Vehicle driving path planning method and device, electronic equipment, medium and vehicle
By calculating the total safety cost of the vehicle's driving path in a comprehensive dynamic driving information and traffic information, the problem of low safety in the prior art vehicles when encountering obstacles is solved, and higher driving safety and user experience are achieved.
Patent Information
- Application Number
- CN202311394197.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2023-10-25
- Publication Date
- 2025-04-25
AI Technical Summary
When an existing unmanned driving technology encounters obstacles during the vehicle's driving, it can evade by accelerating, decelerating or sampling and searching, resulting in low safety and unsafe driving behaviors such as long-term pressure and rushing lanes.
By obtaining multiple candidate paths corresponding to the target vehicle, the first safety cost is calculated using dynamic driving information, the second safety cost is calculated using pass information, the total safety cost is comprehensively calculated, and the path with the minimum total safety cost is determined as the target driving path.
It improves the safety of users during driving, reduces unsafe driving behavior, and brings a good experience to users.
Smart Images
Figure CN119879961A_ABST
Abstract
Description
Technical Field
[0001] The present disclosure relates to the technical field of path planning, and in particular to a vehicle driving path planning method, device, electronic device, medium and vehicle. Background Art
[0002] Unmanned driving technology refers to the technology that enables vehicles to autonomously control and operate without user intervention, thereby achieving automatic driving of vehicles. At present, unmanned driving technology has become a research hotspot in the field of intelligent transportation. Among them, for unmanned driving technology, since there is no need for users to drive the vehicle, determining the appropriate driving path during the unmanned driving process is an important prerequisite for ensuring the safety of the vehicle and the user.
[0003] In the prior art, a target driving path is usually determined based on collected static driving information such as trees planted on the roadside, parked vehicles, stations, etc., so that the vehicle can travel along the target driving path. However, when the vehicle encounters an obstacle during driving, it usually avoids it by accelerating or decelerating, or by avoiding it through sampling and searching.
[0004] However, with the existing technology, on the one hand, the safety is low because the acceleration and deceleration methods can only be used to avoid obstacles on the determined target driving path. On the other hand, for the sampling and search-based method, since the target driving path has been determined, the sampling and search-based method is more inclined to the target driving path when avoiding obstacles, which leads to unsafe driving behaviors such as long-term line crossing and lane grabbing during driving, resulting in low safety during vehicle driving. Therefore, in order to ensure the safety of users, improving the accuracy of planning the target driving path and ensuring the safety of the vehicle during driving are urgent issues to be solved. Summary of the invention
[0005] In order to solve the above technical problems, the present disclosure provides a vehicle driving path planning method, device, electronic device, medium and vehicle. For multiple candidate paths corresponding to the target vehicle, the target driving path can be determined from a number of candidate paths by calculating the first safety cost based on the dynamic driving information and the second safety cost based on the traffic information. In this way, the dynamic driving information and traffic information of each candidate path are taken into account at the same time, and the impact on the safety of the target vehicle during driving is taken into account, thereby improving the safety of the user during driving and bringing a good experience to the user.
[0006] In a first aspect, an embodiment of the present disclosure provides a vehicle driving path planning method, comprising: obtaining a plurality of candidate paths corresponding to a target vehicle;
[0007] For each candidate path among the multiple candidate paths, a first safety cost of the candidate path is calculated using dynamic driving information of roads in the candidate path, a second safety cost of the candidate path is calculated using traffic information of roads in the candidate path, and a total safety cost of the candidate path is determined based on the first safety cost and the second safety cost;
[0008] The candidate path with the minimum total safety cost is determined as the target driving path of the target vehicle.
[0009] Optionally, for each candidate path among the multiple candidate paths, calculating a first safety cost of the candidate path using dynamic driving information of roads in the candidate path, calculating a second safety cost of the candidate path using traffic information of roads in the candidate path, and determining a total safety cost of the candidate path according to the first safety cost and the second safety cost, comprises:
[0010] For each candidate path among the multiple candidate paths, a first safety cost of the candidate path is calculated using dynamic driving information of roads in the candidate path, and a third safety cost of the candidate path is calculated using static driving information of roads in the candidate path;
[0011] Summing the first safety cost and the third safety cost, sorting the paths in ascending order according to the summation result, and determining top N candidate paths from the multiple candidate paths according to the sorting result;
[0012] For the first N candidate paths, the second safety cost of the candidate paths is calculated using the traffic information of the roads in the candidate paths, and the total safety cost of the candidate paths is determined according to the first safety cost and the second safety cost.
[0013] Optionally, the dynamic driving information includes: one or more of the road grade, lane attributes, turning curvature, and dynamic obstacles corresponding to each candidate path;
[0014] The step of calculating the first safety cost of the candidate path by using the dynamic driving information of the roads in the candidate path includes:
[0015] When it is determined that there is no traffic intersection in each candidate path, calculating the first safety cost of the candidate path according to the road grade and the lane attribute; or
[0016] When it is determined that there is a traffic intersection in each candidate path, the first safety cost of the candidate path is calculated according to the road grade, the lane attribute, the turning curvature, and the dynamic obstacle.
