area 1 is less than the distance cost to travel in area 2 or area 3. Therefore, vehicles can be guided to quickly pass through area 1 with a lower distance cost.

[0089] For example, Figure 7A schematic diagram illustrating the combined shifting cost and distance cost provided in an embodiment of this application is shown. Figure 7 As shown, the shifting cost can be balanced by reducing the distance cost. This allows the vehicle to be guided to pass through area 1 quickly when it enters the area, accelerating the search speed, reducing the number of search nodes, and also reducing the time spent on path planning.

[0090] The above explanation uses shifting cost and distance cost as examples, but the embodiments of this application are not limited to these. For example, other costs can also be combined for path planning. These other costs include parking time cost, steering cost, and turning angle change rate cost, etc.

[0091] In one embodiment, the search can be guided by a path search planning algorithm, with a cost function and a heuristic function working together.

[0092] For example, the path search planning algorithm includes, but is not limited to, the A* algorithm or the Hybrid A* algorithm.

[0093] For example, by combining the costs required for the path taken by the cost function (e.g., distance cost, gear shift cost, cornering cost, cornering rate of change cost, etc.) and by using heuristic functions such as Dubins curves and RS curves that conform to vehicle kinematics, the search engine can be guided to accelerate the search to the destination, which helps to improve the efficiency of path planning.

[0094] Optionally, the destination of the vehicle's journey is the second location. The process of planning the journey based on the first region includes: planning a first path based on the first region and the second location, with the destination of the first path being the third location; planning a second path based on the third location and a heuristic function, with the destination of the second path being the second location; and determining the journey based on the first path and the second path.

[0095] Optionally, the second path is the shortest path between the third position and the second position.

[0096] Figure 8 This illustration shows a schematic diagram of determining the driving trajectory using a cost function and a heuristic function in an embodiment of this application.

[0097] For example, taking a parking scenario, the vehicle's starting position is position A, and the target parking space is position B. Using the aforementioned shift cost function for node search, a driving trajectory 1 from position A to position C can be planned. Then, based on position C and the heuristic function, a driving trajectory 2 from position C to position B can be planned. This trajectory 2 can be the shortest driving trajectory from position C to position B. Thus, the driving trajectory 1 from position A to position C determined by the cost function and the driving trajectory 2 from position C to position B determined by the heuristic function constitute the final driving trajectory.

[0098] Optionally, before planning the second path based on the third position and the heuristic function, the method further includes: determining that the second path does not include the first position.

[0099] For example, before determining the final driving trajectory, it can be determined that the first position is not included on the driving trajectory 2 planned based on position C and the heuristic function.

[0100] In the application embodiment, since the area where traversable obstacles are located is considered during path planning, when verifying the second path (e.g., driving trajectory 2) determined by the heuristic function, in addition to verifying whether there is a collision with other obstacles on the second path, a verification can also be introduced to check whether the tire position when the vehicle performs a gear shift is within the area where traversable obstacles are located. If the second path includes the tire position when the vehicle performs a gear shift and that position is located within the area where traversable obstacles are located, the second path cannot be used as the final output, and node search needs to continue through a cost function.

[0101] The second position above can be position B, and the third position can be position C.

[0102] In one embodiment, planning a driving path based on the first region includes: determining a third region based on the first region, wherein the third region does not overlap with the first region, and the third region is the region where the vehicle performs a gear shift operation after crossing the traversable obstacle, or the third region is the region where the vehicle performs a gear shift operation before crossing the traversable obstacle; and planning the driving path based on the third region.

[0103] For example, the third region can be determined based on the path optimization algorithm and the first region.

[0104] The path optimization algorithm described above can be classified as a Euclidean space optimization algorithm. Euclidean space optimization is one of the most important path optimization algorithms. It involves building a kinematic model of the vehicle and extracting obstacle boundaries to generate a feasible domain space and design a cost function. The minimum cost solution that satisfies the constraints is then found as the final driving trajectory. Due to the complexity and nonlinearity of the optimization model, iterative methods are often used to achieve convergence.

[0105] The cost function involved in the above Euclidean space optimization algorithm may or may not include the shifting cost mentioned above.

