Automatic parking trajectory planning method, electronic equipment and vehicle

Abstract

The present application relates to the field of parking, and provides an automatic parking trajectory planning method, electronic device, and vehicle, the method comprising: determining a parking inflection point interval based on an acquired parking starting point, wherein the parking inflection point interval includes multiple parking inflection points; determining a target spliced ​​trajectory formed by splicing a first parking arc trajectory and a second parking arc trajectory based on at least one of the parking inflection points; and controlling the vehicle to park based on the target spliced ​​trajectory. The present application uses a pure geometric algorithm to design an elliptical arc parking trajectory, without the need for smoothing, which reduces the amount of calculation, saves parking trajectory planning time, and makes the parking process smooth, thereby improving the user experience.

Description

Technical Field

[0001] The present application relates to the technical field of automatic parking, and in particular to an automatic parking trajectory planning method, electronic equipment and vehicle. Background Art

[0002] Automatic parking is an important function in autonomous driving. Existing automatic parking trajectories require the integration of multiple algorithms, which requires large amounts of calculations and long parking times, affecting user experience and need to be improved. Summary of the invention

[0003] In view of this, the purpose of the present application is to propose an automatic parking trajectory planning method, electronic equipment and vehicle to solve the problems of large amount of calculation and long parking time in the existing automatic parking trajectory planning.

[0004] Based on the above objectives, the present application provides an automatic parking trajectory planning method, including:

[0005] Determine a parking-out inflection point interval based on the acquired parking-out starting point, wherein the parking-out inflection point interval includes a plurality of parking-out inflection points;

[0006] Determine a target spliced ​​trajectory formed by splicing the first parking arc trajectory and the second parking arc trajectory based on at least one parking inflection point;

[0007] Controlling the vehicle to park based on the target spliced ​​trajectory;

[0008] The joining point of the first parking arc trajectory and the second parking arc trajectory is a shift point, and at least part of the two arc trajectories are symmetrically arranged relative to the straight line where the shift point heading is located.

[0009] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0010] Based on the same inventive concept, the present disclosure also provides a vehicle, which includes any of the automatic parking trajectory planning systems described above and the above-mentioned electronic device.

[0011] From the above, it can be seen that the automatic parking trajectory planning method, electronic device and vehicle provided by the present application, wherein in the method, within the drivable area 1, a target splicing trajectory is constructed based on at least one determined parking inflection point, and after a parking inflection point is determined in the parking inflection point interval, a target splicing trajectory passing the parking inflection point is constructed, and the target splicing trajectory is formed by splicing the first parking arc trajectory and the second parking arc trajectory, and the splicing point of the two arc trajectories is the shift point, and at least part of the trajectory of the two arc trajectories is symmetrically arranged relative to the straight line where the shift point heading is located. The method of determining the second parking arc trajectory from the first parking arc trajectory by a geometric symmetry algorithm has simple logic and small calculation amount; and the curvature of each arc trajectory on the target splicing trajectory gradually changes, which is smooth in itself, and no algorithm is needed for smoothing, that is, the time for smoothing is saved, and the parking time is saved. This embodiment uses a pure geometric algorithm to design a parking trajectory composed of two arc trajectories. The entire parking trajectory only has one parking maneuver at the gear shift point, and there is no need to increase the number of parking maneuvers additionally, which reduces the amount of calculation and saves the parking trajectory planning time, thereby shortening the vehicle parking time and making the parking process smooth, thereby improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0013] Figure 1 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 1 ;

[0014] Figure 2 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 2 ;

[0015] Figure 3 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 3 ;

[0016] Figure 4 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 4 ;

[0017] Figure 5 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 5 ;

[0018] Figure 6 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 6 ;

[0019] Figure 7 The following is a flow chart of the automatic parking trajectory planning method according to an embodiment of the present application. Figure 7 ;

[0020] Figure 8 This is a schematic diagram of a vehicle coordinate system based on a vertical parking space according to an embodiment of the present application;

[0021] Fig. 9 This is a schematic diagram of a vehicle coordinate system based on an inclined parking space according to an embodiment of the present application;

[0022] Fig.10 A schematic diagram of a parking trajectory of a vehicle parked out of a vertical parking space according to an embodiment of the present application, wherein A represents the trajectory before splicing, B represents the target splicing trajectory, and C represents the parking trajectory;

[0023] Fig.11 Schematic diagram of the parking trajectory of a vehicle parked out of an inclined parking space according to an embodiment of the present application; wherein A represents the trajectory before splicing (the initial second parking arc trajectory to be repaired), B represents the trajectory before splicing (the initial second parking arc trajectory after repair), C represents the target splicing trajectory; and D represents the parking trajectory;

[0024] Fig.12 Schematic diagram of the situation where the end point of the second parking arc trajectory in the embodiment of the present application is not within the trajectory end point area; wherein A is an example of the trajectory before the vertical parking space is spliced; B is an example of the trajectory before the inclined parking space is spliced;

[0025] Fig.13 This is a schematic diagram of a state in which a boundary parking trajectory of a passenger side vehicle overlaps with an obstacle area in a rear parking exit scenario in an embodiment of the present application;

[0026] Fig.14 This is a schematic diagram of a state in which a boundary parking trajectory of a vehicle on the driver's side overlaps with an obstacle area in a rear parking exit scenario in an embodiment of the present application;

[0027] Fig.15 A schematic diagram of an automatic parking trajectory planning device according to an embodiment of the present application;

[0028] Fig.16 A schematic diagram of an electronic device according to an embodiment of the present application.

