Lane changing path planning method and device, vehicle and computer program product

Abstract

The invention relates to the technical field of vehicles, in particular to a lane changing path planning method and device, a vehicle and a computer program product, and the method comprises the steps: obtaining the current speed of the current vehicle, the longitudinal distance between the current vehicle and a target vehicle, and the drivable distance of the current vehicle in a ramp if the current vehicle is in a state before the ramp merges into a main road; sampling multiple groups of path planning curves of the current vehicle based on the current vehicle speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp and the speed constraint condition of the target vehicle; and calculating cost values of the multiple groups of path planning curves, taking the path planning curve with the minimum cost value as a target planning path curve, and controlling the current vehicle to overtake in the ramp and enter the main road or follow the vehicle and enter the main road according to the target planning path curve. Therefore, the path planning efficiency under the scene that the ramp converges into the main road is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a lane change path planning method, device, vehicle and computer program product. Background Art

[0002] When an autonomous vehicle merges from a ramp into a main road, it needs to comprehensively consider the speed difference with vehicles traveling on the main road, the distance between the merging point of the ramp and the main road, and make efficient and safe speed planning and path planning. The usual method generally samples several candidate planning paths, sorts the candidate paths by calculating the cost function, and starts with the candidate path with the lowest cost function. It checks whether there will be collisions and whether it meets the kinematic constraints, and finally selects the optimal planning path. This path planning algorithm is not suitable for the scenario where the ramp merges into the main road, because there are many possible candidate paths for the scenario where the ramp merges into the main road. The usual sampling method is based on polynomials or Bezier curves, and it is difficult to sample an efficient path for the scenario where the ramp merges into the main road. In addition, there is no effective decision on whether to use overtaking or following the vehicle when the ramp merges into the main road.

[0003] In the prior art, reference document 1 discloses a lane change path planning method, device, vehicle and storage medium, which generates a first lane change planning path from the first lane to the second lane according to the curvature restriction condition of the lane change, and optimizes the steering wheel parameters based on the lane change planning path. The first lane change planning path is selected based on a time optimal algorithm, and the time optimal algorithm is used to solve the lane change path with the shortest time from the first lane to the second lane under the condition of satisfying the curvature restriction condition.

[0004] However, the comparative document 1 adopts the lane change path with the shortest time. This method is difficult to handle the scenario where there is a target vehicle passing quickly on the main road when the current vehicle merges into the main road from the ramp.

[0005] Comparative Document 2 discloses a lane change path planning method, device, electronic device and computer-readable medium, which determines the reference position of an obstacle that a vehicle needs to pass when bypassing an obstacle based on the detected position of the obstacle; estimates the terminal position of the vehicle bypassing the obstacle based on the positional relationship between the vehicle and the obstacle; and determines the path for the vehicle to bypass the obstacle based on the current position of the vehicle, the obstacle reference position and the terminal position.

[0006] However, the path planning method aims to bypass obstacles. But in the scenario where the ramp merges into the main road, it is necessary to consider that if the lane change distance is insufficient, the current vehicle needs to slow down and merge into the main road behind the vehicles passing on the main road. Summary of the invention

[0007] The present application provides a lane change path planning method, device, vehicle and computer program product to solve the problems that existing solutions are unable to sample an efficient and safe planned path when a ramp merges into the main road, and are unable to make quick and effective decisions between overtaking and merging with a following vehicle.

[0008] A first aspect of the present application provides a lane change path planning method, comprising the following steps: determining whether a current vehicle is in a state before a ramp merges into a main road; if the current vehicle is in a state before a ramp merges into the main road, obtaining the current speed of the current vehicle, the longitudinal distance between the current vehicle and a target vehicle, and the drivable distance of the current vehicle in the ramp; sampling multiple sets of path planning curves of the current vehicle based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp, and the speed constraint of the target vehicle; calculating the cost values ​​of the multiple sets of path planning curves, and using the path planning curve with the minimum cost value as a target planning path curve, so as to control the current vehicle to overtake and merge into the main road or follow a vehicle and merge into the main road in the ramp according to the target planning path curve.