[0106] In one embodiment, the search trajectory (e.g., driving trajectory 1) determined by the cost function can be used as the initial solution of the path optimization algorithm, which can greatly improve the efficiency of iterative solution and reduce the time consumption of path planning.

[0107] Figure 9 A schematic flowchart of a path planning method 900 provided in an embodiment of this application is shown. This method 900 can be... Figure 1 The method 900 can be executed by the vehicle 100 shown, or by the aforementioned computing platform 150, or by a system consisting of the computing platform 150 and sensors, or by a SoC in the aforementioned computing platform 150, or by a processor in the computing platform 150, or by the aforementioned system 300. The method 900 can be one implementation of planning the driving path based on the third region. The method 900 includes:

[0108] S910 generates optimization constraints based on the area where the traversable obstacles are located.

[0109] For example, Figure 10 Another schematic diagram of a parking scenario is shown. The vehicle can obtain information about the speed bump 1001 through sensors outside the cabin. This information can be used to determine the area where the obstacle can be climbed over.

[0110] The vehicle can generate optimized constraints for shift points in Euclidean space based on the area where traversable obstacles are located.

[0111] The above optimization constraints can also be understood as the optimization space.

[0112] For example, such as Figure 10As shown, constraints for shift points can be generated on the plane where the rear axle center is located, based on the area where the deceleration band 1001 is located. For example, a feasible region 1002 for the vehicle can be generated. Then, an optimized region 1003 for the rear axle center is obtained by envelope removal. This feasible region 1002 or optimized region 1003 can be used as an optimization constraint or optimization space when planning the vehicle's parking trajectory.

[0113] There is a corresponding relationship between the feasible region 1002 and the optimization region 1003. For example, when the vehicle performs a gear shifting operation, it can be located in the feasible region 1002, and when the vehicle is located in the feasible region 1002, the area where the center point of the rear axle is located is within the optimization region 1003.

[0114] The third region mentioned above can be either feasible region 1002 or optimized region 1003.

[0115] In one embodiment, generating optimization constraints based on the area where the traversable obstacle is located includes generating the optimization constraints based on the area where the traversable obstacle is located and other obstacles around the vehicle.

[0116] For example, such as Figure 10 As shown, when generating optimization constraints, the regions where the pillar 1004 and stationary vehicle 1005 (or stationary vehicle 1006) are located can also be considered. This ensures that the vehicle is located in the feasible region 1002, or that the rear axle center point of the vehicle is located in the optimization region 1003, without colliding with the pillar 1004, stationary vehicle 1005, or stationary vehicle 1006.

[0117] S920, based on this optimization constraint, plans its driving trajectory.

[0118] For example, the vehicle can plan a driving trajectory from the starting position to the feasible region 1002, and a driving trajectory from the feasible region 1002 to the target parking space, thereby obtaining the final driving trajectory. Within the feasible region 1002, the vehicle can perform the operation of switching from D gear to R gear.

[0119] In one embodiment, during the optimization process, the area where the initial traversable obstacle is located can be expanded outward by a certain range based on the actual traversable obstacle area, so that the optimized result is as far away from that area as possible. For example, the actual traversable obstacle area is the projection area of ​​the boundary of the speed bump 1001 on the ground, and the area where the initial traversable obstacle is located can be the area after expanding outward by 0.5m from the projection area of ​​the boundary of the speed bump 1001 on the ground.

[0120] Expanding the initial area containing traversable obstacles outwards from the actual traversable obstacle area can encroach on the optimization space, potentially leading to optimization failure. If optimization fails, the optimization space can be gradually expanded by decreasing the initial area containing traversable obstacles (until the initial area matches the actual traversable obstacle area). Similar to the validation of the driving trajectory determined by the heuristic function, a protective post-validation is required when planning the driving trajectory using the path optimization algorithm to prevent the tires from falling within the initial traversable obstacle area when the vehicle performs gear shifts during the gradual expansion of the optimization space.

[0121] In one embodiment, when the driving trajectory cannot be planned through the optimization constraints in S920, the driving trajectory can be determined through the cost function and heuristic function described above.