[0017] Optionally, the calculating the first safety cost of the candidate path according to the road grade and the lane attribute includes:
[0018] Determine the first cost of the candidate path by using the road grade and the first preset relationship, wherein the first preset relationship includes: a corresponding relationship between each preset road grade and a preset first cost;
[0019] determining a second cost of the candidate path according to whether the lane attribute satisfies a merge lane attribute;
[0020] The first cost and the second cost are summed to obtain the first security cost of the candidate path.
[0021] Optionally, the calculating the first safety cost of the candidate path according to the road grade, the lane attribute, the turning curvature, and the dynamic obstacle includes:
[0022] When it is determined that the target distance between the target vehicle and the traffic intersection is greater than or equal to the preset distance, the third cost of the candidate path is determined by using the magnitude relationship between the turning curvature and the preset curvature;
[0023] The first cost, the second cost, and the third cost are summed to obtain the first security cost of the candidate path.
[0024] Optionally, when it is determined that the target distance between the target vehicle and the traffic intersection is less than the preset distance, the fourth cost of the candidate path is determined by using the relationship between the number of dynamic obstacles on at least one target interference path corresponding to the candidate path and a preset value;
[0025] The first cost, the second cost, the third cost and the fourth cost are summed up to obtain the first security cost of the candidate path.
[0026] In a second aspect, an embodiment of the present disclosure provides a vehicle driving path planning device, comprising:
[0027] A candidate path acquisition module is used to acquire multiple candidate paths corresponding to the target vehicle;
[0028] a total safety cost determination module, configured to calculate, for each candidate path among the plurality of candidate paths, a first safety cost of the candidate path using dynamic driving information of roads in the candidate path, calculate a second safety cost of the candidate path using traffic information of roads in the candidate path, and determine a total safety cost of the candidate path based on the first safety cost and the second safety cost;
[0029] The target driving path determination module is used to determine the candidate path with the minimum total safety cost as the target driving path of the target vehicle.
[0030] In a third aspect, an embodiment of the present disclosure provides an electronic device, including:
[0031] one or more processors;
[0032] a storage device for storing one or more programs,
[0033] When the one or more programs are executed by the one or more processors, the one or more processors implement any method as described in the first aspect.
[0034] In a fourth aspect, an embodiment of the present disclosure provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements any method described in the first aspect.
[0035] In a fifth aspect, an embodiment of the present disclosure provides a vehicle, comprising: a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements any method described in the first aspect.
[0036] Compared with the prior art, the technical solution provided by the embodiments of the present disclosure has the following advantages:
[0037] The vehicle driving path planning method provided by the embodiment of the present disclosure obtains multiple candidate paths corresponding to the target vehicle; for each candidate path among the multiple candidate paths, the first safety cost of the candidate path is calculated using the dynamic driving information of the roads in the candidate path, and the second safety cost of the candidate path is calculated using the traffic information of the roads in the candidate path, and the total safety cost of the candidate path is determined based on the first safety cost and the second safety cost; the candidate path with the smallest total safety cost is determined as the target driving path of the target vehicle. In the above process, for the multiple candidate paths corresponding to the target vehicle, the target driving path is determined among several candidate paths by using the first safety cost calculated based on the dynamic driving information and the second safety cost calculated based on the traffic information. In this way, the dynamic driving information and traffic information of each candidate path are simultaneously taken into account, which affects the safety of the target vehicle during driving, thereby improving the safety of the user during driving and bringing a good experience to the user. BRIEF DESCRIPTION OF THE DRAWINGS
[0038] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0039] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.
[0040] Figure 1 It is a flow chart of a vehicle driving path planning method provided by an embodiment of the present disclosure;
[0041] Figure 2 is a schematic diagram of a vehicle right turn scenario provided by an embodiment of the present disclosure;
[0042] Figure 3 is a structural schematic diagram of a vehicle driving path planning device provided by an embodiment of the present disclosure;
[0043] Figure 4 It is a structural schematic diagram of an electronic device provided by an embodiment of the present disclosure. DETAILED DESCRIPTION
[0044] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.
[0045] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.
[0046] Figure 1 is a flow chart of a vehicle driving path planning method provided by an embodiment of the present disclosure, such as Figure 1 As shown, the vehicle driving path planning method provided by the embodiment of the present disclosure includes:
[0047] S11. Acquire multiple candidate paths corresponding to the target vehicle.
[0048] Among them, multiple candidate paths refer to the driving paths that can avoid static obstacles obtained by traversing the map in combination with the starting point and the end point of the target vehicle. Among them, the static driving information includes but is not limited to static environmental information and traffic rules. The static environmental information can be, for example, static obstacles, which include but are not limited to buildings, trees planted on the roadside, parked vehicles, stations, etc., and buildings such as schools and residences. Traffic rules can be, for example, traffic signs, such as deceleration signs, or traffic signs to pay attention to pedestrians and children. However, it is not limited to this, and the present disclosure is not specifically limited. Those skilled in the art can make specific settings according to actual conditions.
[0049] Specifically, with respect to the driving starting point and the driving end point of the target vehicle, a plurality of candidate paths corresponding to the target vehicle are obtained.