[0029] In the figure, 1, drivable area; 11, lane line; 2, vehicle; 3, vertical parking space; 4, inclined parking space; 5, obstacle; a, target splicing trajectory; b, driver's side boundary parking trajectory; c, passenger side boundary parking trajectory; S1, first parking arc trajectory; S2, second parking arc trajectory; S2', initial second parking arc trajectory; L, mirror line. DETAILED DESCRIPTION

[0030] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0031] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0032] It should be noted that in the related art, the vehicle parking spaces 4 are divided into three types: inclined parking spaces, parallel parking spaces, and vertical parking spaces. For example, the inclined length of the inclined parking space is 6 meters, the width is 2.8 meters, and the vertical distance between the two oblique lines is 2.5 meters; the size of the parallel parking space is 6 meters long and 2.5 meters wide; the size of the vertical parking space is 6 meters long and 2.5 meters wide. This application is to improve the path planning of the parking scene of the vehicle parked in the inclined parking space or the vertical parking space.

[0033] In the related technology, in the planning of parking trajectories, a hybrid A* algorithm and ReedShepp (RS) curve algorithm are generally used to plan a rough trajectory and find a reference solution without collision. Although the hybrid A* algorithm and RS curve planning algorithm meet the vehicle kinematic constraints, the trajectories they plan are composed of multiple arcs and straight lines. There are some sudden changes in curvature at the locations where arcs and arcs connect with straight lines. Therefore, such paths also need to design smoothing algorithms, such as IAPS (Iterative Anchoring Path Smoothing), O-ABC (Particle Swarm Optimization-Artificial Bee Colony), etc., to further smooth the process to meet the requirements of control and ride comfort. Therefore, the setting and superposition of multiple algorithms require relatively high computing power for the controller.

[0034] In addition, in the simulation experiment, in the vehicle parking out scenario where the vehicle is parked out of the parking space with its rear end (referred to as rear parking out) and the drivable area in front of the parking space is narrow (such as a parking lot scenario), it is very likely that the vehicle boundary parking trajectory corresponding to the parking arc trajectory constructed with the center point of the vehicle's rear axle as the starting point and the vehicle's minimum turning radius as the arc radius will interfere with the boundary line of the vehicle's drivable area. That is, when the vehicle is in the parking space and the steering wheel is fully turned, if it directly turns out of the parking space, it will collide with other vehicles or obstacles such as walls on the boundary line of the drivable area. In general, the rear end of the vehicle can be parked out of the parking space by first moving a section of the trajectory in front of the parking space in the drivable area, and then changing gears to move another section of the trajectory. The two sections of the trajectory are similar to arrow shapes, which are subsequently referred to as arrow-shaped trajectories.

[0035] For the above-mentioned vehicle parking exit scenario, the trajectory generated by the hybrid A* algorithm and RS curve algorithm involves at least two parking rubbing situations due to the sudden change of curvature, that is, at least two setbacks, and the arrow-shaped trajectory itself has a setback caused by the change of direction. Therefore, the two trajectories will involve at least five setbacks. The planning algorithm in this scenario takes a long time to park out of the parking space, affecting the user experience.

[0036] Based on the above problems, the applicant found that for the above-mentioned vehicle parking scenario, it is possible to abandon the use of the hybrid A* algorithm, RS curve planning algorithm, IAPS and OABC algorithms, and instead use a pure geometric algorithm to design two switching arc trajectories. The arc itself is smooth, that is, there is no need to increase the number of additional parking rubbing times, which eliminates the trajectory smoothing step, reduces the amount of calculation, shortens the parking trajectory planning time, and improves the user experience.

[0037] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0038] In some embodiments, reference Figure 1 , an automatic parking trajectory planning method, wherein the parking space is an inclined parking space or a vertical parking space, the method is executed by a vehicle controller or a server independent of the vehicle controller, for the convenience of description, the embodiments of the present application are all described by taking the vehicle controller executing the method as an example, the method comprising:

[0039] S101. Determine a parking-out inflection point interval based on an acquired parking-out starting point, wherein the parking-out inflection point interval includes a plurality of parking-out inflection points.

[0040] For example, the drivable area 1 can be obtained through a vehicle camera or a parking space camera connected to the vehicle controller, and the axis passing the front and rear directions of the vehicle 2 is used as the y-axis, and the straight line passing at least one end point of the parking space exit and parallel to the boundary line in the drivable area 1 is used as the x-axis, and the parking direction pointing to the vehicle is used as the positive axis of the y-axis, and the right side of the parking direction of the vehicle is used as the positive axis of the x-axis, and the vehicle coordinate system is established in the drivable area 1. For a vertical parking space, the vehicle coordinate system is a rectangular coordinate system, such as Figure 8 As shown, for an inclined parking space, the vehicle coordinate system is an oblique coordinate system, such as Fig. 9 shown.

[0041] The parking starting point may be the midpoint of the rear axle of the vehicle in the vehicle coordinate system, such as Figure 8 , Fig. 9 The M point in .

[0042] The parking inflection point is the inflection point when the midpoint of the rear axle of the vehicle is parked out of the parking space, and is located on the y-axis. Figure 8 , Fig. 9 The S point in .

[0043] For a vertical parking space, the turning point interval can generally be set to be an interval with the midpoint of the rear axle and the origin of the coordinate system as the two end points. For example, Figure 8 As shown, the parking inflection point interval is an interval with point M and point O as the two end points. For inclined parking spaces, the parking inflection point interval can generally be set to an interval with the center point of the rear axle and the center point of the y-axis between the two boundary lines as the two end points. For example, Fig. 9 As shown, the inflection point interval is an interval with point M and point Q as the two end points.

[0044] S102: Determine a target spliced ​​trajectory formed by splicing the first parking-out circular arc trajectory and the second parking-out circular arc trajectory based on at least one parking-out inflection point.

[0045] The joint point of the first parking arc trajectory and the second parking arc trajectory is the shift point, and at least part of the two arc trajectories are symmetrically arranged relative to the straight line where the shift point heading is located; the heading of the end point of the target splicing trajectory is parallel to the boundary line of the vehicle's drivable area. The schematic diagrams of the target splicing trajectories formed by the vertical parking space and the inclined parking space are shown in the figure below. Fig.10 B and Fig.11 As shown in C.