[0009] Optionally, when controlling the current vehicle to overtake and merge into the main road or to follow a vehicle and merge into the main road in the ramp according to the target planned path curve, it includes: if the current vehicle reaches the end of the target planned path curve, then planning the lane change trajectory curve for the current vehicle to merge into the main road based on the lateral distance between the current vehicle and the target lane and the speed of the current vehicle.

[0010] Optionally, when controlling the current vehicle to overtake and merge into the main road or to follow a vehicle and merge into the main road in the ramp according to the target planned path curve, it includes: monitoring whether there are other vehicles on the target planned path curve that suddenly enter the lane changing trajectory; if other vehicles that suddenly enter the lane changing trajectory are detected, immediately stop executing the current lane changing operation, and re-plan a new path planning curve based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp, and control the current vehicle to travel according to the new path planning curve.

[0011] Optionally, calculating the cost values ​​of the multiple groups of path planning curves includes: calculating the cost values ​​of the multiple groups of path planning curves using a preset cost function, wherein the preset cost function is:

[0012] C=w0d safe +w1a y ;

[0013] Among them, d safe is the projection of the distance between the end of each planned path and the safety distance line on the s axis, ay It is the maximum lateral acceleration of the current vehicle when it reaches the limit position in the ramp and starts to change lanes to the main road. w0 is a positive weight and w1 is a negative weight.

[0014] A second aspect of the present application provides a lane change path planning device, including: a judgment module, used to judge whether a current vehicle is in a state before a ramp merges into a main road; an acquisition module, used to obtain the current speed of the current vehicle, the longitudinal distance between the current vehicle and a target vehicle, and the drivable distance of the current vehicle in the ramp if the current vehicle is in a state before a ramp merges into the main road; a sampling module, used to sample multiple groups of path planning curves of the current vehicle based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp and the speed constraint of the target vehicle; a planning module, used to calculate the cost values ​​of the multiple groups of path planning curves, and use the path planning curve with the minimum cost value as the target planning path curve, so as to control the current vehicle to overtake and merge into the main road or follow the vehicle and merge into the main road in the ramp according to the target planning path curve.

[0015] Optionally, when controlling the current vehicle to overtake and merge into the main road or to follow a vehicle and merge into the main road in the ramp according to the target planned path curve, the planning module is also used to: if the current vehicle reaches the end of the target planned path curve, plan the lane change trajectory curve for the current vehicle to merge into the main road based on the lateral distance between the current vehicle and the target lane and the speed of the current vehicle.

[0016] Optionally, when controlling the current vehicle to overtake and merge into the main road or to follow a vehicle and merge into the main road in the ramp according to the target planned path curve, the planning module is further used to: monitor whether there are other vehicles on the target planned path curve that suddenly enter the lane changing trajectory; if other vehicles that suddenly enter the lane changing trajectory are detected, immediately stop the current lane changing operation, and re-plan a new path planning curve based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp, and control the current vehicle to travel according to the new path planning curve.

[0017] Optionally, the cost values ​​of the plurality of groups of path planning curves are calculated, and the planning module is further used to: calculate the cost values ​​of the plurality of groups of path planning curves using a preset cost function, wherein the preset cost function is:

[0018] C=w0d safe +w1a y ;

[0019] Among them, d safeis the projection of the distance between the end of each planned path and the safety distance line on the s axis, a y It is the maximum lateral acceleration of the current vehicle when it reaches the limit position in the ramp and starts to change lanes to the main road. w0 is a positive weight and w1 is a negative weight.

[0020] A third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the lane change path planning method as described in the above embodiment.

[0021] The fourth aspect of the present application provides a computer program product on which a computer program is stored. The program is executed by a processor to implement the lane change path planning method as described in the above embodiment.