[0122] Optionally, before obtaining the first area containing traversable obstacles around the vehicle, the method further includes: detecting that the user has activated the automatic parking function; obtaining information about the target parking space; wherein the driving path is the path from the current position of the vehicle to the target parking space.

[0123] Optionally, the obstacle that can be climbed over includes speed bumps.

[0124] Figure 11 A schematic diagram of an application scenario provided by an embodiment of this application is shown. This application scenario takes automatic parking as an example.

[0125] For example, such as Figure 11 As shown in (a), this is a parking scenario without speed bumps. In this parking scenario without speed bumps, the position where the vehicle switches from D gear to R gear in the planned driving path from the starting parking position to the target parking space is position A.

[0126] For example, such as Figure 11 As shown in (b), this scenario involves parking with a speed bump. A speed bump can be added at location A, for example, near the left rear wheel of the vehicle at location A, or where the left rear wheel is directly on the speed bump when the vehicle is at location A. In this case, when planning the parking trajectory from the initial parking position, the area where the speed bump is located can be taken into account. During the planned driving path, the position of the tires when the vehicle performs a gear shift does not need to be within the area of ​​the speed bump. For example, during the planned driving path, all four tires of the vehicle can be on the left side of the speed bump when the vehicle performs a gear shift, or the vehicle can perform a gear shift after all tires have crossed the speed bump.

[0127] In one embodiment, for Figure 11In the parking scenario shown in (b), when the vehicle performs a gear shift operation on its planned path from the starting parking position to the target parking space, the area where the speed bump is located is between the left and right rear wheels. At this time, neither the left nor the right rear wheels are on the speed bump, or the areas where the left and right rear wheels are in contact with the ground are outside the area where the speed bump is located.

[0128] For example, such as Figure 11 As shown in (c), this is a parking scenario without speed bumps. In this parking scenario without speed bumps, the position where the vehicle switches from D gear to R gear in the planned driving path 1 is position B.

[0129] For example, such as Figure 11 As shown in (d), this scenario involves parking with a speed bump. A speed bump can be added at position B, for example, near the left rear wheel of the vehicle at position B, or where the left rear wheel is directly on the speed bump when the vehicle is at position B. In this case, when planning the parking trajectory from the initial parking position, the area containing the speed bump can be considered. During the planned driving path, the tires may not be located within the area containing the speed bump when the vehicle performs a gear shift. For example, in this driving trajectory, when the vehicle performs a gear shift, the area containing the speed bump is located between the left front wheel and the front right rear wheel, with the left and right rear wheels located to the right of the speed bump. In this case, neither the left nor right front wheel is on the speed bump, or the areas where the left and right front wheels are in contact with the ground are outside the area containing the speed bump.

[0130] In one embodiment, the positions of all four tires can be on the right side of the speed bump when the vehicle performs a gear shift operation in the planned driving path.

[0131] Figure 12 A schematic block diagram of a path planning device 1200 provided in an embodiment of this application is shown. Figure 12 As shown, the path planning device 1200 includes: an acquisition unit 1210 for acquiring a first area where traversable obstacles around the vehicle are located; and a path planning unit 1220 for planning a driving path based on the first area, the driving path including a first position, the first position being the position of the tires when the vehicle performs a gear shift, wherein the first position is located outside the first area.

[0132] Optionally, the path planning unit 1220 is configured to: determine a shift cost function based on the first region, wherein the shift cost function characterizes that the cost of performing a shift operation in the first region is higher than the cost of performing a shift operation in the second region, wherein the second region is a region outside the first region; and plan the driving path based on the shift cost function.

[0133] Optionally, the device 1220 further includes: a first determining unit, configured to determine a distance cost function based on the first region, the distance cost function being used to characterize that the distance cost of traveling in the first region is less than the distance cost of traveling in the second region; wherein the path planning unit is configured to: plan the travel path based on the shift cost function and the distance cost function.

[0134] Optionally, the destination of the vehicle's journey is the second location. The path planning unit 1220 is used to: plan a first path based on the first region and the second location, the destination of the first path being the third location; plan a second path based on the third location and a heuristic function, the destination of the second path being the second location; and determine the journey path based on the first path and the second path.

[0135] Optionally, the device 1220 further includes a second determining unit for determining that the second path does not include the first location.