[0046] Exemplarily, taking the parking space as a vertical parking space, the two arc trajectories are perfect arcs, and the radius of the perfect arc is the minimum turning radius of the vehicle as an example, the first parking arc trajectory S1 can be constructed first. Because the vehicle will collide with the vehicle or wall on the boundary line of the drivable area when parking according to the complete quarter arc trajectory, therefore, a point at a preset distance from the end point of the arc can be determined on the first parking arc trajectory as the shift point H, and based on the shift point, a second parking arc trajectory S2 symmetrical to the first parking arc trajectory S1 is constructed, and a trajectory end point R is determined on the second parking arc trajectory S2, and the heading of the trajectory end point is parallel or tends to be parallel to the boundary line of the drivable area.

[0047] Among them, the shift point is the reversal point of the vehicle's driving trajectory, or it can be described as the tip of the arrow-shaped trajectory. Taking the scenario of parking the rear end of the vehicle out of the parking space as an example, the vehicle executes the first parking arc trajectory in the reverse gear mode. When the center point of the rear axle of the vehicle drives to the shift point, the reverse gear is converted into the forward gear to execute the second parking arc trajectory, thereby completing the parking.

[0048] Among them, the minimum turning radius of the vehicle refers to the radius of the circle of the track that the center of the outer steering wheel rolls on the supporting plane when the steering wheel is turned to the extreme position and the vehicle is turning at the lowest stable speed. The minimum turning radius of the vehicle largely characterizes the ability of the vehicle to pass through narrow curved areas or bypass insurmountable obstacles 5. The smaller the turning radius, the better the maneuverability of the vehicle. The minimum turning radius of the vehicle is generally set according to the vehicle's wheelbase, track and the maximum turning angle of the steering wheel, which is a factory setting parameter for the vehicle. It should be noted that in order to ensure the safety of the vehicle, the actual minimum turning radius of the vehicle cannot be used for calculation. A safety buffer value can be added for calculation to obtain a slightly larger minimum turning radius. Of course, the minimum turning radius can also be set by the user according to the actual situation of the vehicle. For example, the minimum turning radius of the vehicle is 4.5m-5.5m. Specifically, R min =4.7m.

[0049] S103: Control the vehicle to park based on the target spliced ​​trajectory.

[0050] It should be noted that, for the general case of a vehicle parking out of a parking space in the vehicle coordinate system, the vehicle first drives a straight line trajectory from the parking starting point M along the positive direction of the y axis to the parking turning point S (i.e., the MS segment, hereinafter referred to as the starting straight line trajectory), and then drives along the target spliced ​​trajectory to the trajectory end point R, and finally drives a straight line trajectory in a direction parallel to the x axis to the parking end point E (i.e., the RE segment, hereinafter referred to as the ending straight line trajectory). Therefore, the complete parking trajectory determination process is as follows:

[0051] like Fig.10 C and Fig.11 As shown in D in FIG, a starting straight line track and a terminating straight line track are determined based on the parking starting point and the target splicing track, and the starting straight line track, the target splicing track and the terminating straight line track are spliced ​​into a parking track and output. The target splicing track includes a track starting point and a track end point, the heading of the starting straight line track is the same as the heading of the track starting point, and the heading of the track end point is the same as the heading of the terminating straight line track.

[0052] The starting point of the target splicing trajectory is the turning point of the vehicle in the process of parking out of the parking space, and the end point of the target splicing trajectory is the end point of the vehicle after parking out of the parking space according to the target splicing trajectory. The line connecting the parking start point and the trajectory start point is the starting straight line trajectory, and the line connecting the trajectory end point and the parking end point (the parking end point can be a point with a preset distance from the trajectory end point, for example, the parking end point is a point 1m away from the trajectory end point) is the ending straight line trajectory. The parking trajectory can be determined by splicing the starting straight line trajectory, the target splicing trajectory and the ending straight line trajectory, and the parking trajectory can be output and displayed on the vehicle screen.

[0053] In addition, the headings of the trajectory points involved in this application all represent the driving direction from the center point of the rear axle of the vehicle to the corresponding trajectory point during the vehicle's driving along the trajectory. The heading of the starting straight line trajectory is the same as the heading of the starting point of the trajectory, that is, both point to the exit direction of the parking space, and the heading of the end point of the trajectory is the same as the heading of the ending straight line trajectory, that is, both are parallel to the boundary line within the drivable area 1, thereby ensuring that the entire parking trajectory is smooth.

[0054] In this embodiment, within the drivable area 1, a target splicing trajectory is constructed based on at least one determined parking-out turning point. After a parking-out turning point is determined in the parking-out turning point interval, a target splicing trajectory passing the parking-out turning point is constructed. The target splicing trajectory is spliced ​​by the first parking-out circular arc trajectory and the second parking-out circular arc trajectory, and the splicing point of the two circular arc trajectories is the shift point. At least part of the trajectory of the two circular arc trajectories is symmetrically arranged relative to the straight line where the shift point heading is located. The method of determining the second parking-out circular arc trajectory from the first parking-out circular arc trajectory by a geometric symmetry algorithm has simple logic and small calculation amount; and the curvature of each circular arc trajectory on the target splicing trajectory changes gradually, which is smooth in itself, and no algorithm is needed for smoothing processing, that is, the time for smoothing processing is saved, saving parking time. This embodiment uses a pure geometric algorithm to design a parking trajectory composed of two arc trajectories. The entire parking trajectory only has one parking maneuver at the gear shift point, and there is no need to increase the number of parking maneuvers additionally, which reduces the amount of calculation and saves the parking trajectory planning time, thereby shortening the vehicle parking time and making the parking process smooth, thereby improving the user experience.