[0022] In the above implementation, it is determined whether the current vehicle is in a state before the ramp merges into the main road; if the current vehicle is in a state before the ramp merges into the main road, the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp are obtained, and multiple groups of path planning curves of the current vehicle are sampled based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp, and the speed constraint of the target vehicle; the cost values ​​of the multiple groups of path planning curves are calculated, and the path planning curve with the minimum cost value is used as the target planning path curve, so as to control the current vehicle to overtake and merge into the main road or follow the vehicle to merge into the main road in the ramp according to the target planning path curve. In this way, the existing solutions are unable to sample efficient and safe planning paths in the scenario of ramp merging into the main road, and are unable to make quick and effective decisions between overtaking and merging and following and merging into the main road, thereby improving the efficiency of path planning in the scenario of ramp merging into the main road.

[0023] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0025] Figure 1 A flowchart of a lane change path planning method provided according to an embodiment of the present application;

[0026] Figure 2 A schematic diagram of a scenario where a ramp merges into a main road according to an embodiment of the present application;

[0027] Figure 3A schematic diagram of path planning for a ramp merging into a main road according to an embodiment of the present application;

[0028] Figure 4 is an example diagram of a lane change path planning device according to an embodiment of the present application;

[0029] Figure 5 It is a schematic diagram of a vehicle structure according to an embodiment of the present application. DETAILED DESCRIPTION

[0030] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0031] The following describes the lane change path planning method, device, vehicle and computer program product of the embodiment of the present application with reference to the accompanying drawings. In view of the problem that the existing scheme mentioned in the above background technology cannot sample an efficient and safe planning path in the scenario of ramp merging into the main road, and cannot smoothly make a fast and effective decision between overtaking and merging and following the vehicle merging, the present application provides a lane change path planning method, in which it is determined whether the current vehicle is in a state before the ramp merges into the main road; if the current vehicle is in a state before the ramp merges into the main road, the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp are obtained, and multiple groups of path planning curves of the current vehicle are sampled based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp and the speed constraint of the target vehicle; the cost values ​​of the multiple groups of path planning curves are calculated, and the path planning curve with the minimum cost value is used as the target planning path curve, so as to control the current vehicle to overtake and merge into the main road or follow the vehicle to merge into the main road in the ramp according to the target planning path curve. This solves the problems that the existing solutions are unable to sample an efficient and safe planned path when the ramp merges into the main road, and are unable to make quick and effective decisions between overtaking and merging with following vehicles. This improves the efficiency of path planning when the ramp merges into the main road.

[0032] Specifically, Figure 1 A flowchart of a lane change path planning method provided in an embodiment of the present application.

[0033] like Figure 1 As shown, the lane change path planning method includes the following steps:

[0034] In step S101 , it is determined whether the current vehicle is in a state before the ramp merges into the main road.

[0035] In step S102, if the current vehicle is in a state before the ramp merges into the main road, the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp are obtained.

[0036] In step S103, multiple groups of path planning curves of the current vehicle are sampled based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp, and the speed constraint of the target vehicle.

[0037] In step S104, the cost values ​​of multiple groups of path planning curves are calculated, and the path planning curve with the minimum cost value is used as the target planning path curve, so as to control the current vehicle to overtake and merge into the main road or follow the vehicle and merge into the main road in the ramp according to the target planning path curve.

[0038] Optionally, in some embodiments, calculating the cost values ​​of the multiple groups of path planning curves includes: calculating the cost values ​​of the multiple groups of path planning curves using a preset cost function, wherein the preset cost function is:

[0039] C=w0d safe +w1a y ;

[0040] Among them, d safe is the projection of the distance between the end of each planned path and the safety distance line on the s axis, a y It is the maximum lateral acceleration of the current vehicle when it reaches the limit position in the ramp and starts to change lanes to the main road. w0 is a positive weight and w1 is a negative weight.

[0041] Furthermore, in some embodiments, after controlling the current vehicle to overtake or merge into the ramp according to the target planned path curve, it includes: if the current vehicle reaches the end of the target planned path curve, then planning the lane change trajectory curve for the current vehicle to merge into the main road based on the lateral distance between the current vehicle and the target lane and the speed of the current vehicle.