[0136] Optionally, the path planning unit 1220 is used to: determine a third region based on the first region, wherein the third region does not overlap with the first region, and the third region is the region where the vehicle performs a gear shift operation after crossing the traversable obstacle, or the third region is the region where the vehicle performs a gear shift operation before crossing the traversable obstacle; and plan the driving path based on the third region.

[0137] Optionally, the path planning unit 1220 is used to: determine the third area based on the first area and other obstacles around the vehicle.

[0138] Optionally, the device 1220 further includes: a detection unit for detecting when a user activates the automatic parking function; and an acquisition unit for acquiring information about the target parking space; wherein the driving path is the path from the current position of the vehicle to the target parking space.

[0139] Optionally, the obstacle that can be climbed over includes speed bumps.

[0140] For example, the acquisition unit 1210 can be Figure 1 The computing platform or the processing circuit, processor, or controller within the computing platform. Taking the acquisition unit 1210 as an example, which is the processor 151 in the computing platform, the processor 151 can acquire data collected by one or more sensors and determine the first area where the traversable obstacle is located based on the data.

[0141] For example, path planning unit 1220 can be Figure 1The computing platform or the processing circuit, processor or controller in the computing platform. Taking the path planning unit 1220 as the processor 152 in the computing platform as an example, the processor 152 can plan a driving path for the vehicle according to the first area where the traversable obstacle is located. The driving path includes a first position, which is the position of the tires when the vehicle performs a gear shift. The first position is located outside the first area.

[0142] The functions implemented by the acquisition unit 1210 and the path planning unit 1220 can be implemented by different processors, or they can be implemented by the same processor. This application embodiment does not limit this.

[0143] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to memory, which stores instructions. The processor calls the instructions stored in memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functions of some or all units can be implemented through the design of the hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all units are implemented through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files, thereby implementing the functions of some or all units. All units of the above devices can be implemented entirely through processor calling software, or entirely through hardware circuits, or partially through processor calling software with the remaining parts implemented through hardware circuits.

[0144] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.

[0145] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0146] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a System-on-a-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and AI processor, CPU and GPU, etc.

[0147] This application also provides an apparatus comprising a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit to cause the apparatus to perform the methods or steps described in the above embodiments.

[0148] Optionally, if the device is located in a vehicle, the aforementioned processing unit may be Figure 1 The processors shown are 151-15n.

[0149] This application also provides a path planning system, which includes one or more sensors and a computing platform, wherein the computing platform includes the aforementioned device 1200.

[0150] This application also provides a vehicle that may include the device 1200 or the path planning system described above.

[0151] This application also provides a server, which may include the above-described device 1200.

[0152] For example, the vehicle can send data collected by sensors outside the cabin to a server. The server can use this data to determine a first area containing traversable obstacles, and then plan a driving path based on this first area. This driving path includes a first position, which is the position of the tires when the vehicle performs a gear shift, and this first position is located outside the first area. The server can send this driving path to the vehicle, allowing the vehicle to control its movement according to the driving path.

[0153] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to perform the above-described method.

[0154] This application also provides a computer-readable medium storing program code that, when run on a computer, causes the computer to perform the above-described method.

[0155] In implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software. The method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or by a combination of hardware and software modules within the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, power-on erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are omitted here.

[0156] It should be understood that in the embodiments of this application, the memory may include read-only memory and random access memory, and provides instructions and data to the processor.

[0157] It should also be understood that, in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0158] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0159] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0160] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0161] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0162] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0163] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0164] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be covered. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A path planning method characterized by, The method comprises: obtaining a first area in which a crossable obstacle around a vehicle is located; planning a driving path according to the first area, the driving path comprising a first position, the first position being a position of a tire when the vehicle performs gear shifting, wherein the first position is located outside the first area; the planning of the driving path according to the first area comprises: determining a gear shifting cost function according to the first area, the gear shifting cost function being used to represent that a cost of performing gear shifting in the first area is higher than a cost of performing gear shifting in a second area, the second area being an area other than the first area; determining a distance cost function according to the first area, the distance cost function being used to represent that a distance cost of driving in the first area is less than a distance cost of driving in the second area; planning the driving path according to the gear shifting cost function and the distance cost function.