[0050] S12. For each candidate path among the multiple candidate paths, the first safety cost of the candidate path is calculated using the dynamic driving information of the roads in the candidate path, and the second safety cost of the candidate path is calculated using the traffic information of the roads in the candidate path. The total safety cost of the candidate path is determined based on the first safety cost and the second safety cost.
[0051] The dynamic driving information includes: one or more of the road grade, lane attributes, curvature of the turn, and dynamic obstacles to which each candidate path belongs. The dynamic obstacles refer to the dynamic obstacles on one or more interference paths, such as moving vehicles, that exist at the intersections for each candidate path when there are intersections for the candidate path. The interference paths refer to the paths that affect the safety of the candidate paths or may block the normal driving of the target vehicle. However, this is not limited to this, and the present disclosure does not specifically limit this. Those skilled in the art can make specific settings according to actual conditions.
[0052] The above-mentioned traffic information refers to the cost generated by determining the travel frequency of the previous candidate path based on the historical travel data of other vehicles for each candidate path, the travel frequency of the current candidate path, or the cost generated by determining whether the current candidate path is drivable.
[0053] Exemplarily, based on the historical driving data of other vehicles, when it is determined that the driving frequency of the current candidate path within a preset time period such as a day is greater than a preset number of times, it indicates that the current candidate path is a path that the user frequently travels, and the second safety cost is determined to be -1. Correspondingly, when it is determined that the driving frequency of the current candidate path within a preset time period such as a day is less than or equal to a preset number of times, it indicates that the current candidate path is a path that the user does not frequently travel, and the second safety cost is determined to be 0, but the present disclosure is not limited to this, and the technical personnel in this field can make specific settings according to actual conditions.
[0054] In another exemplary embodiment, when it is determined that the current candidate path is under construction or has not been used according to historical driving data of other vehicles, the second safety cost is determined to be 1. However, this is not limited to this, and the present disclosure is not specifically limited thereto, and those skilled in the art may make specific settings according to actual conditions.
[0055] It should be noted that the safety cost refers to a measure of the safety of the target vehicle during driving. The greater the safety cost, the lower the safety of the target vehicle during driving.
[0056] Specifically, for each candidate path among the multiple candidate paths, the first safety cost of the candidate path is calculated based on the dynamic driving information of the roads in the candidate path, such as: the road grade, lane attributes, turning curvature, or dynamic obstacles corresponding to each candidate path, and the second safety cost of the candidate path is calculated based on the traffic information of the roads in the candidate path. After obtaining the first safety cost and the second safety cost, the total safety cost of the candidate path is determined using the first safety cost and the second safety cost.
[0057] Optionally, based on the above embodiments, in some embodiments of the present disclosure, one implementation method for determining the total safety cost of a candidate path using the first safety cost and the second safety cost is to sum the first safety cost and the second safety cost to obtain the total safety cost of the candidate path.
[0058] S13. Determine a candidate path with the minimum total safety cost as the target driving path of the target vehicle.
[0059] Specifically, after determining the total safety cost according to the first safety cost and the second safety cost corresponding to each candidate path, the total safety costs corresponding to multiple candidate paths are compared, and the candidate path with the smallest total safety cost is determined as the target driving path of the target vehicle.
[0060] In this way, the vehicle driving path planning method provided by the embodiment of the present disclosure obtains multiple candidate paths corresponding to the target vehicle; for each candidate path among the multiple candidate paths, the first safety cost of the candidate path is calculated using the dynamic driving information of the roads in the candidate path, and the second safety cost of the candidate path is calculated using the traffic information of the roads in the candidate path, and the total safety cost of the candidate path is determined based on the first safety cost and the second safety cost; the candidate path with the smallest total safety cost is determined as the target driving path of the target vehicle. In the above process, for the multiple candidate paths corresponding to the target vehicle, the target driving path is determined among several candidate paths by using the first safety cost calculated based on the dynamic driving information and the second safety cost calculated based on the traffic information. In this way, the dynamic driving information and traffic information of each candidate path are simultaneously taken into account, which affects the safety of the target vehicle during driving, thereby improving the safety of the user during driving and bringing a good experience to the user.
[0061] Optionally, based on the above embodiment, in some embodiments of the present disclosure, an implementation manner of performing S12 may be:
[0062] Step A1: for each candidate path among the multiple candidate paths, using the dynamic driving information of the roads in the candidate path to calculate the first safety cost of the candidate path, and using the static driving information of the roads in the candidate path to calculate the third safety cost of the candidate path.
[0063] Specifically, for each candidate path among the multiple candidate paths, the first safety cost of the candidate path is calculated based on the dynamic driving information of the roads in the candidate path, such as: the road grade, lane attributes, turning curvature, or dynamic obstacles corresponding to each candidate path, and the third safety cost of the candidate path is calculated based on the static driving information of the roads in the candidate path.
[0064] Optionally, since static driving information includes but is not limited to static environmental information and traffic rules, the static environmental information and traffic rules correspond to preset costs 1 respectively. Based on this, the third safety cost of the candidate path can be determined according to the correspondence between the static driving information of the roads in the candidate path and the preset costs.