[0042] Specifically, Figure 2 The ramp merges into the main road in the shown scenario. The current vehicle is driving on the ramp, and the target vehicle is driving on the main road. The longitudinal distance between the current vehicle and the target vehicle is Δs, and the current vehicle can travel a distance of s in the ramp. c , that is, if the distance exceeds this value, the current vehicle must merge into the main road, otherwise a collision will occur.

[0043] Figure 2 This is the path planning algorithm proposed in this application. The horizontal axis in the figure represents time, the vertical axis represents the longitudinal displacement of the current vehicle in the Frenet coordinate system, the shaded bar represents the space occupied by the target vehicle in the Frenet coordinate system, and the rectangle above represents the drivable distance s c.

[0044] The current vehicle path planning needs to ensure that c The decision of overtaking or following a vehicle must be completed within the range of . To achieve this goal, the minimum lane change distance of the current vehicle is set, which means the minimum lane change distance that the current vehicle can successfully merge into the main road after driving in the ramp for a period of time while ensuring kinematic constraints. The lane change is proportional to the speed of the current vehicle, that is, the faster the speed of the current vehicle, the larger the reserved minimum lane change distance. At the same time, the minimum safety distance is set, that is, the minimum safety distance that must be left when the current vehicle overtakes and merges into the main road to prevent the target vehicle from rear-ending.

[0045] According to the current speed of the current vehicle, a set of speed constraints V1>V2>V3>V4>V5 of the target vehicle is set. Five sets of st curves are sampled under the premise of satisfying the kinematic constraints, s-t1, s-t2, s-t3, s-t4, s-t5. The slope of each point on these five sets of curves represents the speed of the current vehicle at the corresponding time. According to the setting principle of the minimum lane change distance, under the path planning of s-t1, the current vehicle overtakes the target vehicle at a faster speed, and a larger minimum lane change distance must be left to ensure that there is no collision. The three sets of sampled path planning curves s-t1, s-t2, and s-t3 can achieve overtaking and merging, while the path planning curve s-t4, due to the slow acceleration of the current vehicle, after overtaking the target vehicle, the minimum lane change distance and the minimum safety distance are not enough, and overtaking and merging cannot be achieved. As for the path planning curve s-t5, the current vehicle follows the target vehicle at a slower speed and merges into the main road, which also ensures the safety of traffic.

[0046] Figure 3 The shaded bars in the figure are drawn considering the case where the target vehicle is traveling at a constant speed. If the target vehicle is not traveling at a constant speed, the shaded bars can also be drawn according to a curve. This application only takes the case where the target vehicle is traveling at a constant speed as a specific embodiment for explanation, and does not constitute a limitation on the scope of protection of this application.

[0047] Figure 3 There are three feasible path plannings, s-t1, s-t2, and s-t3. This application proposes to further screen these three candidate planning paths through a preset cost function, where d safe is the projection of the distance between the end of each planned path and the safety distance line on the s axis, d safe The larger the size, the safer the overtaking and merging process is. yIt is the maximum lateral acceleration of the current vehicle when it reaches the limit position in the ramp and starts to change lanes to the main road. When the vehicle speed is fast, the lateral acceleration of the current vehicle will also be large when changing lanes from the ramp to the main road, which is not conducive to the lateral stability of the vehicle. w0 and w1 are the sum of all items, the former is a positive weight and the latter is a negative weight. Among all the candidate st path planning curves, the curve with the smallest cost function value is selected as the final planning path curve to overtake and merge into the main road or follow the vehicle to merge into the main road in the ramp.

[0048] After the current vehicle completes the path planning on the ramp, it drives along the optimal ST curve. When it reaches the end of the ST curve, it starts to change lanes to the main road. Based on the lateral distance between the current vehicle and the target lane and the speed of the current vehicle, the trajectory curve of the lane change is planned. Since the current vehicle has already made the decision of overtaking or following the vehicle in the ramp in the previous step, when changing lanes to the main road, it only needs to follow the conventional lane change path planning operation without considering bypassing obstacles.