2. The method of claim 1, wherein, The end position of the driving of the vehicle is a second position, and the planning of the driving path according to the first area comprises: planning a first path according to the first area and the second position, an end of the first path being a third position; planning a second path according to the third position and a heuristic function, an end of the second path being the second position; determining the driving path according to the first path and the second path.

3. The method of claim 2, wherein, Before the planning of the second path according to the third position and the heuristic function, the method further comprises: determining that the second path does not comprise the first position.

4. The method of claim 1, wherein, The planning of the driving path according to the first area comprises: determining a third area according to the first area, the third area being non-overlapping with the first area, the third area being an area in which the vehicle is located when performing gear shifting after crossing the crossable obstacle, or the third area being an area in which the vehicle is located when performing gear shifting before crossing the crossable obstacle; planning the driving path according to the third area.

5. The method of claim 4, wherein, The determining of the third area according to the first area comprises: determining the third area according to the first area and other obstacles around the vehicle.

6. The method according to any one of claims 1 to 5, characterized in that, Before the obtaining of the first area in which the crossable obstacle around the vehicle is located, the method further comprises: detecting that a user starts an automatic parking function; obtaining information of a target parking space; wherein the driving path is a path for parking into the target parking space from a current position of the vehicle.

7. The method according to any one of claims 1 to 5, characterized in that, The crossable obstacle comprises a speed bump.

8. A route planning apparatus characterized by comprising: The method comprises: an obtaining unit, configured to obtain a first area in which a crossable obstacle around a vehicle is located; a path planning unit, configured to plan a driving path according to the first area, the driving path comprising a first position, the first position being a position of a tire when the vehicle performs gear shifting, wherein the first position is located outside the first area; the path planning unit is configured to: determine a gear shifting cost function according to the first area, the gear shifting cost function being used to represent that a cost of performing gear shifting in the first area is higher than a cost of performing gear shifting in a second area, the second area being an area other than the first area; the apparatus further comprises: The first determining unit is configured to determine a distance cost function according to the first region, the distance cost function being used to represent that a distance cost of driving in the first region is less than a distance cost of driving in the second region. The path planning unit is configured to plan the driving path according to the gear shifting cost function and the distance cost function.

9. The apparatus of claim 8, wherein, The end position of the driving of the vehicle is a second position, and the path planning unit is configured to: plan a first path according to the first region and the second position, the first path having an end position being a third position; plan a second path according to the third position and a heuristic function, the second path having the end position being the second position; and determine the driving path according to the first path and the second path.

10. The apparatus of claim 9, wherein, The apparatus further includes: The second determining unit is configured to determine that the second path does not include the first position.

11. The apparatus of claim 8, wherein, The path planning unit is configured to: determine a third region according to the first region, the third region being non-overlapping with the first region, the third region being a region in which the vehicle is located when performing a gear shifting operation after crossing the crossable obstacle, or the third region being a region in which the vehicle is located when performing a gear shifting operation before crossing the crossable obstacle; and plan the driving path according to the third region.

12. The apparatus of claim 11, wherein, The path planning unit is configured to: determine the third region according to the first region and other obstacles around the vehicle.

13. The apparatus of any one of claims 8-12, wherein, The apparatus further includes: The detecting unit is configured to detect that a user starts an automatic parking function. The obtaining unit is further configured to obtain information of a target parking space. The driving path is a path for parking into the target parking space from a current position of the vehicle.

14. The apparatus of any one of claims 8-12, wherein, The crossable obstacle includes a speed bump.

15. A path planning device characterized by comprising: It includes: a memory configured to store a computer program; a processor configured to execute the computer program stored in the memory, so that the apparatus performs the method according to any one of claims 1 to 7.

16. A vehicle characterized by comprising: It includes the path planning apparatus according to any one of claims 8 to 15.

17. A computer-readable storage medium, characterized in that, It has a computer program stored thereon, the computer program being executed by a computer to implement the method according to any one of claims 1 to 7.

18. A chip, characterized by It includes: a circuit configured to perform the method according to any one of claims 1 to 7.

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