[0055] The above embodiments provide a solution for constructing an arrow-shaped spliced ​​trajectory formed by splicing the first parking arc trajectory and the second parking arc trajectory based on the parking inflection point. The following embodiments further illustrate how to splice.

[0056] In some embodiments, reference Figure 2 S102 determines a target spliced ​​trajectory formed by splicing the first parking arc trajectory and the second parking arc trajectory based on the parking inflection point, further comprising:

[0057] S201, determining a first parking-out circular arc trajectory based on a parking-out inflection point, and in response to determining that the first parking-out circular arc trajectory passes a collision check, determining a shift point interval on the first parking-out circular arc trajectory, wherein the shift point interval includes a plurality of shift points;

[0058] S202: determining a second parking-out circular arc trajectory based on the shift point, and in response to determining that the second parking-out circular arc trajectory passes the collision check, splicing the first parking-out circular arc trajectory and the second parking-out circular arc trajectory to form a target spliced ​​trajectory.

[0059] The present embodiment provides a method for generating a target splicing trajectory, that is, first determining a parking turning point within a parking turning point interval, determining a first parking arc trajectory based on the parking turning point and a minimum turning radius of the vehicle, and performing a collision check on the first parking arc trajectory. It should be noted that the vehicle parking scene of the present application is tail parking, and the vehicle will collide with obstacles in the drivable area if it is parked directly according to the first parking arc trajectory determined by the minimum turning radius. Therefore, when performing a collision check on the first parking arc trajectory, the collision with the boundary line or obstacles at the boundary line can be ignored, and only the collision situation at a position other than the boundary line (the position is the trajectory end point area) needs to be considered. That is, the arc segment of the first parking arc trajectory located within the boundary of the trajectory end point area away from the parking space side can be determined as the first arc segment to be checked. When the first arc segment to be checked can pass the collision check, the first parking arc trajectory is a qualified trajectory.

[0060] Based on the above description, refer to Figure 3 In response to determining that the first parking arc trajectory passes the collision check, the method may further include:

[0061] S301, determining a first arc segment to be checked in the first arc trajectory based on a preset trajectory end point area;

[0062] S302, performing a collision check on the first arc segment to be checked;

[0063] S303: In response to determining that the first arc segment to be checked passes the collision check, determine that the first parking-out circular arc trajectory passes the collision check.

[0064] For example, Fig.10 A in Fig.11 As shown in A in the figure, the first arc segment to be checked is the arc segment SZ within the upper boundary of the trajectory end point area. The SZ arc segment is subjected to collision check. When the boundary parking trajectories on both sides of the vehicle corresponding to the arc segment do not collide with the obstacle boundary lines within the drivable area, it is determined that the SZ arc segment can pass the collision check, and it can be determined that the first parking-out circular arc trajectory can pass the collision check and is a qualified trajectory.

[0065] After the first parking-out circular arc trajectory is determined as a qualified trajectory, a shift point interval can be further determined on the trajectory, a shift point can be determined within the shift point interval, and the first parking-out circular arc trajectory is mirrored based on the straight line where the heading of the shift point is located, thereby obtaining a second parking-out circular arc trajectory, and a collision check is performed on the second parking-out circular arc trajectory. Because the second parking-out circular arc trajectory is determined based on the entire first parking-out circular arc trajectory, the arc length is relatively long, especially the trajectory located on the side of the shift point away from the parking space will inevitably be kicked out during the subsequent trajectory splicing, and the trajectory may also interfere with the boundary line of the drivable area away from the parking space. Therefore, this section of the trajectory can be ignored when performing collision check on the second parking-out circular arc trajectory. Moreover, as mentioned in the above-mentioned embodiment, the heading of the end point of the trajectory is generally parallel to the boundary line of the drivable area. The arc segment between the shift point and the end point of the trajectory can be directly determined as the second arc segment to be checked, and the second arc segment to be checked can be checked. In addition, before the check, it can be determined whether the end point of the trajectory is located in the end point area of ​​the trajectory. If it is not located in the end point area of ​​the trajectory, there is no need to perform collision check on the second parking-out circular arc trajectory. If it is located in the end point area of ​​the trajectory, collision check on the second arc segment to be checked is performed.

[0066] Based on the above description, refer to Figure 4 , the response to determining that the second parking arc trajectory passes the collision check can be further described as:

[0067] S401, determining a trajectory end point on the second parking arc trajectory;

[0068] S402, determining the arc segment of the second parking arc trajectory between the shift point and the trajectory end point as the second arc segment to be checked;

[0069] S403, in response to determining that the trajectory end point is located in a preset trajectory end point area, performing a collision check on the second arc segment to be checked;

[0070] S404: In response to determining that the second arc segment to be checked passes the collision check, determine that the second parking-out circular arc trajectory passes the collision check.

[0071] For example, the end point of the second parking arc trajectory is point R, its heading is parallel to the upper and lower boundary lines of the drivable area, and the shift point is point H, that is, the second arc segment to be checked is the HR arc segment, and a collision check is performed on the HR arc segment. When the boundary parking trajectories on both sides of the vehicle corresponding to the arc segment do not collide with the obstacle boundary lines in the drivable area, it is determined that the HR arc segment can pass the collision check. In addition, before performing a collision check on the second arc segment to be checked, an area check can also be performed to determine whether its end point R is located in a preset end point area of ​​the trajectory, such as Fig.10 A and Fig.11 As shown in B, the R point is located in the trajectory end point area, so the HR arc segment is subjected to collision check, such as Fig.12 As shown, if the R point is not located in the trajectory end point area, no collision check will be performed on the HR arc segment.