[0049] Therefore, the present application breaks down the path planning of the ramp merging into the main road into two steps: longitudinal speed planning and lateral planning. In the longitudinal path planning stage, the decision of overtaking and merging into the main road or following the vehicle and merging into the main road is completed, thereby improving the efficiency of path planning.

[0050] Optionally, in some embodiments, when controlling the current vehicle to overtake and merge into the main road or follow a vehicle and merge into the main road in the ramp according to the target planned path curve, it includes: monitoring whether there are other vehicles on the target planned path curve that suddenly enter the lane changing trajectory; if other vehicles that suddenly enter the lane changing trajectory are detected, the current lane changing operation is immediately stopped, and a new path planning curve is re-planned based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp, and the current vehicle is controlled to travel according to the new path planning curve.

[0051] It is understandable that in the process of overtaking or following a vehicle, on-board sensors (such as radars, cameras) and vehicle networking technology are used to monitor in real time whether there are other vehicles on the target planned path curve that suddenly enter the lane change trajectory.

[0052] If another vehicle is detected to have suddenly entered the lane change trajectory and this vehicle poses a potential threat to the lane change operation of the current vehicle, the current lane change operation will be stopped immediately. At the same time, the emergency response mechanism will be activated to re-evaluate the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the remaining driving distance of the current vehicle in the ramp.

[0053] Based on the above evaluation results, a new path planning curve is re-planned, which should avoid potential dangerous areas to ensure that the vehicle can continue to travel safely and smoothly.

[0054] Control the current vehicle to drive according to the new path planning curve. In the process of adjusting the path, keep monitoring the surrounding environment to ensure that the vehicle can flexibly respond to new dynamic changes that may occur.

[0055] After completing the lane change operation, relevant data during the path planning and execution process (such as vehicle status, traffic conditions, number of path adjustments, etc.) are collected for optimization and improvement of subsequent path planning algorithms.

[0056] According to the lane change path planning method proposed in the embodiment of the present application, it is determined whether the current vehicle is in a state before the ramp merges into the main road; if the current vehicle is in a state before the ramp merges into the main road, the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp are obtained, and multiple groups of path planning curves of the current vehicle are sampled based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp, and the speed constraint of the target vehicle; the cost values ​​of the multiple groups of path planning curves are calculated, and the path planning curve with the minimum cost value is used as the target planning path curve, so as to control the current vehicle to overtake and merge into the main road or follow the vehicle to merge into the main road in the ramp according to the target planning path curve. In this way, the existing solutions are unable to sample efficient and safe planning paths in the scenario of ramp merging into the main road, and are unable to make quick and effective decisions between overtaking and merging and following and merging into the main road, thereby improving the efficiency of path planning in the scenario of ramp merging into the main road.

[0057] Next, the lane change path planning device proposed according to the embodiment of the present application is described with reference to the accompanying drawings.

[0058] Figure 4 It is a block diagram of a lane change path planning device according to an embodiment of the present application.

[0059] like Figure 4 As shown, the lane change path planning device 10 includes: a judgment module 100, an acquisition module 200, a sampling module 300 and a planning module 400.

[0060] Among them, the judgment module 100 is used to judge whether the current vehicle is in a state before the ramp merges into the main road; the acquisition module 200 is used to obtain the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp if the current vehicle is in a state before the ramp merges into the main road; the sampling module 300 is used to sample multiple groups of path planning curves of the current vehicle based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp and the speed constraint of the target vehicle; the planning module 400 is used to calculate the cost values ​​of the multiple groups of path planning curves, and use the path planning curve with the minimum cost value as the target planning path curve, so as to control the current vehicle to overtake and merge into the main road or follow the vehicle and merge into the main road in the ramp according to the target planning path curve.

[0061] Optionally, in some embodiments, when controlling the current vehicle to overtake and merge into the main road or to merge into the main road by following a vehicle in the ramp according to the target planned path curve, the planning module 400 is also used to: if the current vehicle reaches the end of the target planned path curve, plan the trajectory curve for the current vehicle to merge into the main road based on the lateral distance between the current vehicle and the target lane and the speed of the current vehicle.