[0065] Exemplarily, for candidate path A, its static driving information is determined to be static environment information, and since the preset cost corresponding to the static environment information is 1, the third safety cost of candidate path A is determined to be 1. In another example, for candidate path B, its static driving information is determined to be static environment information and traffic rules, and the third safety cost of candidate path B is determined to be the sum of the preset costs corresponding to the static environment information and traffic rules, that is, 2, but it is not limited to this, and the present disclosure does not specifically limit it, and those skilled in the art can make specific settings according to actual conditions.
[0066] Step A2: summing up the first safety cost and the third safety cost, sorting the paths in ascending order according to the summation result, and determining the top N candidate paths from the multiple candidate paths according to the sorting result.
[0067] Among them, N is a positive integer greater than 0. It is worth noting that N is less than or equal to the total number of multiple candidate paths. Exemplarily, N can be 5, but is not limited to this. The present disclosure does not specifically limit it, and those skilled in the art can make specific settings according to actual conditions.
[0068] Specifically, after obtaining the first safety cost and the third safety cost, the first safety cost and the third safety cost corresponding to multiple candidate paths are summed up and calculated, and the multiple candidate paths are sorted in ascending order according to the summation results, and the top N candidate paths are determined from the multiple candidate paths according to the sorting results.
[0069] Step A3: for the first N candidate paths, calculate the second safety cost of the candidate paths using the traffic information of the roads in the candidate paths, and determine the total safety cost of the candidate paths according to the first safety cost and the second safety cost.
[0070] Specifically, for the first N candidate paths, the second safety cost of the candidate paths is calculated based on the traffic information of the roads in the candidate paths. After obtaining the second safety cost, the first safety cost and the second safety cost corresponding to each candidate path are calculated to obtain the total safety cost corresponding to each candidate path. After obtaining the total safety cost corresponding to each candidate path, the total safety costs corresponding to multiple candidate paths are compared to determine the candidate path with the smallest total safety cost as the target driving path of the target vehicle.
[0071] In this way, the vehicle driving path planning method provided by the embodiment of the present disclosure, for the multiple candidate paths corresponding to the target vehicle, combines the first safety cost calculated based on the dynamic driving information and the second safety cost calculated based on the static driving information, and prioritizes several candidate paths among the multiple candidate paths corresponding to the target vehicle. In this way, by simultaneously considering the dynamic driving information and the static driving information of each candidate path, the multiple candidate paths corresponding to the target vehicle are screened, thereby improving the efficiency of subsequently acquiring the target driving path.
[0072] Optionally, based on the above embodiments, in some embodiments of the present disclosure, since traffic intersections have a greater safety impact on the target vehicle during the driving process of the candidate path, it is necessary to determine whether there is a traffic intersection for the candidate path, so that when the target driving path is subsequently determined, the safety impact brought by the traffic intersection can be considered, thereby improving the accuracy of planning the target driving path and ensuring the safety of the vehicle during driving. Based on this, an execution method for calculating the first safety cost of the candidate path using the dynamic driving information of the roads in the candidate path may be:
[0073] Step B1: When it is determined that there is no traffic intersection in each candidate path, the first safety cost of the selected path is calculated according to the road grade and lane attributes.
[0074] Among them, road grade refers to the division according to the function or administrative level of the candidate path. Exemplarily, the road grade may include six road grades, wherein the first road grade is expressway, the second road grade is urban expressway, the third road grade is national highway, the fourth road grade is provincial / county road, the fifth road grade is urban trunk road, and the sixth road grade is rural road / urban secondary road / ordinary road / small road, and the cost of different road grades during vehicle driving is different, but not limited to this, the present disclosure does not specifically limit it, and technical personnel in this field can make specific settings according to actual conditions.
[0075] The above lane attributes refer to whether the lane is a straight lane, a left turn lane, a right turn lane or a merging lane, but are not limited to this. The present disclosure does not specifically limit this, and those skilled in the art can make specific settings according to actual conditions.
[0076] Specifically, for each candidate path, determine whether there is a traffic intersection in each candidate path. When it is determined that there is no traffic intersection in each candidate path, calculate the first safety cost corresponding to each candidate path according to the road grade and lane attributes to which each candidate path belongs.
[0077] Optionally, based on the above embodiment, in some embodiments of the present disclosure, another execution method of calculating the first safety cost of the candidate path by using the dynamic driving information of the roads in the candidate path may be:
[0078] Step B2: When it is determined that there is a traffic intersection in each candidate path, the first safety cost of the candidate path is calculated according to the road grade, lane attributes, turning curvature, and dynamic obstacles.
[0079] The above-mentioned turning curvature refers to the turning curvature corresponding to when the target vehicle drives to the traffic intersection, when turning left, turning right or going straight. The turning curvature can be determined by the radius when turning. It should be noted that when going straight, the turning curvature is 0, but it is not limited to this. The present disclosure does not specifically limit it, and technical personnel in this field can make specific settings according to actual conditions.
[0080] The above-mentioned dynamic obstacles are dynamic obstacles on other interfering paths that exist at traffic intersections for each candidate path, which affect the driving of the target vehicle, such as moving vehicles, pedestrians, etc., but are not limited to this. The present disclosure does not specifically limit this, and technical personnel in this field can make specific settings according to actual conditions.