[0072] Among them, Fig. 9 , Fig.10 As shown, the track end point area 4 is determined based on the boundary line of the drivable area of ​​the vehicle and the width of the vehicle. The boundary line of the drivable area includes a first boundary line close to the parking space and a second boundary line away from the parking space. The exemplary process of determining the track end point area 4 is as follows: the first boundary line is moved away from the parking space by 1 / 2 of the vehicle width to form the first end point area boundary line of the track end point area 4, and the second boundary line is moved toward the parking space by 1 / 2 of the vehicle width to form the second end point area boundary line of the track end point area, as shown in FIG. Fig.14 The two dotted lines shown in the figure represent the first end point area boundary line and the second end point area boundary line respectively.

[0073] As mentioned in the above-mentioned embodiment, when the center point of the rear axle of the vehicle is located at the end point of the trajectory, its heading is parallel to the boundary line of the drivable area. In other words, the central axis of the vehicle in the front and rear directions is parallel to the boundary line. In this way, the trajectory end point area formed by the boundary line of the first end point area and the boundary line of the second end point area has a simple calculation process and can ensure that when the center point of the rear axle of the vehicle is located at the end point of the trajectory within the trajectory end point area, the vehicle will not interfere with the boundary line of the drivable area, which effectively ensures the safety of the vehicle parking.

[0074] In addition, it should be noted that the process of splicing the first parking arc trajectory and the second parking arc trajectory to form a target splicing trajectory is essentially the process of splicing the first arc segment to be checked with the second arc segment to be checked and deleting the remaining arc segments of the trajectory. The target splicing trajectory after splicing is as follows: Fig.10 B and Fig.11 The complete parking trajectory formed based on the target splicing trajectory is shown in C. Fig.10 C and Fig.11 As shown in D,

[0075] In this embodiment, a first parking arc trajectory is determined based on a parking turning point and a minimum turning radius of the vehicle, and a first arc segment to be checked is determined in the first parking arc trajectory based on an end point area of ​​the trajectory. After the first arc segment to be checked can pass the collision check, a shift point is determined in the first parking arc trajectory. Based on a straight line where the heading of the shift point is located, a symmetrical trajectory of the first parking arc trajectory is made, and the end point of the trajectory is first determined on the symmetrical trajectory, and it is determined whether the end point of the trajectory is within the end point area of ​​the trajectory. If the end point of the trajectory is not within the end point area of ​​the trajectory, there is no need to perform a collision check on the symmetrical trajectory. If the end point of the trajectory is within the end point area of ​​the trajectory, the arc segment between the shift point and the end point of the trajectory is determined as a second arc segment to be checked. When the second arc segment to be checked passes the collision check, the first arc segment to be checked and the second arc segment to be checked can be spliced ​​into a target splicing trajectory. The above process only performs collision check on the first arc segment to be checked and the second arc segment to be checked, which shortens the trajectory length of the collision check, saves the time of the collision check, and can improve the effectiveness of the collision check. In addition, in this embodiment, before performing the collision check on the second arc segment to be checked, a regional check can be performed to determine whether the trajectory end point is located in the trajectory end point area. The check process is simple and fast, and it can quickly and accurately determine whether the second arc segment to be checked can enter the subsequent collision check. The process can eliminate some of the second arc segments to be checked that have not passed the regional check, such as Fig.12 As shown, the data calculation pressure of the subsequent collision check of the second arc segment to be checked is reduced, which is beneficial to saving the planning time of trajectory planning and improving the user experience.

[0076] It has been mentioned in the above embodiments that the prerequisite for collision check on the second parking arc trajectory is to determine the second arc segment to be checked, and the prerequisite for determining the second arc segment to be checked is to determine the trajectory end point. Generally, the heading of the trajectory end point of the trajectory planning is parallel to the boundary line of the drivable area. However, if the second parking arc trajectory is obtained by simply mirroring the first parking arc trajectory, there may not be a trajectory end point that meets the requirements. Therefore, it is necessary to further improve the construction process of the second parking arc trajectory.

[0077] To solve the above problems, refer to Figure 5 In some embodiments, the step of determining the second parking arc trajectory based on the shift point in S202 includes:

[0078] S501, determining the heading of the shift point, and determining the straight line where the heading is located as a mirror line;

[0079] S502, determining a mirror image trajectory of the first arc trajectory based on the mirror image straight line;

[0080] S503, determining the mirror image trajectory as the initial second parking arc trajectory;

[0081] S504, in response to determining that the initial second parking-out circular arc trajectory includes the trajectory end point, determining the initial second parking-out circular arc trajectory as the second parking-out circular arc trajectory;

[0082] S505, in response to determining that the initial second parking-out circular arc trajectory does not include the trajectory end point, extending the initial second parking-out circular arc trajectory to the trajectory end point, and determining the initial second parking-out circular arc trajectory extended to the trajectory end point as the second parking-out circular arc trajectory.

[0083] like Fig.10 As shown in A, S1 is the first parking arc trajectory, point H on it is the shift point, and straight line L is the mirror line where the heading of point H is located. The first parking arc trajectory S1 is mirrored through the mirror line L to obtain the initial second parking arc trajectory S2'. For a vertical parking space, taking the first parking arc trajectory as a quarter of a perfect circle as an example, the heading of the arc end point or a point in the arc of the second parking arc trajectory obtained by the mirror image is parallel to the boundary line of the drivable area, that is, the arc end point or the point in the arc is determined as the trajectory end point; for an inclined parking space, taking the first parking arc trajectory as an arc less than a quarter of a circle as an example, the arc segment of the shift point on the second parking arc trajectory obtained by the mirror image that is close to the parking space side is shorter, such as Fig.11 As shown in A, point S' is the mirror image point of the parking inflection point S. There is no satisfactory end point on the arc segment. Therefore, the second parking arc trajectory needs to be extended from point S' to the satisfactory end point R according to its original arc parameters (such as radius). Thus, a second parking arc trajectory that meets the requirements of subsequent collision verification can be obtained. Fig.12 As shown in the figure, the second parking trajectory in A and B is also obtained by extending from point S' to the end point R of the trajectory that meets the requirements. This process is also implemented by a pure geometric algorithm, which has simple logic, is easy to implement, and has a small amount of calculation, which is conducive to quickly constructing an effective second parking arc trajectory, and then facilitates the smooth implementation of parking trajectory planning.