[0062] Optionally, in some embodiments, when controlling the current vehicle to overtake and merge into the main road or to follow a vehicle and merge into the main road in the ramp according to the target planned path curve, the planning module 400 is also used to: monitor whether there are other vehicles on the target planned path curve that suddenly enter the lane changing trajectory; if other vehicles that suddenly enter the lane changing trajectory are detected, immediately stop the current lane changing operation, and re-plan a new path planning curve based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp, and control the current vehicle to travel according to the new path planning curve.

[0063] Optionally, in some embodiments, the cost values ​​of the multiple groups of path planning curves are calculated, and the planning module 400 is further used to: calculate the cost values ​​of the multiple groups of path planning curves using a preset cost function, wherein the preset cost function is:

[0064] C=w0d safe +w1a y ;

[0065] Among them, d safe is the projection of the distance between the end of each planned path and the safety distance line on the s axis, a y It is the maximum lateral acceleration of the current vehicle when it reaches the limit position in the ramp and starts to change lanes to the main road. w0 is a positive weight and w1 is a negative weight.

[0066] It should be noted that the above explanation of the lane change path planning method embodiment is also applicable to the lane change path planning device of this embodiment, and will not be repeated here.

[0067] According to the lane-changing path planning device proposed in the embodiment of the present application, it is determined whether the current vehicle is in a state before the ramp merges into the main road; if the current vehicle is in a state before the ramp merges into the main road, the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp are obtained, and multiple groups of path planning curves of the current vehicle are sampled based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp, and the speed constraint of the target vehicle; the cost values ​​of the multiple groups of path planning curves are calculated, and the path planning curve with the minimum cost value is used as the target planning path curve, so as to control the current vehicle to overtake and merge into the main road or follow the vehicle to merge into the main road in the ramp according to the target planning path curve. Thus, the existing solutions are unable to sample efficient and safe planning paths in the scenario of ramp merging into the main road, and are unable to make quick and effective decisions between overtaking and merging and following and merging into the main road, thereby improving the efficiency of path planning in the scenario of ramp merging into the main road.

[0068] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0069] A memory 501 , a processor 502 , and a computer program stored in the memory 501 and executable on the processor 502 .

[0070] When the processor 502 executes the program, the lane change path planning method provided in the above embodiment is implemented.

[0071] Furthermore, the vehicle also includes:

[0072] The communication interface 503 is used for communication between the memory 501 and the processor 502 .

[0073] The memory 501 is used to store computer programs that can be executed on the processor 502 .

[0074] The memory 501 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0075] If the memory 501, the processor 502 and the communication interface 503 are implemented independently, the communication interface 503, the memory 501 and the processor 502 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0076] Optionally, in a specific implementation, if the memory 501, the processor 502 and the communication interface 503 are integrated on a chip, the memory 501, the processor 502 and the communication interface 503 can communicate with each other through an internal interface.

[0077] The processor 502 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0078] An embodiment of the present application also provides a computer program product, on which a computer program is stored, and when the program is executed by a processor, the above lane change path planning method is implemented.

[0079] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0080] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0081] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0082] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer program product for use with an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, a "computer program product" can be any device that can contain, store, communicate, propagate or transmit a program for use with an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer program products (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic device), a portable computer disk case (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). Furthermore, the computer program product may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example by optically scanning the paper or other medium and then editing, interpreting or, if necessary, processing it in another suitable manner, and then storing it in a computer memory.

[0083] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0084] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer program product, which, when executed, includes one or a combination of the steps of the method embodiment.

[0085] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer program product.

[0086] The computer program product mentioned above may be a read-only memory, a disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A lane change path planning method, characterized in that: The following steps are involved: Determine whether the current vehicle is in a state before the ramp merges into the main road; If the current vehicle is in a state before the ramp merges into the main road, the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp are obtained; Sampling multiple groups of path planning curves of the current vehicle based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp, and the speed constraint of the target vehicle; The cost values ​​of the multiple groups of path planning curves are calculated, and the path planning curve with the minimum cost value is used as the target planning path curve, so as to control the current vehicle to overtake and merge into the main road or follow the vehicle and merge into the main road in the ramp according to the target planning path curve.