[0081] Specifically, for each candidate path, determine whether there is a traffic intersection in each candidate path. When it is determined that there is a traffic intersection in each candidate path, calculate the first safety cost corresponding to each candidate path based on the road grade, lane attributes, turning curvature, and dynamic obstacles.
[0082] Optionally, the dynamic driving information may be obtained through sensors installed on the target vehicle, navigation, etc., but is not limited thereto. The present disclosure does not specifically limit this, and those skilled in the art may make specific settings according to actual conditions.
[0083] In this way, the vehicle driving path planning method provided by the embodiment of the present disclosure can take into account the safety impact of traffic intersections on the target vehicle during the driving process of the candidate path for each candidate path corresponding to the target vehicle, thereby improving the accuracy of planning the target driving path and ensuring the safety of the vehicle during driving.
[0084] Optionally, based on the above embodiments, in some embodiments of the present disclosure, an implementation method of executing step B1 may be:
[0085] Step B11: Determine a first cost of the candidate path by using the road grade and the first preset relationship.
[0086] Among them, the first preset relationship includes: the correspondence between each preset road grade and the preset first cost. The preset road grade refers to the road grade used for comparison with the road grade to determine the road grade corresponding to the cost set for each candidate path. The preset road grade includes but is not limited to: the first road grade, the second road grade, the third road grade, the fourth road grade, the fifth road grade and the sixth lane grade. For each preset road grade, a different lane type corresponds, such as the lane type corresponding to the first road grade is a high-speed lane, the lane type corresponding to the second road grade is an urban expressway, the lane type corresponding to the third road grade is a national highway, the lane type corresponding to the fourth road grade is a provincial / county lane, the lane type corresponding to the fifth road grade is a city trunk road, and the lane type corresponding to the sixth road grade is a township road / city secondary road / ordinary road / path. Among them, the preset first costs corresponding to the first road grade, the second road grade, the third road grade and the fourth road grade are all 0, and the preset first costs corresponding to the fifth road grade and the sixth lane grade are all infinite. However, it is not limited to this, and the present disclosure is not specifically limited. Those skilled in the art can set it specifically according to actual conditions.
[0087] Specifically, the first cost of the candidate path is acquired according to the road grade to which each candidate path belongs and a first preset relationship including a corresponding relationship between each preset road grade and a preset first cost.
[0088] Optionally, based on the above embodiment, in some embodiments of the present disclosure, an implementation manner of step B11 may be:
[0089] The road grade of each candidate path is matched with multiple preset road grades to determine the target road grade.
[0090] A preset first cost corresponding to the target road grade is determined as the first cost of the candidate path.
[0091] Specifically, the road grade of each candidate path is determined, and the road grade of each candidate path is matched with multiple preset road grades, and the preset road grade with consistent matching is determined as the target road grade, and then the preset first cost corresponding to the target road grade is determined as the first cost of the candidate path.
[0092] Step B12: Determine the second cost of the candidate path according to whether the lane attribute satisfies the merged lane attribute.
[0093] Among them, the merge lane means that for a candidate path, in a scenario with two or more lanes, the vehicle needs to merge into a lane adjacent to the candidate lane within a certain area.
[0094] Specifically, the second cost of the candidate path is determined according to whether the lane attribute corresponding to the candidate path satisfies the merged lane attribute.
[0095] Optionally, based on the above embodiment, in some embodiments of the present disclosure, an implementation manner of step B12 may be:
[0096] When it is determined that the lane attribute to which the candidate path belongs satisfies the merge lane attribute, the second cost is determined to be infinite.
[0097] Optionally, based on the above embodiments, in some embodiments of the present disclosure, when it is determined that the lane attribute to which the candidate path belongs does not meet the merge lane attribute, the driving distance before the candidate path completes the merge is obtained, and when the driving distance is greater than the preset driving distance, the second cost is determined to be 0, and when the driving distance is less than or equal to the preset driving distance, the second cost is determined to be 1. Exemplarily, the second cost determined according to the driving distance and the preset driving distance can be defined according to the following expression:
[0098] Cost2 = (d≤D?1:0)
[0099] Wherein, d represents the driving distance, and D represents the preset driving distance. The preset driving distance may be, for example, 150 meters, but is not limited thereto. The present disclosure does not specifically limit this, and those skilled in the art may specifically set it according to actual conditions.
[0100] Step B13: sum the first cost and the second cost to obtain the first security cost of the candidate path.
[0101] Specifically, when there is no traffic intersection in each candidate path, the first cost and the second cost corresponding to each candidate path are obtained, and the first cost and the second cost are summed to obtain the first safety cost.
[0102] Optionally, based on the above embodiment, in some embodiments of the present disclosure, an implementation manner of performing step B2 may be:
[0103] Step B21: When it is determined that the target distance between the target vehicle and the traffic intersection is greater than or equal to the preset distance, a first cost of the candidate path is determined using the road grade and the first preset relationship.
[0104] Step B22: Determine the second cost of the candidate path according to whether the lane attribute satisfies the merged lane attribute.