[0084] The above embodiments describe how to construct a first parking-out circular arc trajectory and how to construct an effective second parking-out circular arc trajectory. However, how to quickly and effectively set the shift point interval on the first parking-out circular arc trajectory remains to be solved.

[0085] To solve the above problem, the step of determining the shift point interval on the first parking arc trajectory includes:

[0086] Determine the arc segment where the first parking arc trajectory intersects with the trajectory end point area as the shift point interval; or,

[0087] Determine a preset arc segment of the first parking arc trajectory as the shift point interval; or,

[0088] The arc segment where the first parking arc trajectory intersects with the trajectory end point area is determined as the first shift point interval, the preset arc segment of the first parking arc trajectory is determined as the second shift point interval, and the intersection interval of the first shift point interval and the second shift point interval is determined as the shift point interval.

[0089] In this embodiment, three methods for determining the shift point interval are provided. Method 1: The arc segment determined by the first parking arc trajectory located in the trajectory end point area can be used as the shift point interval; because the parking scene of the vehicle in this application is that the drivable area is narrow, so that the vehicle cannot park out with the minimum turning radius, in this scenario, the arc segment of the first parking arc trajectory located in the trajectory end point area will not be very long, the logic is simple, and it is easy to implement. Method 2: The shift point interval can be artificially calibrated in advance, for example, the shift point interval is set to one-third to two-thirds of the arc segment of the first parking arc trajectory. The preset arc segment is obtained through a large number of simulation experiments, that is, the second parking arc trajectory constructed by the shift point within the preset arc segment has a higher possibility of passing the collision check, that is, indirectly improving the effectiveness of the second parking arc trajectory construction process. Method 3: The shift point interval determined by method 1 and the shift point interval determined by method 2 are intersected to obtain the corrected shift point interval. This method combines the advantages of the above two methods, and can further improve the possibility of the shift point in the shift point interval passing the collision check, and further improve the effectiveness of the second parking arc trajectory construction process.

[0090] The above embodiments are all cases where the first parking arc trajectory and the second parking arc trajectory can pass the collision check. The following embodiments further illustrate how to iterate the parking inflection point and the shift point when the two arc trajectories fail the collision check.

[0091] In some embodiments, the execution logic for the first parking arc trajectory failing the collision check is as follows: in response to determining that the first parking arc trajectory fails the collision check, a new first parking arc trajectory is determined based on another new parking inflection point, until a new first parking arc trajectory passes the collision check; or, until the upper limit of the number of iterations is reached.

[0092] refer to Figure 6 , the above process can be further described as:

[0093] S601, determining an initial iteration inflection point within the inflection point interval;

[0094] S602, determine whether the number of iterations reaches the upper limit of the number of iterations; if so, execute S607, if not, execute S603;

[0095] S603, constructing a first parking arc trajectory based on the initial iteration turning point and the minimum turning radius;

[0096] S604, determining whether the first arc segment to be checked in the first parking arc trajectory can pass the collision check; if so, determining that the first parking arc trajectory passes the collision check and executing S605, if not, executing S606;

[0097] S605, determining a shift point interval on the first parking arc trajectory;

[0098] S606, determining another new initial iteration inflection point within the parking-out inflection point interval, and constructing a new first parking-out circular arc trajectory (the number of iterations is increased by 1), and executing S604 until a new first parking-out circular arc trajectory passes the collision check;

[0099] S607: If it is determined that the number of iterations reaches the upper limit of the number of iterations, the calculation fails.

[0100] Among them, the iteration order of the initial iterative inflection point can be determined randomly or executed based on a preset order, because the inflection points are all located on the y-axis. For example, the preset order is to alternately proceed from the inflection point located in the middle of the inflection point interval to both sides one by one.

[0101] In addition, the execution logic for the second parking arc trajectory that fails the collision check is as follows: in response to determining that the second parking arc trajectory fails the collision check, a new first parking arc trajectory is determined based on another new shift point, until a new second parking arc trajectory passes the collision check; or, until the upper limit of the number of iterations is reached.

[0102] refer to Figure 7 , the above process can be further described as:

[0103] S701, determining an initial iteration inflection point within a shift point interval;

[0104] S702, determine whether the number of iterations reaches the upper limit of the number of iterations; if so, execute S707, if not, execute S703;

[0105] S703, constructing a second arc trajectory based on the straight line mirror image of the initial iteration turning point heading;

[0106] S704, determining whether the second arc segment to be checked in the second parking arc trajectory can pass the collision check; if so, determining that the second parking arc trajectory passes the collision check and executing S705, if not, executing S506;

[0107] S705, splicing the first parking arc trajectory and the second parking arc trajectory to form a target splicing trajectory, and outputting the target splicing trajectory;

[0108] S706, determining another new initial iteration inflection point within the shift point interval, and constructing a new second parking-out circular arc trajectory (the number of iterations is increased by 1), and executing S704 until a new second parking-out circular arc trajectory passes the collision check;

[0109] S707: If it is determined that the number of iterations reaches the upper limit of the number of iterations, the calculation fails.

[0110] The iteration order of the initial iteration inflection points may be randomly determined or executed based on a preset order. For example, the preset order is to perform the iterations one by one from the shift point in the middle of the shift point interval to both sides.