2. The method according to claim 1, characterized in that When the current vehicle is controlled to overtake and merge into the main road or to follow and merge into the main road in the ramp according to the target planned path curve, the method includes: If the current vehicle reaches the end of the target planned path curve, a lane change trajectory curve for the current vehicle to merge into the main road is planned based on the lateral distance between the current vehicle and the target lane and the speed of the current vehicle.

3. The method according to claim 1, characterized in that When the current vehicle is controlled to overtake and merge into the main road or to follow and merge into the main road in the ramp according to the target planned path curve, the method includes: Monitoring whether there are other vehicles on the target planned path curve that suddenly enter the lane change trajectory; If other vehicles that suddenly enter the lane change trajectory are detected, the current lane change operation is immediately stopped, and a new path planning curve is re-planned based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp, and the current vehicle is controlled to travel according to the new path planning curve.

4. The method according to claim 1, characterized in that: The calculating cost values ​​of the multiple groups of path planning curves includes: The cost values ​​of the multiple groups of path planning curves are calculated using a preset cost function, wherein the preset cost function is: C=w0d safe +w1a y ; Among them, d safe is the projection of the distance between the end of each planned path and the safety distance line on the s axis, a y It is the maximum lateral acceleration of the current vehicle when it reaches the limit position in the ramp and starts to change lanes to the main road. w0 is a positive weight and w1 is a negative weight.

5. A lane change path planning device, characterized in that: The device includes: A judgment module is used to judge whether the current vehicle is in a state before the ramp merges into the main road; an acquisition module, for acquiring the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp if the current vehicle is in a state before the ramp merges into the main road, A sampling module, for sampling multiple groups of path planning curves of the current vehicle based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, the drivable distance of the current vehicle in the ramp, and the speed constraint of the target vehicle; The planning module is used to calculate the cost values ​​of the multiple groups of path planning curves, and use the path planning curve with the minimum cost value as the target planning path curve, so as to control the current vehicle to overtake and merge into the main road or follow the vehicle and merge into the main road in the ramp according to the target planning path curve.

6. The device according to claim 5, characterized in that When the current vehicle is controlled to overtake or merge into the main road in the ramp according to the target planned path curve, the planning module is further used to: If the current vehicle reaches the end of the target planned path curve, a lane change trajectory curve for the current vehicle to merge into the main road is planned based on the lateral distance between the current vehicle and the target lane and the speed of the current vehicle.

7. The device according to claim 5, characterized in that When the current vehicle is controlled to overtake or merge into the main road in the ramp according to the target planned path curve, the planning module is further used to: Monitoring whether there are other vehicles on the target planned path curve that suddenly enter the lane change trajectory; If other vehicles that suddenly enter the lane change trajectory are detected, the current lane change operation is immediately stopped, and a new path planning curve is re-planned based on the current speed of the current vehicle, the longitudinal distance between the current vehicle and the target vehicle, and the drivable distance of the current vehicle in the ramp, and the current vehicle is controlled to travel according to the new path planning curve.

8. The device according to claim 5, characterized in that The cost values ​​of the plurality of groups of path planning curves are calculated, and the planning module is further used to: The cost values ​​of the multiple groups of path planning curves are calculated using a preset cost function, wherein the preset cost function is: C=w0d safe +w1a y ; Among them, d safe is the projection of the distance between the end of each planned path and the safety distance line on the s axis, a y It is the maximum lateral acceleration of the current vehicle when it reaches the limit position in the ramp and starts to change lanes to the main road. w0 is a positive weight and w1 is a negative weight.

9. A vehicle, characterized in that: It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the lane change path planning method as described in any one of claims 1 to 4.

10. A computer program product, wherein the computer program product stores a computer program, characterized in that: When the program is executed by a processor, the lane change path planning method as described in any one of claims 1-4 is implemented.

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