[0105] It should be noted that the specific implementation of step B21-step B22 can refer to step B11-step B12 in the above embodiment, and will not be described in detail here.
[0106] Step B23: Determine the third cost of the candidate path by using the magnitude relationship between the turning curvature and the preset curvature.
[0107] The preset distance is a parameter used to determine whether the target vehicle can sense the current environment of the traffic intersection. The preset distance can be determined according to the driving speed of the target vehicle. For example, the preset distance can be defined according to the following expression:
[0108] D1=max{V*5,30}
[0109] Wherein, V represents the speed of the target vehicle. According to the above expression, the preset distance is the maximum value between 5 times the speed of the target vehicle and 30 meters.
[0110] Specifically, when it is determined that the target distance between the target vehicle and the traffic intersection is greater than or equal to the preset distance, the turning curvature of the candidate path is compared with the preset curvature to determine the third cost of the candidate path.
[0111] Optionally, based on the above embodiments, in some embodiments of the present disclosure, the turning curvature of the candidate path is compared with the preset curvature, and one implementation method for determining the third cost of the candidate path may be: when the turning curvature is greater than the preset curvature, the initial third cost is calculated based on the turning curvature and the preset curvature, and the maximum value between the initial third cost and 0 is determined as the third cost.
[0112] Exemplarily, according to the turning curvature and the preset curvature, obtaining the third cost can be defined according to the following expression:
[0113]
[0114] Wherein, R represents the turning curvature, and r represents the preset curvature. Represents the initial third cost.
[0115] Optionally, when the turning curvature is less than or equal to a preset curvature, the third cost is determined to be infinite.
[0116] Step B24: sum the first cost, the second cost, and the third cost to obtain the first security cost of the candidate path.
[0117] Specifically, when there is a traffic intersection in each candidate path and when it is determined that the target distance between the target vehicle and the traffic intersection is greater than or equal to the preset distance, the first cost, second cost and third cost corresponding to each candidate path are obtained, and the first cost, second cost and third cost are summed up to obtain the first safety cost of the candidate path.
[0118] Optionally, based on the above embodiment, in some embodiments of the present disclosure, another implementation method of executing step B2 may be:
[0119] Step B25: When it is determined that the target distance between the target vehicle and the traffic intersection is less than the preset distance, the first cost of the candidate path is determined by using the road grade and the first preset relationship.
[0120] Step B26: Determine the second cost of the candidate path according to whether the lane attribute satisfies the merged lane attribute.
[0121] Step B27: Determine the third cost of the candidate path by using the magnitude relationship between the turning curvature and the preset curvature.
[0122] It should be noted that the specific implementation of step B25-step B26 can refer to step B11-step B12 in the above embodiment, and the specific implementation of step B27 can refer to step B23 in the above embodiment, which will not be elaborated here.
[0123] Step B28: Determine the fourth cost of the candidate path by using the relationship between the number of dynamic obstacles on at least one target interference path corresponding to the candidate path and a preset value.
[0124] Optionally, on the basis of the above embodiments, in some embodiments of the present disclosure, an implementation method of executing step B28 may be: for each candidate path, obtain one or more interfering driving paths corresponding to each candidate path, determine whether there are dynamic obstacles such as interfering vehicles on each interfering driving path, and when it is determined that there are dynamic obstacles such as interfering vehicles on each interfering driving path, count the number of dynamic obstacles such as interfering vehicles, and when the number of dynamic obstacles such as interfering vehicles is greater than a preset value, determine that the cost corresponding to the current interfering path is 1, otherwise it is 0, calculate the sum of the costs corresponding to the one or more interfering driving paths corresponding to each candidate path, and determine that the sum result is the fourth cost.
[0125] For example, Figure 2 As shown, for the right turn scenario, it is assumed that there are three candidate right turn paths corresponding to the target vehicle 200, namely (a1, b1), (a1, b2), and (a1, b3). For the candidate path (a1, b2), the interfering driving paths corresponding to the candidate path (a1, b2) are determined to be (c1, b2) and (d2, b2). When it is determined that there is an interfering vehicle on the interfering driving path (c1, b2), the number of interfering vehicles on the interfering driving path (c1, b2) is counted. If the number of vehicles is greater than 2, it means that there is an obstacle for the target vehicle at this time, and the cost corresponding to the interfering driving path (c1, b2) is determined to be 1, but is not limited to this. The present disclosure is not specifically limited, and those skilled in the art can make specific settings according to actual conditions.
[0126] Step B29: sum up the first cost, the second cost, the third cost and the fourth cost to obtain the first security cost of the candidate path.
[0127] Specifically, when there is a traffic intersection in each candidate path and when it is determined that the target distance between the target vehicle and the traffic intersection is less than the preset distance, the first cost, second cost, third cost and fourth cost corresponding to each candidate path are obtained, and the first cost, second cost, third cost and fourth cost are summed up to obtain the first safety cost of the candidate path.
[0128] Figure 3 is a schematic diagram of the structure of a vehicle driving path planning device provided by an embodiment of the present disclosure, such as Figure 3 As shown, the vehicle driving path planning device includes: a candidate path acquisition module 11, a total safety cost determination module 12, and a target driving path determination module 13.