[0111] The collision check process of the first arc segment to be checked is the same as that of the second arc segment to be checked. The first arc segment to be checked is used as an example for explanation. Whether the first arc segment to be checked can pass the collision check is mainly determined by the vehicle boundary parking track corresponding to the first arc segment to be checked. Specifically, the vehicle has left and right sides in the forward direction. For example, the vehicle with the main driver on the left and the co-driver on the right is used as an example. The boundary parking track of the rear-parked vehicle includes the co-driver side boundary parking track b and the main driver side boundary parking track c. Fig.13 , Fig.14 As shown, the passenger side boundary parking track b, the driver side boundary parking track c and the target splicing track a are parallel tracks, that is, for the corresponding track points on the three tracks, they are all concentric track points. For example, the radius of each track point in the target splicing track a is r, the radius of each track point in the passenger side boundary parking track b is r1', the radius of each track point in the driver side boundary parking track c is r2', the vehicle width is D, and the vehicle driving safety distance is d, then r1'=r+(D / 2)+d, r2'=r-(D / 2)-d, and for example, d=0.3m. If the vehicle boundary parking track overlaps with the boundary line of the obstacle 5, it means that the test verification has failed. If there is no overlap, it means that the collision verification has passed.

[0112] In addition, the above collision check can also be used to determine the iteration order of the initial iteration inflection point. If the passenger side boundary parking trajectory b coincides with the boundary line of the obstacle 5, the initial iteration inflection point is moved up in the vehicle coordinate system so that the new passenger side boundary parking trajectory b can be away from the boundary line of the obstacle 5; if the driver side boundary parking trajectory c coincides with the boundary line of the obstacle 5, the initial iteration inflection point is moved down in the vehicle coordinate system so that the new driver side boundary parking trajectory c can be away from the boundary line of the obstacle 5. The upward or downward movement of the above iteration position is to keep the vehicle away from the obstacle 5, avoid the risk of collision, and maintain a reasonable distance from the obstacle 5. This process also determines the new iteration position through geometric relationships, which is simple and fast, and is conducive to iterating out the appropriate initial iteration inflection point as soon as possible and quickly generating the target splicing trajectory.

[0113] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0114] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0115] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides an automatic parking trajectory planning device.

[0116] refer to Fig.15 , an automatic parking trajectory planning device, comprising:

[0117] An inflection point interval module 901 is configured to determine a parking-out inflection point interval based on the acquired parking-out starting point, wherein the parking-out inflection point interval includes a plurality of parking-out inflection points;

[0118] A splicing trajectory module 902 determines a target splicing trajectory formed by splicing the first parking arc trajectory and the second parking arc trajectory based on at least one parking inflection point;

[0119] A parking module 903 controls the vehicle to park based on the target spliced ​​trajectory;

[0120] The joining point of the first parking arc trajectory and the second parking arc trajectory is a shift point, and at least part of the two arc trajectories are symmetrically arranged relative to the straight line where the shift point heading is located.

[0121] Furthermore, the stitching track module 902 is configured to:

[0122] Determining a first parking arc trajectory based on the parking inflection point, and in response to determining that the first parking arc trajectory passes the collision check, determining a shift point interval on the first parking arc trajectory, wherein the shift point interval includes a plurality of shift points;

[0123] A second parking arc trajectory is determined based on the shift point, and in response to determining that the second parking arc trajectory passes the collision check, the first parking arc trajectory and the second parking arc trajectory are spliced ​​to form a target spliced ​​trajectory.

[0124] Furthermore, the stitching track module 902 is configured to:

[0125] Based on a preset trajectory end point area, determining a first arc segment to be checked within the first parking arc trajectory;

[0126] Performing a collision check on the first arc segment to be checked;

[0127] In response to determining that the first arc segment to be checked passes the collision check, determining that the first parking arc trajectory passes the collision check;

[0128] The trajectory end point area is determined based on the boundary line of the vehicle's drivable area and the width of the vehicle.

[0129] Furthermore, the stitching track module 902 is configured to:

[0130] Determine the end point of the track on the second arc track;

[0131] Determine the arc segment of the second parking arc trajectory between the shift point and the trajectory end point as the second arc segment to be checked;

[0132] In response to determining that the trajectory end point is located in a preset trajectory end point area, performing a collision check on the second arc segment to be checked;

[0133] In response to determining that the second arc segment to be checked passes the collision check, determining that the second parking arc trajectory passes the collision check;

[0134] Among them, the end point of the trajectory is a point on the second parking arc trajectory whose heading is parallel to the boundary line of the vehicle's drivable area; the end point area of ​​the trajectory is determined based on the boundary line of the vehicle's drivable area and the width of the vehicle.

[0135] Furthermore, the stitching track module 902 is configured to:

[0136] Determine the heading of the shift point, and determine the straight line where the heading is located as a mirror line;

[0137] Determine a mirror image trajectory of the first arc trajectory based on the mirror image straight line;

[0138] Determine the mirror image trajectory as the initial second parking arc trajectory;

[0139] In response to determining that the initial second parking-out circular arc trajectory includes the trajectory end point, determining the initial second parking-out circular arc trajectory as the second parking-out circular arc trajectory;

[0140] In response to determining that the initial second parking arc trajectory does not include the trajectory end point, the initial second parking arc trajectory is extended to the trajectory end point, and the initial second parking arc trajectory extended to the trajectory end point is determined as the second parking arc trajectory.

[0141] Furthermore, the stitching track module 902 is configured to:

[0142] Determine the arc segment where the first parking arc trajectory intersects with the trajectory end point area as the shift point interval; or,

[0143] Determine a preset arc segment of the first parking arc trajectory as the shift point interval; or,

[0144] The arc segment where the first parking arc trajectory intersects with the trajectory end point area is determined as the first shift point interval, the preset arc segment of the first parking arc trajectory is determined as the second shift point interval, and the intersection interval of the first shift point interval and the second shift point interval is determined as the shift point interval.