[0129] The candidate path acquisition module 11 is used to acquire multiple candidate paths corresponding to the target vehicle;
[0130] A total safety cost determination module 12 is used to calculate, for each candidate path among the multiple candidate paths, a first safety cost of the candidate path using dynamic driving information of roads in the candidate path, calculate a second safety cost of the candidate path using traffic information of roads in the candidate path, and determine a total safety cost of the candidate path based on the first safety cost and the second safety cost;
[0131] The target driving path determination module 13 is used to determine the candidate path with the minimum total safety cost as the target driving path of the target vehicle.
[0132] The vehicle driving path planning device provided in the embodiment of the present disclosure is used to obtain multiple candidate paths corresponding to the target vehicle through the candidate path acquisition module 11;
[0133] The total safety cost determination module 12 is used to calculate, for each candidate path among the multiple candidate paths, the first safety cost of the candidate path using the dynamic driving information of the roads in the candidate path, calculate the second safety cost of the candidate path using the traffic information of the roads in the candidate path, and determine the total safety cost of the candidate path based on the first safety cost and the second safety cost; the target driving path determination module 13 is used to determine the candidate path with the smallest total safety cost as the target driving path of the target vehicle.
[0134] Optionally, the total safety cost determination module 12 is specifically configured to calculate, for each candidate path among the multiple candidate paths, a first safety cost of the candidate path using dynamic driving information of roads in the candidate path, and a third safety cost of the candidate path using static driving information of roads in the candidate path;
[0135] Summing the first safety cost and the third safety cost, sorting the paths in ascending order according to the summation result, and determining top N candidate paths from the multiple candidate paths according to the sorting result;
[0136] For the first N candidate paths, the second safety cost of the candidate paths is calculated using the traffic information of the roads in the candidate paths, and the total safety cost of the candidate paths is determined according to the first safety cost and the second safety cost.
[0137] Optionally, the dynamic driving information includes: one or more of the road grade, lane attributes, turning curvature, and dynamic obstacles corresponding to each candidate path; a total safety cost determination module 12 is specifically used to calculate the first safety cost of the candidate path according to the road grade and the lane attributes when it is determined that there is no traffic intersection in each candidate path; or
[0138] When it is determined that there is a traffic intersection in each candidate path, the first safety cost of the candidate path is calculated according to the road grade, the lane attribute, the turning curvature, and the dynamic obstacle.
[0139] Optionally, the total safety cost determination module 12 is specifically configured to determine the first cost of the candidate path by using the road grade and the first preset relationship, wherein the first preset relationship includes: a corresponding relationship between each preset road grade and a preset first cost;
[0140] determining a second cost of the candidate path according to whether the lane attribute satisfies a merge lane attribute;
[0141] The first cost and the second cost are summed to obtain the first security cost of the candidate path.
[0142] Optionally, the total safety cost determination module 12 is specifically configured to determine the third cost of the candidate path by using the magnitude relationship between the turning curvature and the preset curvature when it is determined that the target distance between the target vehicle and the traffic intersection is greater than or equal to the preset distance;
[0143] The first cost, the second cost, and the third cost are summed to obtain the first security cost of the candidate path.
[0144] Optionally, the total safety cost determination module 12 is specifically used to determine the fourth cost of the candidate path by using the relationship between the number of dynamic obstacles on at least one target interference path corresponding to the candidate path and a preset value when it is determined that the target distance between the target vehicle and the traffic intersection is less than the preset distance;
[0145] The first cost, the second cost, the third cost and the fourth cost are summed up to obtain the first security cost of the candidate path.
[0146] The device provided by the embodiment of the present invention can execute the method provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.
[0147] It is worth noting that in the embodiment of the above-mentioned device, the various units and modules included are only divided according to functional logic, but are not limited to the above-mentioned division, as long as the corresponding functions can be achieved; in addition, the specific names of the functional units are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of the present invention.
[0148] Figure 4 is a schematic diagram of the structure of an electronic device provided by an embodiment of the present disclosure, such as Figure 4 As shown, the electronic device includes a processor 410, a memory 420, an input device 430, and an output device 440; the number of processors 410 in the computer device can be one or more. Figure 4 A processor 410 is taken as an example; the processor 410, the memory 420, the input device 430 and the output device 440 in the electronic device can be connected via a bus or other means. Figure 4 The example of connecting through bus is taken in the following.
[0149] The memory 420 is a computer-readable storage medium that can be used to store software programs, computer executable programs and modules, such as program instructions / modules corresponding to the method in the embodiment of the present invention. The processor 410 executes various functional applications and data processing of the computer device by running the software programs, instructions and modules stored in the memory 420, that is, implements the method provided in the embodiment of the present invention.
[0150] The memory 420 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system and at least one application required for a function; the data storage area may store data created according to the use of the terminal, etc. In addition, the memory 420 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In some instances, the memory 420 may further include a memory remotely arranged relative to the processor 410, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.
[0151] The input device 430 may be used to receive input digital or character information and generate key signal input related to user settings and function control of the electronic device, and may include a keyboard, a mouse, etc. The output device 440 may include a display device such as a display screen.
[0152] The embodiment of the present disclosure also provides a storage medium containing computer executable instructions, and the computer executable instructions are used to implement the method provided by the embodiment of the present disclosure when executed by a computer processor.
[0153] Of course, the computer executable instructions of a storage medium including computer executable instructions provided by an embodiment of the present invention are not limited to the operations of the method described above, but can also execute related operations in the method provided by any embodiment of the present invention.
[0154] An embodiment of the present disclosure provides a vehicle, comprising: a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the computer program is used to implement the method provided by the embodiment of the present disclosure when executed by the processor.
[0155] Through the above description of the implementation methods, the technicians in the relevant field can clearly understand that the present invention can be implemented by means of software and necessary general hardware, and of course it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ROM), random access memory (RAM), flash memory (FLASH), hard disk or optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present invention.
[0156] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.
[0157] The above description is only a specific embodiment of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A vehicle driving path planning method, characterized in that: include: Obtain multiple candidate paths corresponding to the target vehicle; For each candidate path among the multiple candidate paths, a first safety cost of the candidate path is calculated using dynamic driving information of roads in the candidate path, a second safety cost of the candidate path is calculated using traffic information of roads in the candidate path, and a total safety cost of the candidate path is determined based on the first safety cost and the second safety cost; The candidate path with the minimum total safety cost is determined as the target driving path of the target vehicle.
2. The method according to claim 1, characterized in that: The method of calculating, for each candidate path among the plurality of candidate paths, a first safety cost of the candidate path by using dynamic driving information of roads in the candidate path, calculating a second safety cost of the candidate path by using traffic information of roads in the candidate path, and determining a total safety cost of the candidate path according to the first safety cost and the second safety cost includes: For each candidate path among the multiple candidate paths, a first safety cost of the candidate path is calculated using dynamic driving information of roads in the candidate path, and a third safety cost of the candidate path is calculated using static driving information of roads in the candidate path; Summing the first safety cost and the third safety cost, sorting the paths in ascending order according to the summation result, and determining top N candidate paths from the multiple candidate paths according to the sorting result; For the first N candidate paths, the second safety cost of the candidate paths is calculated using the traffic information of the roads in the candidate paths, and the total safety cost of the candidate paths is determined according to the first safety cost and the second safety cost.
3. The method according to claim 2, characterized in that The dynamic driving information includes: one or more of the road grade, lane attribute, turning curvature, and dynamic obstacles corresponding to each candidate path; The step of calculating the first safety cost of the candidate path by using the dynamic driving information of the roads in the candidate path includes: When it is determined that there is no traffic intersection in each candidate path, calculating the first safety cost of the candidate path according to the road grade and the lane attribute; or When it is determined that there is a traffic intersection in each candidate path, the first safety cost of the candidate path is calculated according to the road grade, the lane attribute, the turning curvature, and the dynamic obstacle.
4. The method according to claim 3, characterized in that The calculating the first safety cost of the candidate path according to the road grade and the lane attribute includes: Determine the first cost of the candidate path by using the road grade and the first preset relationship, wherein the first preset relationship includes: a corresponding relationship between each preset road grade and a preset first cost; determining a second cost of the candidate path according to whether the lane attribute satisfies a merge lane attribute; The first cost and the second cost are summed to obtain the first security cost of the candidate path.
5. The method according to claim 3, characterized in that: The calculating the first safety cost of the candidate path according to the road grade, the lane attribute, the turning curvature, and the dynamic obstacle includes: When it is determined that the target distance between the target vehicle and the traffic intersection is greater than or equal to the preset distance, the third cost of the candidate path is determined by using the magnitude relationship between the turning curvature and the preset curvature; The first cost, the second cost, and the third cost are summed to obtain the first security cost of the candidate path.
6. The method according to claim 5, characterized in that Also includes: When it is determined that the target distance between the target vehicle and the traffic intersection is less than the preset distance, the fourth cost of the candidate path is determined by using the relationship between the number of dynamic obstacles on at least one target interference path corresponding to the candidate path and the preset value; The first cost, the second cost, the third cost and the fourth cost are summed up to obtain the first security cost of the candidate path.
7. A vehicle driving path planning device, characterized in that: include: A candidate path acquisition module is used to acquire multiple candidate paths corresponding to the target vehicle; a total safety cost determination module, configured to calculate, for each candidate path among the plurality of candidate paths, a first safety cost of the candidate path using dynamic driving information of roads in the candidate path, calculate a second safety cost of the candidate path using traffic information of roads in the candidate path, and determine a total safety cost of the candidate path based on the first safety cost and the second safety cost; The target driving path determination module is used to determine the candidate path with the minimum total safety cost as the target driving path of the target vehicle.
8. An electronic device, characterized in that: include: one or more processors; a storage device for storing one or more programs, When the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle driving path planning method as described in any one of claims 1 to 6.
9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the vehicle driving path planning method as described in any one of claims 1 to 6 is implemented.
10. A vehicle, characterized in that: include: A processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the vehicle driving path planning method as claimed in any one of claims 1 to 6.