[0145] Furthermore, the stitching track module 902 is configured to:

[0146] In response to determining that the first parking arc trajectory fails the collision check, a new first parking arc trajectory is determined based on another new parking inflection point until a new first parking arc trajectory passes the collision check; or, until the upper limit of the number of iterations is reached.

[0147] Furthermore, the stitching track module 902 is configured to:

[0148] In response to determining that the second parking arc trajectory fails the collision check, a new first parking arc trajectory is determined based on another new shift point until a new second parking arc trajectory passes the collision check; or, until the upper limit of the number of iterations is reached.

[0149] The system of the above embodiment is used to implement the corresponding automatic parking trajectory planning method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0150] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the automatic parking trajectory planning method described in any of the above embodiments is implemented.

[0151] Fig.16 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0152] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0153] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0154] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0155] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WFI, Bluetooth, etc.).

[0156] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0157] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0158] The electronic device of the above embodiment is used to implement the corresponding automatic parking trajectory planning method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0159] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the automatic parking trajectory planning method described in any of the above embodiments.

[0160] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be achieved by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static access memory (SRAM), dynamic access memory (DRAM), other types of access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0161] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the automatic parking trajectory planning method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0162] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0163] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0164] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0165] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0166] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0167] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power / ground connections to the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device may be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0168] Although the present application has been described in conjunction with specific embodiments of the present application, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0169] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. An automatic parking trajectory planning method, characterized in that: include: Determine a parking-out inflection point interval based on the acquired parking-out starting point, wherein the parking-out inflection point interval includes a plurality of parking-out inflection points; Determine a target spliced ​​trajectory formed by splicing the first parking arc trajectory and the second parking arc trajectory based on at least one parking inflection point; Controlling the vehicle to park based on the target spliced ​​trajectory; Among them, the splicing point of the first parking arc trajectory and the second parking arc trajectory is the shift point, and the second parking arc trajectory is determined based on the mirror trajectory of the first parking arc trajectory relative to the straight line where the shift point heading is located, so that at least part of the two arc trajectories are symmetrically arranged relative to the straight line where the shift point heading is located.

2. The method according to claim 1, characterized in that The determining of a target spliced ​​trajectory formed by splicing the first parking arc trajectory and the second parking arc trajectory based on the parking inflection point includes: Determining a first parking arc trajectory based on the parking inflection point, and in response to determining that the first parking arc trajectory passes the collision check, determining a shift point interval on the first parking arc trajectory, wherein the shift point interval includes a plurality of shift points; A second parking arc trajectory is determined based on the shift point, and in response to determining that the second parking arc trajectory passes the collision check, the first parking arc trajectory and the second parking arc trajectory are spliced ​​to form a target spliced ​​trajectory.

3. The method according to claim 2, characterized in that In response to determining that the first parking arc trajectory passes the collision check, the method comprises: Based on a preset trajectory end point area, determining a first arc segment to be checked within the first parking arc trajectory; Performing a collision check on the first arc segment to be checked; In response to determining that the first arc segment to be checked passes the collision check, determining that the first parking arc trajectory passes the collision check; The trajectory end point area is determined based on the boundary line of the vehicle's drivable area and the width of the vehicle.

4. The method according to claim 2, characterized in that: In response to determining that the second parking arc trajectory passes the collision check, the method comprises: Determine the end point of the track on the second arc track; Determine the arc segment of the second parking arc trajectory between the shift point and the trajectory end point as the second arc segment to be checked; In response to determining that the trajectory end point is located in a preset trajectory end point area, performing a collision check on the second arc segment to be checked; In response to determining that the second arc segment to be checked passes the collision check, determining that the second parking arc trajectory passes the collision check; Among them, the end point of the trajectory is a point on the second parking arc trajectory whose heading is parallel to the boundary line of the vehicle's drivable area; the end point area of ​​the trajectory is determined based on the boundary line of the vehicle's drivable area and the width of the vehicle.

5. The method according to claim 4, characterized in that The step of determining a second parking arc trajectory based on the shift point comprises: Determine the heading of the shift point, and determine the straight line where the heading is located as a mirror line; Determine a mirror image trajectory of the first arc trajectory based on the mirror image straight line; Determine the mirror image trajectory as the initial second parking arc trajectory; In response to determining that the initial second parking-out circular arc trajectory includes the trajectory end point, determining the initial second parking-out circular arc trajectory as the second parking-out circular arc trajectory; In response to determining that the initial second parking arc trajectory does not include the trajectory end point, the initial second parking arc trajectory is extended to the trajectory end point, and the initial second parking arc trajectory extended to the trajectory end point is determined as the second parking arc trajectory.

6. The method according to claim 3, characterized in that The step of determining a shift point interval on the first parking arc trajectory comprises: Determine the arc segment where the first parking arc trajectory intersects with the trajectory end point area as the shift point interval; or, Determine a preset arc segment of the first parking arc trajectory as the shift point interval; or, Determine the arc segment where the first parking arc trajectory intersects with the trajectory end point area as the first shift point interval, determine the preset arc segment of the first parking arc trajectory as the second shift point interval, and determine the intersection interval of the first shift point interval and the second shift point interval as the shift point interval; The preset arc segment is one third to two thirds of the arc segment of the first parking arc trajectory.

7. The method according to claim 1, characterized in that Also includes: In response to determining that the first parking arc trajectory fails the collision check, a new first parking arc trajectory is determined based on another new parking inflection point until a new first parking arc trajectory passes the collision check; or, until the upper limit of the number of iterations is reached.

8. The method according to claim 1, characterized in that Also includes: In response to determining that the second parking arc trajectory fails the collision check, a new first parking arc trajectory is determined based on another new shift point until a new second parking arc trajectory passes the collision check; or, until the upper limit of the number of iterations is reached.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: The vehicle comprises the electronic device as claimed in claim 9.

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